Guidelines and relevant information MARPOL 2017

Guidelines and relevant information under MARPOL Annex VI IC664E.indd 159 25/10/2017 10:11:49 Regulation 4.3 Resolution MEPC.259(68) adopted on 15 May 2015 2015 Guidelines for exhaust gas cleaning systems The Marine Environment Protection Committee, Recalling Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution from ships, Recalling also that, at its fifty-eighth session, the Committee adopted, by resolution MEPC.176(58), a revised MARPOL Annex VI which significantly strengthens the emission limits for sulphur oxides (SOx), Recalling further that, at its fifty-ninth session, the Committee adopted, by resolution MEPC.184(59), the 2009 Guidelines for exhaust gas cleaning systems (hereinafter referred to as “2009 EGCS Guidelines”), Noting that the revised MARPOL Annex VI entered into force on July 2010, Noting also that regulation of MARPOL Annex VI allows the use of an alternative compliance method at least as effective in terms of emission reductions as that required by MARPOL Annex VI, including any of the standards set forth in regulation 14, taking into account guidelines developed by the Organization, Recognizing the need to update the 2009 EGCS Guidelines accordingly, Having considered, at its sixty-eighth session, draft amendments to the 2009 EGCS Guidelines, prepared by the Sub-Committee on Pollution Prevention and Response, at its second session, 1 Adopts the 2015 Guidelines for exhaust gas cleaning systems, as set out in the annex to the present resolution; 2 Invites Administrations to take these Guidelines into account when allowing the use of an exhaust gas cleaning system in accordance with regulation of MARPOL Annex VI; 3 Requests Parties to MARPOL Annex VI and other Member Governments to bring these Guidelines to the attention of shipowners, ship operators, shipbuilders, marine diesel engine manufacturers and any other interested groups; 4 Invites Administrations to provide for collection of data as described in appendix of these Guidelines; 5 Agrees to keep these Guidelines under review in the light of experience gained with their application; 6 Supersedes the 2009 EGCS Guidelines adopted by resolution MEPC.184(59) IC664E.indd 161 25/10/2017 10:11:49 Annex 2015 Guidelines for exhaust gas cleaning systems Introduction 1.1 Regulation 14 of Annex VI requires ships to use fuel oil with a sulphur content not exceeding that stipulated in regulations 14.1 or 14.4 Regulation allows, with the approval of the Administration, the use of an alternative compliance method at least as effective in terms of emission reductions as that required by the Annex, including the standards set forth in regulation 14 The Administration of a Party should take into account any relevant guidelines developed by the Organization pertaining to alternatives provided for in regulation 1.2 Similar to a NOx emission reduction system, an exhaust gas cleaning (EGC) unit may be approved subject to periodic parameter and emission checks or the system may be equipped with a continuous emission monitoring system These guidelines have been developed with the intention of being objective and performance oriented Furthermore, use of the SO2(ppm)/CO2(%) ratio method will simplify the monitoring of SOx emission and facilitate approval of an EGC unit See appendix for the rationale explaining the use of SO2(ppm)/CO2(%) as the basis for system monitoring 1.3 Compliance should be demonstrated on the basis of the SO2(ppm)/CO2(% v/v) ratio values Table – Fuel oil sulphur limits recorded in regulations 14.1 and 14.4 and corresponding emissions values Fuel oil sulphur content (% m/m) Ratio emission SO2 (ppm)/CO2 (% v/v) 4.50 195.0 3.50 151.7 1.50 65.0 1.00 43.3 0.50 21.7 0.10 4.3 Note: The use of the ratio emissions limits is only applicable when using petroleum based distillate or residual fuel oils See appendix for application of the ratio method 1.4 These guidelines are recommendatory in nature, however, Administrations are invited to base the implementation of the relevant requirements of regulation of MARPOL Annex VI on them General 2.1 Purpose 2.1.1 The purpose of these guidelines is to specify the requirements for the testing, survey certification and verification of EGC systems under regulation of MARPOL Annex VI to ensure that they provide effective equivalence to the requirements of regulations 14.1 and 14.4 of MARPOL Annex VI 2.1.2 These guidelines permit two schemes: Scheme A (unit certification with parameter and emission checks and Scheme B (continuous emission monitoring with parameter checks) 2.1.3 For ships which are to use an exhaust gas cleaning system in part or in total in order to comply with regulations 14.1 and/or 14.4 of MARPOL Annex VI, there should be an approved SOX Emissions Compliance Plan (SECP) IC664E.indd 162 25/10/2017 10:11:49 2.2 Application 2.2.1 These guidelines apply to any EGC unit as fitted to fuel oil combustion machinery, excluding shipboard incinerators, installed on board a ship 2.3 Definitions and required documents Fuel oil combustion unit Any engine, boiler, gas turbine, or other fuel oil fired equipment, excluding shipboard incinerators EGC Exhaust gas cleaning SOx Sulphur oxides SO2 Sulphur dioxide CO2 Carbon dioxide UTC Universal Time Coordinated Certified Value The SO2/CO2 ratio specified by the manufacturer that the EGC unit is certified as meeting when operating on a continuous basis on the manufacturers specified maximum fuel sulphur content In situ Sampling directly within an exhaust gas stream MCR Maximum Continuous Rating Load range Maximum rated power of diesel engine or maximum steaming rate of the boiler SECP SOx Emissions Compliance Plan SECC SOx Emissions Compliance Certificate ETM-A EGC system – Technical Manual for Scheme A ETM-B EGC system – Technical Manual for Scheme B OMM Onboard Monitoring Manual EGC Record Book A record of the EGC unit in-service operating parameters, component adjustments, maintenance and service records as appropriate Document Scheme A Scheme B SECP X X SECC X ETM Scheme A X ETM Scheme B X OMM X X EGC Record Book or Electronic Logging System X X Safety note 3.1 Due attention is to be given to the safety implications related to the handling and proximity of exhaust gases, the measurement equipment and the storage and use of pressurized containers of pure and calibration gases Sampling positions and permanent access platforms should be such that this monitoring may be performed safely In locating discharge outlet of washwater used in the EGC unit, due consideration should be given to the location of the ship’s seawater inlet In all operating conditions the pH should be maintained at a level that avoids damage to the vessel’s anti fouling system, the propeller, rudder and other components that may be vulnerable to acidic discharges, potentially causing accelerated corrosion of critical metal components IC664E.indd 163 25/10/2017 10:11:49 Scheme A – EGC system approval, survey and certification using parameter and emission checks 4.1 Approval of EGC systems 4.1.1 General Options under Scheme A of these guidelines provide for: 4.1.2 .1 unit approval; serially manufactured units; and production range approval Unit approval 4.1.2.1 An EGC unit should be certified as capable of meeting the limit value, (the Certified Value), specified by the manufacturer (e.g the emission level the unit is capable of achieving on a continuous basis) with fuel oils of the manufacturer’s specified maximum % m/m sulphur content and for the range of operating parameters, as listed in paragraph 4.2.2.1.2, for which they are to be approved The Certified Value should at least be suitable for ship operations under requirements given by MARPOL Annex VI regulations 14.1 and/or 14.4 4.1.2.2 Where testing is not to be undertaken with fuel oils of the manufacturer’s specified maximum % m/m sulphur content, the use of two test fuels with a lower % m/m sulphur content is permitted The two fuels selected should have a difference in % m/m sulphur content sufficient to demonstrate the operational behaviour of the EGC unit and to demonstrate that the Certified Value can be met if the EGC unit were to be operated with a fuel of the manufacturer’s specified maximum % m/m sulphur content In such cases a minimum of two tests, in accordance with section 4.3 as appropriate, should be performed These need not be sequential and could be undertaken on two different, but identical, EGC units 4.1.2.3 The maximum and, if applicable, minimum exhaust gas mass flow rate of the unit should be stated The effect of variation of the other parameters defined in paragraph 4.2.2.1.2 should be justified by the equipment manufacturer The effect of variations in these factors should be assessed by testing or otherwise as appropriate No variation in these factors, or combination of variations in these factors, should be such that the emission value of the EGC unit would be in excess of the Certified Value 4.1.2.4 Data obtained in accordance with this section should be submitted to the Administration for approval together with the ETM-A 4.1.3 Serially manufactured units In the case of nominally similar EGC units of the same mass flow ratings as that certified under 4.1.2, and to avoid the testing of each EGC unit, the equipment manufacturer may submit, for acceptance by the Administration, a conformity of production arrangement The certification of each EGC unit under this arrangement should be subject to such surveys that the Administration may consider necessary as to assure that each EGC unit has an emission value of not more than the Certified Value when operated in accordance with the parameters defined in paragraph 4.2.2.1.2 4.1.4 Product range approval 4.1.4.1 In the case of an EGC unit of the same design, but of different maximum exhaust gas mass flow capacities, the Administration may accept, in lieu of tests on an EGC unit of all capacities in accordance with section 4.1.2, tests of EGC systems of three different capacities provided that the three tests are performed at intervals including the highest, lowest and one intermediate capacity rating within the range IC664E.indd 164 25/10/2017 10:11:49 4.1.4.2 Where there are significant differences in the design of EGC units of different capacities, this procedure should not be applied unless it can be shown, to the satisfaction of the Administration, that in practice those differences not materially alter the performance between the various EGC unit types 4.1.4.3 For EGC units of different capacities, the sensitivity to variations in the type of combustion machinery to which they are fitted should be detailed together with sensitivity to the variations in the parameters listed in paragraph 4.2.2.1.2 This should be on the basis of testing, or other data as appropriate 4.1.4.4 The effect of changes of EGC unit capacity on washwater characteristics should be detailed 4.1.4.5 All supporting data obtained in accordance with this section, together with the ETM A for each capacity unit, should be submitted to the Administration for approval 4.2 Survey and certification 4.2.1 Procedures for the certification of an EGC unit 4.2.1.1 In order to meet the requirements of section 4.1 either prior to, or after installation on board, each EGC unit should be certified as meeting the Certified Value specified by the manufacturer (e.g the emission level the unit is capable of achieving on a continuous basis) under the operating conditions and restrictions as given by the EGC Technical Manual (ETM A) as approved by the Administration 4.2.1.2 Determination of the Certified Value should be in accordance with the provisions of these guidelines 4.2.1.3 Each EGC unit meeting the requirements of paragraph 4.2.1.1 should be issued with a SECC by the Administration The form of the SECC is given in appendix 4.2.1.4 Application for an SECC should be made by the EGC system manufacturer, shipowner or other party 4.2.1.5 Any subsequent EGC units of the same design and rating as that certified under paragraph 4.2.1.1 may be issued with an SECC by the Administration without the need for testing in accordance with paragraph 4.2.1.1 subject to section 4.1.3 of these guidelines 4.2.1.6 EGC units of the same design, but with ratings different from that certified under paragraph 4.2.1.1 may be accepted by the Administration subject to section 4.1.4 of these guidelines 4.2.1.7 EGC units which treat only part of the exhaust gas flow of the uptake in which they are fitted should be subject to special consideration by the Administration to ensure that under all defined operating conditions that the overall emission value of the exhaust gas downstream of the system is no more than the Certified Value 4.2.2 EGC System Technical Manual “Scheme A” (ETM-A) 4.2.2.1 Each EGC unit should be supplied with an ETM-A provided by the manufacturer This ETM-A should, as a minimum, contain the following information: the identification of the unit (manufacturer, model/type, serial number and other details as necessary) including a description of the unit and any required ancillary systems; the operating limits, or range of operating values, for which the unit is certified These should, as a minimum, include: maximum and, if applicable, minimum mass flow rate of exhaust gas; the power, type and other relevant parameters of the fuel oil combustion unit for which the EGC unit is to be fitted In the cases of boilers, the maximum air/fuel ratio at 100% load should also be given In the cases of diesel engines whether the engine is of or 4-stroke cycle; maximum and minimum washwater flow rate, inlet pressures and minimum inlet water alkalinity (ISO 9963-1-2); IC664E.indd 165 25/10/2017 10:11:49 .4 exhaust gas inlet temperature ranges and maximum and minimum exhaust gas outlet temperature with the EGC unit in operation; exhaust gas differential pressure range and the maximum exhaust gas inlet pressure with the fuel oil combustion unit operating at MCR or 80% of power rating whichever is appropriate; salinity levels or fresh water elements necessary to provide adequate neutralizing agents; and other factors concerning the design and operation of the EGC unit relevant to achieving a maximum emission value no higher than the Certified Value; any requirements or restrictions applicable to the EGC unit or associated equipment necessary to enable the unit to achieve a maximum emission value no higher than the Certified Value; maintenance, service or adjustment requirements in order that the EGC unit can continue to achieve a maximum emission value no higher than the Certified Value The maintenance, servicing and adjustments should be recorded in the EGC Record Book; corrective actions in case of exceedances of the applicable maximum allowable SO2/CO2 ratio, or wash water discharge criteria; a verification procedure to be used at surveys to ensure that its performance is maintained and that the unit is used as required (see section 4.4); through range performance variation in washwater characteristics; design requirements of the washwater system; and the SECC 4.2.2.2 The ETM-A should be approved by the Administration 4.2.2.3 The ETM-A should be retained on board the ship onto which the EGC unit is fitted and should be available for surveys as required 4.2.2.4 Amendments to the ETM-A which reflect EGC unit changes that affect performance with respect to emissions to air and/or water should be approved by the Administration Where additions, deletions or amendments to the ETM-A are separate to the ETM-A as initially approved, they should be retained with the ETM-A and should be considered as part of it 4.2.3 In-service surveys 4.2.3.1 The EGC unit should be subject to survey on installation and at initial, annual/intermediate and renewals surveys by the Administration 4.2.3.2 In accordance with regulation 10 of MARPOL Annex VI, EGC units may also be subject to inspection by port State control 4.2.3.3 Prior to use, each EGC unit should be issued with an SECC by the Administration 4.2.3.4 Following the installation survey as required by paragraph 4.2.3.1, section 2.6 of the Supplement to the ship’s International Air Pollution Certificate should be duly completed 4.3 Emission limits 4.3.1 Each EGC unit should be capable of reducing emissions to equal to or less than the Certified Value at any load point when operated in accordance with the criteria as given in paragraph 4.2.2.1.2, as specified in paragraphs 4.3.2 to 4.3.5 of these guidelines, and as excepted in paragraph 4.3.7 4.3.2 EGC units fitted to main propulsion diesel engines should meet the requirements of paragraph 4.3.1 at all loads between 25 to 100% of the load range of the engines to which they are fitted IC664E.indd 166 25/10/2017 10:11:49 4.3.3 EGC units fitted to auxiliary diesel engines should meet the requirements of paragraph 4.3.1 at all loads between 10 to 100% of the load range of the engines to which they are fitted 4.3.4 EGC units fitted to diesel engines which supply power for both main propulsion and auxiliary purposes should meet the requirements of paragraph 4.3.3 4.3.5 EGC units fitted to boilers should meet the requirements of paragraph 4.3.1 at all loads between 10 to 100% of the load range (steaming rates) or, if the turn down ratio is smaller, over the actual load range of the boilers to which they are fitted 4.3.6 In order to demonstrate performance, emission measurements should be undertaken, with the agreement of the Administration, at a minimum of four load points One load point should be at 95 to 100% of the maximum exhaust gas mass flow rate for which the unit is to be certified One load point should be within ± 5% of the minimum exhaust gas mass flow rate for which the unit is to be certified The other two load points should be equally spaced between the maximum and minimum exhaust gas mass flow rates Where there are discontinuities in the operation of the system the number of load points should be increased, with the agreement of the Administration, so that it is demonstrated that the required performance over the stated exhaust gas mass flow rate range is retained Additional intermediate load points should be tested if there is evidence of an emission peak below the maximum exhaust gas mass flow rate and above, if applicable, the minimum exhaust gas flow rate These additional tests should be sufficient number as to establish the emission peak value 4.3.7 For loads below those specified in paragraphs 4.3.2 to 4.3.5, the EGC unit should continue in operation In those cases where the fuel oil combustion equipment may be required to operate under idling conditions, the SO2 emission concentration (ppm) at standardized O2 concentration (15.0% diesel engines, 3.0% boilers) should not exceed 50 ppm 4.4 Onboard procedures for demonstrating compliance 4.4.1 For each EGC unit, the ETM-A should contain a verification procedure for use at surveys as required This procedure should not require specialized equipment or an in-depth knowledge of the system Where particular devices are required they should be provided and maintained as part of the system The EGC unit should be designed in such a way as to facilitate inspection as required The basis of this verification procedure is that if all relevant components and operating values or settings are within those as approved, then the performance of the EGC system is within that required without the need for actual exhaust emission measurements It is also necessary to ensure that the EGC unit is fitted to a fuel oil combustion unit for which it is rated – this forms part of the SECP A Technical File related to an EIAPP certificate, if available, or an Exhaust Gas Declaration issued by the engine maker or designer or another competent party or a Flue Gas Declaration issued by the boiler maker or designer or another competent party serves this purpose to the satisfaction of the Administration 4.4.2 Included in the verification procedure should be all components and operating values or settings which may affect the operation of the EGC unit and its ability to meet the Certified Value 4.4.3 The verification procedure should be submitted by the EGC system manufacturer and approved by the Administration 4.4.4 The verification procedure should cover both a documentation check and a physical check of the EGC unit 4.4.5 The surveyor should verify that each EGC unit is installed in accordance with the ETM A and has an SECC as required 4.4.6 At the discretion of the Administration, the surveyor should have the option of checking one or all of the identified components, operating values or settings Where there is more than one EGC unit, the Administration may, at its discretion, abbreviate or reduce the extent of the survey on board, however, the entire survey should be completed for at least one of each type of EGC unit on board provided that it is expected that the other EGC units perform in the same manner IC664E.indd 167 25/10/2017 10:11:49 4.4.7 The EGC unit should include means to automatically record when the system is in use This should automatically record, at least at the frequency specified in paragraph 5.4.2, as a minimum, washwater pressure and flow rate at the EGC unit’s inlet connection, exhaust gas pressure before and pressure drop across the  EGC  unit, fuel oil combustion equipment load, and exhaust gas temperature before and after the EGC unit The data recording system should comply with the requirements of sections and In case of a unit consuming chemicals at a known rate as documented in ETM-A, records of such consumption in the EGC Record Book also serves this purpose 4.4.8 Under Scheme A, if a continuous exhaust gas monitoring system is not fitted, it is recommended that a daily spot check of the exhaust gas quality in terms of SO2(ppm)/CO2(%) ratio, is used to verify compliance in conjunction with parameter checks stipulated in paragraph 4.4.7 If a continuous exhaust gas monitoring system is fitted, only daily spot checks of the parameters listed in paragraph 4.4.7 would be needed to verify proper operation of the EGC unit 4.4.9 If the EGC system manufacturer is unable to provide assurance that the EGC unit will meet the Certified Value or below between surveys, by means of the verification procedure stipulated in paragraph 4.4.1, or if this requires specialist equipment or in-depth knowledge, it is recommended that continuous exhaust gas monitoring of each EGC unit be used, Scheme B, to assure compliance with regulations 14.1 and/or 14.4 of MARPOL Annex VI 4.4.10 An EGC Record Book should be maintained by the shipowner recording maintenance and service of the unit including like-for-like replacement The form of this record should be submitted by the EGC system manufacturer and approved by the Administration This EGC Record Book should be available at surveys as required and may be read in conjunction with engine room log-books and other data as necessary to confirm the correction operation of the EGC unit Alternatively, this information should be recorded in the vessel’s planned maintenance record system as approved by the Administration Scheme B – EGC system approval, survey and certification using continuous monitoring of SOx emissions 5.1 General This Scheme should be used to demonstrate that the emissions from a fuel oil combustion unit fitted with an EGC will, with that system in operation, result in the required emission value (e.g as stated in the SECP) or below at any load point, including during transient operation and thus compliance with the requirements of regulations 14.1 and/or 14.4 of MARPOL Annex VI 5.2 Approval Compliance demonstrated in service by continuous exhaust gas monitoring Monitoring system should be approved by the Administration and the results of that monitoring available to the Administration as necessary to demonstrate compliance as required 5.3 Survey and certification 5.3.1 The monitoring system of the EGC system should be subject to survey on installation and at initial, annual/intermediate and renewals surveys by the Administration 5.3.2 In accordance with regulation 10 of MARPOL Annex VI, monitoring systems of EGC units may also be subject to inspection by port State control 5.3.3 In those instances where an EGC system is installed, section 2.6 of the Supplement to the ship’s International Air Pollution Prevention Certificate should be duly completed IC664E.indd 168 25/10/2017 10:11:49 5.4 Calculation of emission rate 5.4.1 Exhaust gas composition in terms of SO2(ppm)/CO2(%) should be measured at an appropriate position after the EGC unit and that measurement should be in accordance with the requirements of section as applicable 5.4.2 SO2(ppm) and CO2(%) to be continuously monitored and recorded onto a data recording and processing device at a rate which should not be less than 0.0035 Hz 5.4.3 If more than one analyser is to be used to determine the SO2/CO2 ratio, these should be tuned to have similar sampling and measurement times and the data outputs aligned so that the SO2/CO2 ratio is fully representative of the exhaust gas composition 5.5 Onboard procedures for demonstrating compliance with emission limit 5.5.1 The data recording system should comply with the requirements of sections and 5.5.2 Daily spot checks of the parameters listed in paragraph 4.4.7 are needed to verify proper operation of the EGC unit and should be recorded in the EGC Record Book or in the engine room logger system 5.6 EGC System Technical Manual “Scheme B” (ETM-B) 5.6.1 Each EGC unit should be supplied with an ETM-B provided by the manufacturer This ETM-B should, as a minimum, contain the following information: the identification of the unit (manufacturer, model/type, serial number and other details as necessary) including a description of the unit and any required ancillary systems; the operating limits, or range of operating values, for which the unit is certified These should, as a minimum, include: maximum and, if applicable, minimum mass flow rate of exhaust gas; the power, type and other relevant parameters of the fuel oil combustion unit for which the EGC unit is to be fitted In the cases of boilers, the maximum air/fuel ratio at 100% load should also be given In the cases of diesel engines whether the engine is of or 4-stroke cycle; maximum and minimum washwater flow rate, inlet pressures and minimum inlet water alkalinity (ISO 9963-1-2); exhaust gas inlet temperature ranges and maximum and minimum exhaust gas outlet temperature with the EGC unit in operation; exhaust gas differential pressure range and the maximum exhaust gas inlet pressure with the fuel oil combustion unit operating at MCR or 80% of power rating whichever is appropriate; salinity levels or fresh water elements necessary to provide adequate neutralizing agents; and other parameters as necessary concerning the operation of the EGC unit; any requirements or restrictions applicable to the EGC unit or associated equipment; corrective actions in case of exceedances of the applicable maximum allowable SO2/CO2 ratio, or washwater discharge criteria; through range performance variation in washwater characteristics; design requirements of the washwater system 5.6.2 The ETM-B should be approved by the Administration 10 IC664E.indd 169 25/10/2017 10:11:49 Emission factor CF is a non-dimensional conversion factor between fuel oil consumption and CO2 emission in the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)), as amended The annual total amount of CO2 is calculated by multiplying annual fuel oil consumption and CF for the type of fuel CF (t-CO2/t-Fuel) Fuel oil type Diesel/Gas oil (e.g ISO 8217 grades DMX through DMB) 3.206 Light fuel oil (LFO) (e.g ISO 8217 grades RMA through RMD) 3.151 Heavy fuel oil (HFO) (e.g ISO 8217 grades RME through RMK) 3.114 Liquefied petroleum gas (LPG) (Propane) 3.000 Liquefied petroleum gas (LPG) (Butane) 3.030 Liquefied natural gas (LNG) 2.750 Methanol 1.375 Ethanol 1.913 Other (…) Method to measure fuel oil consumption The applied method for measurement for this ship is given below The description explains the procedure for measuring data and calculating annual values, measurement equipment involved, etc Method Description Method to measure distance travelled Description Method to measure hours underway Description Processes that will be used to report the data to the Administration Description Data quality Description 218 IC664E.indd 390 25/10/2017 10:12:14 Appendix Standardized data reporting format for the data collection system Start date (dd/mm/yyyy) End date (dd/mm/yyyy) IMO number1 Ship type2 Gross tonnage3 NT4 DWT5 EEDI (if applicable)6 (gCO2/t · nm) Ice class7 (if applicable) Power output8 (rated power) (kW) Main propulsion power Auxiliary engine(s) Distance travelled (nm) Hours underway (h) Fuel oil consumption (t) Diesel/Gas oil (CF: 3.206) LFO (CF: 3.151) HFO (CF: 3.114) LPG (Propane) (CF: 3.000) LNG (CF: 2.750) Methanol (CF: 1.375) Ethanol (CF: 1.913) Other (…) (CF: …) Method used to measure fuel oil consumption In accordance with the IMO Ship Identification Number Scheme (resolution A.1078(28)) As defined in regulation of MARPOL Annex VI or other (to be stated) Gross tonnage should be calculated in accordance with the International Convention on Tonnage Measurement of Ships, 1969 NT should be calculated in accordance with the International Convention on Tonnage Measurement of Ships, 1969 If not applicable, note “N/A” DWT means the difference in tonnes between the displacement of a ship in water of relative density of 1,025 kg/m3 at the summer load draught and the lightweight of the ship The summer load draught should be taken as the maximum summer draught as certified in the stability booklet approved by the Administration or an organization recognized by it EEDI should be calculated in accordance with the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)), as amended If not applicable, note “N/A” Ice class should be consistent with the definition set out in the International Code for ships operating in polar waters (Polar Code) (resolutions MEPC.264(68) and MSC.385(94)) If not applicable, note “N/A” Power output (rated power) of main and auxiliary reciprocating internal combustion engines over 130 kW (to be stated in kW) Rated power means the maximum continuous rated power as specified on the nameplate of the engine Method used to measure fuel oil consumption: 1: method using BDNs, 2: method using flow meters, 3: method using bunker fuel oil tank monitoring 219 IC664E.indd 391 25/10/2017 10:12:14 Regulation 22.3 MEPC.1/Circ.684 17 August 2009 Guidelines for voluntary use of the ship Energy Efficiency Operational Indicator (EEOI) The Marine Environment Protection Committee, at its fifty-ninth session (13 to 17 July 2009), agreed to circulate the Guidelines for voluntary use of the Ship Energy Efficiency Operational Indicator (EEOI) as set out in the annex Member Governments are invited to bring the Guidelines to the attention of all parties concerned and recommend them to use the Guidelines on a voluntary basis Member Governments and observer organizations are also invited to provide information on the outcome and experiences in applying the Guidelines to future sessions of the Committee Annex Guidelines for voluntary use of the ship Energy Efficiency Operational Indicator (EEOI) The Conference of Parties to the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto, held from 15 to 26 September 1997 in conjunction with the Marine Environment Protection Committee’s fortieth session, adopted Conference resolution 8, on CO2 emissions from ships IMO Assembly resolution A.963(23) on IMO policies and practices related to the reduction of greenhouse gas emissions from ships urged the Marine Environment Protection Committee (MEPC) to identify and develop the mechanism or mechanisms needed to achieve the limitation or reduction of greenhouse gas (GHG) emissions from international shipping and, in doing so, to give priority to the establishment of a GHG baseline; and the development of a methodology to describe the GHG efficiency of a ship in terms of GHG emission indicator for that ship As urged by the Assembly, MEPC 53 approved Interim Guidelines for Voluntary Ship CO2 Emission Index for Use in Trials These Guidelines can be used to establish a consistent approach for voluntary use of an EEOI, which will assist shipowners, ship operators and parties concerned in the evaluation of the performance of their fleet with regard to CO2 emissions As the amount of CO2 emitted from a ship is directly related to the consumption of bunker fuel oil, the EEOI can also provide useful information on a ship’s performance with regard to fuel efficiency These Guidelines may be updated periodically, to take account of: –– operational experiences from use of the indicator for different ship types, as reported to MEPC by industry organizations and Administrations; and –– any other relevant developments Industry organizations and interested Administrations are invited to promote the use of the attached Guidelines or equivalent approaches and their incorporation in company and ship environmental management plans In addition, they are invited to report their experience in applying the EEOI concept back to MEPC 220 IC664E.indd 393 25/10/2017 10:12:14 In addition to these Guidelines, due account should be taken of the pertinent clauses within the ISM Code in voluntary basis along with reference to relevant industry guidance on the management and reduction of CO2 emissions Introduction In 1997 IMO adopted a resolution on CO2 emissions from ships.* IMO Assembly further adopted resolution A.963(23) on IMO policies and practices related to the reduction of greenhouse gas emissions from ships, which requests the MEPC to develop a greenhouse gas emission index for ships, and guidelines for use of that index This document constitutes the Guidelines for the use of an Energy Efficiency Operational Indicator (EEOI) for ships It sets out: –– what the objectives of the IMO CO2 emissions indicator are; –– how a ship’s CO2 performance should be measured; and –– how the index could be used to promote low-emission shipping, in order to help limit the impact of shipping on global climate change Objectives The objective of these Guidelines is to provide the users with assistance in the process of establishing a mechanism to achieve the limitation or reduction of greenhouse gas emissions from ships in operation These Guidelines present the concept of an indicator for the energy efficiency of a ship in operation, as an expression of efficiency expressed in the form of CO2 emitted per unit of transport work The Guidelines are intended to provide an example of a calculation method which could be used as an objective, performancebased approach to monitoring the efficiency of a ship’s operation These Guidelines are recommendatory in nature and present a possible use of an operational indicator However, shipowners, ship operators and parties concerned are invited to implement either these Guidelines or an equivalent method in their environmental management systems and consider adoption of the principles herein when developing plans for performance monitoring Definitions 3.1 Indicator definition In its most simple form the Energy Efficiency Operational Indicator is defined as the ratio of mass of CO2 (M) emitted per unit of transport work: Indicator = ​M​CO ​  /(transport work) For more details of indicator calculation, see 3.2 to 3.4 and appendix 3.2 Fuel consumption Fuel consumption (FC) is defined as all fuel consumed at sea and in port or for a voyage or period in question, e.g a day, by main and auxiliary engines including boilers and incinerators 3.3 Distance sailed Distance sailed means the actual distance sailed in nautical miles (deck log-book data) for the voyage or period in question * Resolution of the 1997 International Conference of Parties to MARPOL 73/78 221 IC664E.indd 394 25/10/2017 10:12:14 3.4 Ship and cargo types The Guidelines are applicable for all ships performing transport work .1 Ships: • dry cargo carriers • tankers • gas tankers • containerships • ro–ro cargo ships • general cargo ships • passenger ships including ro–ro passenger ships 2 Cargo: Cargo includes but not limited to: all gas, liquid and solid bulk cargo, general cargo, containerized cargo (including the return of empty units), break bulk, heavy lifts, frozen and chilled goods, timber and forest products, cargo carried on freight vehicles, cars and freight vehicles on ro–ro ferries and passengers (for passenger and ro–ro passenger ships) 3.5 Cargo mass carried or work done In general, cargo mass carried or work done is expressed as follows: for dry cargo carriers, liquid tankers, gas tankers, ro–ro cargo ships and general cargo ships, metric tonnes (t) of the cargo carried should be used; for containerships carrying solely containers, number of containers (TEU) or metric tonnes (t) of the total mass of cargo and containers should be used; for ships carrying a combination of containers and other cargoes, a TEU mass of 10 t could be applied for loaded TEUs and t for empty TEUs; and for passenger ships, including ro–ro passenger ships, number of passengers or gross tonnes of the ship should be used; In some particular cases, work done can be expressed as follows: for car ferries and car carriers, number of car units or occupied lane metres; for containerships, number of TEUs (empty or full); and for railway and ro–ro vessels, number of railway cars and freight vehicles, or occupied lane metres For vessels such as, for example, certain ro–ro vessels, which carry a mixture of passengers in cars, foot passengers and freight, operators may wish to consider some form of weighted average based on the relative significance of these trades for their particular service or the use of other parameters or indicators as appropriate 3.6 Voyage Voyage generally means the period between a departure from a port to the departure from the next port Alternative definitions of a voyage could also be acceptable Establishing an Energy Efficiency Operational Indicator (EEOI) The EEOI should be a representative value of the energy efficiency of the ship operation over a consistent period which represents the overall trading pattern of the vessel Guidance on a basic calculation procedure for a generic EEOI is provided in the appendix 222 IC664E.indd 395 25/10/2017 10:12:14 In order to establish the EEOI, the following main steps will generally be needed: .1 define the period for which the EEOI is calculated;* define data sources for data collection; collect data; convert data to appropriate format; and calculate EEOI General data recording and documentation procedures Ideally, the data recording method used should be uniform so that information can be easily collated and analysed to facilitate the extraction of the required information The collection of data from ships should include the distance travelled, the quantity and type of fuel used, and all fuel information that may affect the amount of carbon dioxide emitted For example, fuel information is provided on the bunker delivery notes that are required under regulation 18 of MARPOL Annex VI If the example formula given in the appendix is used, then the unit used for distance travelled and quantity of fuel should be expressed in nautical miles and metric tonnes The work done can be expressed using units appropriate for the ship type in paragraph 3.5 It is important that sufficient information is collected on the ship with regard to fuel type and quantity, distance travelled and cargo type so that a realistic assessment can be generated The distance travelled should be calculated by actual distance travelled, as contained in the ship’s log-book Amount and type of fuel used (bunker delivery notes) and distance travelled (according to the ship’s log-book) could be documented by the ship based either on the example described in the appendix or on an equivalent company procedure Monitoring and verification 6.1 General Documented procedures to monitor and measure, on a regular basis, should be developed and maintained Elements to be considered when establishing procedures for monitoring could include: • identification of operations/activities with impact on the performance; • identification of data sources and measurements that are necessary, and specification of the format; • identification of frequency and personnel performing measurements; and • maintenance of quality control procedures for verification procedures The results of this type of self-assessment could be reviewed and used as indicators of the system’s success and reliability, as well as identifying those areas in need of corrective action or improvement It is important that the source of figures established are properly recorded, the basis on which figures have been calculated and any decisions on difficult or grey areas of data This will provide assistance on areas for improvement and be helpful for any later analysis In order to avoid unnecessary administrative burdens on ships’ staff, it is recommended that monitoring of an EEOI should be carried out by shore staff, utilizing data obtained from existing required records such as the official and engineering log-books and oil record books, etc The necessary data could be obtained during internal audits under the ISM Code, routine visits by superintendents, etc * Ballast voyages, as well as voyages which are not used for transport of cargo, such as voyage for docking service, should also be included Voyages for the purpose of securing the safety of a ship or saving life at sea should be excluded 223 IC664E.indd 396 25/10/2017 10:12:14 6.2 Rolling average indicator As a ship energy efficiency management tool, the rolling average indicator, when used, should be calculated by use of a methodology whereby the minimum period of time or a number of voyages that is statistically relevant is used as appropriate Statistically relevant means that the period set as standard for each individual ship should remain constant and be wide enough so the accumulated data mass reflects a reasonable mean value for operation of the ship in question over the selected period Use of Guidelines Methodology and use of EEOI, as described in these Guidelines, provide an example of a transparent and recognized approach for assessment of the GHG efficiency of a ship with respect to CO2 emissions The Guidelines are considered to be suitable for implementation within a company environmental management system Implementation of the EEOI in an established environmental management system should be performed in line with the implementation of any other chosen indicator and follow the main elements of the recognized standards (planning, implementation and operation, checking and corrective action, management review) When using the EEOI as a performance indicator, the indicator could provide a basis for consideration of both current performance and trends over time One approach could be to set internal performance criteria and targets based on the EEOI data 224 IC664E.indd 397 25/10/2017 10:12:15 Appendix Calculation of Energy Efficiency Operational Indicator (EEOI) based on operational data General The objective of the appendix is to provide guidance on calculation of the Energy Efficiency Operational Indicator (EEOI) based on data from the operation of the ship Data sources Primary data sources selected could be the ship’s log-book (bridge log-book, engine log-book, deck log-book and other official records) Fuel mass to CO2 mass conversion factors (CF) CF is a non-dimensional conversion factor between fuel consumption measured in g and CO2 emission also measured in g based on carbon content The value of CF is as follows: Type of fuel Reference Carbon content CF (t-CO2/t-Fuel) Diesel/gas oil ISO 8217 Grades DMX through DMB 0.875 3.206000 Light fuel oil (LFO) ISO 8217 Grades RMA through RMD 0.86 3.151040 Heavy fuel oil (HFO) ISO 8217 Grades RME through RMK 0.85 3.114400 Liquified petroleum gas (LPG) Propane 0.819 3.000000 Butane 0.827 3.030000 0.75 2.750000 Liquified natural gas (LNG) Calculation of EEOI The basic expression for EEOI for a voyage is defined as:   ∑    ​ ​F​ C​j​∙ ​CFj​ ​​   EEOI = ​m​ ​ ∙ D j (1) cargo Where average of the indicator for a period or for a number of voyages is obtained, the Indicator is calculated as:     ​ ​)​​ ∑∑ ​      ​ (​​FC​ij​∙ ​CFj    j i         Average EEOI = _   (2) ∑   ​  (​​m​cargo,i​​ ∙ ​D​i​) where: i j is the fuel type; i is the voyage number; F​Cij​ ​is the mass of consumed fuel j at voyage i; ​C​Fj​is the fuel mass to CO2 mass conversion factor for fuel j; ​m​cargo​is cargo carried (tonnes) or work done (number of TEU or passengers) or gross tonnes for passenger ships; and D is the distance in nautical miles corresponding to the cargo carried or work done 225 IC664E.indd 398 25/10/2017 10:12:15 The unit of EEOI depends on the measurement of cargo carried or work done, e.g tonnes CO2/(tonnes · nautical miles), tonnes CO2/(TEU · nautical miles), tonnes CO2/(person · nautical miles), etc It should be noted that equation does not give a simple average of EEOI among number of voyage i Rolling average Rolling average, when used, can be calculated in a suitable time period, for example one year closest to the end of a voyage for that period, or number of voyages, for example six or 10 voyages, which are agreed as statistically relevant to the initial averaging period The rolling average EEOI is then calculated for this period or number of voyages by equation above Data For a voyage or period, e.g a day, data on fuel consumption/cargo carried and distance sailed in a continuous sailing pattern could be collected as shown in the reporting sheet below CO2 indicator reporting sheet Name and type of ship Voyage or day (i) Fuel consumption (FC) at sea and in port in tonnes Fuel type () Fuel type () Fuel type () Voyage or time period data Cargo (m) (tonnes or units) Distance (D) (NM) Note: For voyages with ​mcargo ​ ​ = 0, it is still necessary to include the fuel used during this voyage in the summation above the line Conversion from g/tonne-mile to g/tonne-km The CO2 indicator may be converted from g/tonne-mile to g/tonne-km by multiplication by 0.54 Example A simple example including one ballast voyage, for illustration purpose only, is provided below The example illustrates the application of the formula based on the data reporting sheet Name and type of ship Fuel consumption (FC) at sea and in port in tonnes Voyage or day (i) Fuel type (HFO) Fuel type (LFO) 20 Voyage or time period data Cargo (m) (tonnes or units) Distance (D) (NM) 25,000 300 20 300 50 10 25,000 750 10 15,000 150 Fuel type ( ) 100 ∙ 3.114 + 23 ∙ 3.151 EEOI =             ​   ​  = 13.47 ∙ 1​0-6 ​ (25,000 ∙ 300) + (0 ∙ 300) + (25,000 ∙ 750) + (15,000 ∙ 150) unit: tonnes CO2/(tonnes · nautical miles) 226 IC664E.indd 399 25/10/2017 10:12:15 Regulation 23 Resolution MEPC.229(65) adopted on 17 May 2013 Promotion of technical cooperation and transfer of technology relating to the improvement of energy efficiency of ships The Marine Environment Protection Committee, Recalling Article 38(a) of the Convention on the International Maritime Organization (the Organization) concerning the functions of the Marine Environment Protection Committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution from ships, Having adopted, by resolution MEPC.203(62), the amendments to MARPOL Annex VI for inclusion of regulations on energy efficiency for ships, Being cognizant of the principles enshrined in the Convention on the Organization, including the principle of non-discrimination, as well as the principle of no more favourable treatment enshrined in MARPOL and other IMO Conventions, Being cognizant also of the principles enshrined in the UNFCCC and its Kyoto Protocol including the principle of common but differentiated responsibilities and respective capabilities, Being aware that Parties to MARPOL Annex VI are expected to give full and complete effect to chapter of MARPOL Annex VI, 1 Requests the Organization, through its various programmes, to provide technical assistance to Member States to enable cooperation in the transfer of energy efficient technologies to developing countries in particular; and further assist in the sourcing of funding for capacity building and support to States, in particular developing States, which have requested technology transfer; 2 Invites international and regional organizations, non-governmental organizations and the industry to contribute in any manner possible and as appropriate to enhancing the effective implementation of chapter of MARPOL Annex VI; 3 Decides to establish, with full stakeholder participation, an Ad hoc Expert Working Group on facilitation of Transfer of Technology for ships (AHEWG-TT) with a mandate to: assess the potential implications and impacts of the implementation of the regulations in chapter of MARPOL Annex VI, in particular, on developing States, as a means to identify their technology transfer and financial needs, if any; identify and create an inventory of energy efficiency technologies for ships; identify barriers to transfer of technology, in particular to developing States, including associated costs, and possible sources of funding and make recommendations, including the development of a model agreement enabling the transfer of financial and technological resources and capacity building between Parties, for the implementation of the regulations in chapter of MARPOL Annex VI; and report to MEPC; 4 Recognizes that the transfer of technology needs to respect property rights, including intellectual property rights, and to be on mutually agreed terms and conditions; 227 IC664E.indd 401 25/10/2017 10:12:15 5 Requests Member States, in cooperation with the Organization and other international bodies, other interested countries and industry programmes, to promote the provision directly, or through the Organization, of support to States, in particular to developing States, that need and request technical assistance for the assessment of the implications of becoming a Party to the regulations in chapter of MARPOL Annex VI; 6 Urges also Member States with an ability to so, and subject to their respective national laws, regulations and policies, to promote the provision directly, or through the Organization, of support especially to developing States and including, but not limited with regard to: transfer of energy efficiency technologies for ships; research and development for the improvement of energy efficiency of ships; training of personnel, for the effective implementation and enforcement of the regulations in chapter of MARPOL Annex VI; and the exchange of information and technical cooperation relating to the improvement of energy efficiency for ships; 7 Invites the Secretary-General of the Organization to make adequate provisions in its Integrated Technical Cooperation Programme (ITCP) related to the effective implementation and enforcement of the requirements of chapter of MARPOL Annex VI by developing countries, particularly the Least Developed Countries (LDCs) and Small Island Developing States (SIDS); and 8 Agrees to keep under review the implementation of measures for the promotion of technical cooperation related to the energy efficiency of ships, as set out in this resolution 228 IC664E.indd 402 25/10/2017 10:12:15 Regulation 23 MEPC.1/Circ.861 May 2016 Model Agreement between Governments on technological cooperation for the implementation of the regulations in chapter of MARPOL Annex VI The Marine Environment Protection Committee (MEPC), at its sixty-ninth session (18 to 22 April 2016), considered the final report of the Ad Hoc Expert Working Group on Facilitation of Transfer of Technology for Ships (MEPC 69/5), which had been established in pursuance of resolution MEPC.229(65) on the promotion of technical cooperation and transfer of technology relating to the improvement of energy efficiency of ships As one of the tasks identified in its work plan, the group developed a Model Agreement between Governments on technological cooperation for the implementation of the regulations in chapter of MARPOL Annex VI The Model Agreement was approved by MEPC 69 and is attached to the annex Member Governments are encouraged to use the Model Agreement, which may be adapted as required to meet the needs of individual Parties for activities as described in the introductory guidance and to share their experiences with the Committee at future sessions Annex Model Agreement between Governments on technological cooperation for the implementation of the regulations in chapter of MARPOL Annex VI Introductory guidance In resolution MEPC.229(65), MEPC agreed to “develop a model agreement enabling the transfer of financial and technological resources and capacity building between Parties, for the implementation of the regulations in chapter of MARPOL Annex VI.” This Model Agreement is therefore in fulfilment of this direction The Agreement can be used to facilitate technical cooperation activities and relationship building between Parties, as they see fit Technological cooperation is an umbrella term for the activities referred to in section (Areas of cooperation) of the Model Agreement The Model Agreement may be adapted to meet the needs of individual Parties The needs and interests of Parties will vary depending on a range of factors and therefore not all provisions in the Model Agreement will be relevant for every agreement Parties may add, remove and modify provisions, as appropriate The Model Agreement is akin to a Memorandum of Understanding between Parties, establishing the framework for cooperation The framework has been set up to be complemented by subsequent customized implementing arrangements to address specific cooperative activities, as necessary This Model Agreement may be entered into by two or more Parties, and may also be modified for use by relevant agencies within States 229 IC664E.indd 403 25/10/2017 10:12:15 Model agreement between the Government of and Government of on technological cooperation for the implementation of the regulations in chapter of MARPOL Annex VI The Government of and the Government of (hereinafter each of them singularly referred to as “the Party” and collectively referred to as “the Parties”); Convinced that elevating international cooperation on the energy efficiency of international shipping will enhance the response by the global community to the challenge of climate change and strengthen the bonds of friendship and understanding between their peoples; Being aware that Parties to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) are obliged to give full and complete effect to chapter (Regulations on energy efficiency for ships) of that Annex; Recalling resolution MEPC.229(65) on the Promotion of technical cooperation and transfer of technology relating to the improvement of energy efficiency of ships; Noting the outcome of the work of the International Maritime Organization Ad Hoc Expert Working Group on Facilitation of Transfer of Technology for Ships; Recognizing the value of improving the energy efficiency of international shipping in reducing harmful greenhouse gas emissions; Considering technical cooperation, transfer of financial and technological resources and capacity building as important elements for the implementation of the regulations in chapter of MARPOL Annex VI; Reaffirming that the transfer of technology needs to respect property rights, including intellectual property rights, and be on mutually agreed terms and conditions; Have agreed as follows: Section – Purpose The purpose of this Agreement is to facilitate and promote the transfer of financial and technological resources and to support capacity building between Parties for the implementation of the regulations in chapter of MARPOL Annex VI Section – Responsibilities of Parties The Parties shall develop, support and facilitate financial, technological and capacity-building cooperation between them on the basis of the principles of equality, reciprocity and mutual benefit Section – Areas of cooperation Cooperative activities under this Agreement may include, but are not limited to, technology transfer; sharing of information and expertise; technical capacity building; programmes and joint research projects; joint courses, workshops, conferences, and symposia; exchange of scientific and technological information and documentation in the context of cooperative activities; and other areas of cooperation as mutually determined in writing by the Parties 230 IC664E.indd 404 25/10/2017 10:12:15 Section – Implementing arrangements 4.1 Cooperative activities described in section shall be carried out on the basis of implementing arrangements to be developed by the Parties Implementing arrangements pursuant to this Agreement may cover the subjects of cooperation, procedures to be followed, funding, allocation of costs and other relevant matters 4.2 The implementing arrangements shall be based on the common understanding of the Parties and subject to review to ensure effectiveness of such cooperative activities Section – Intellectual property rights The Parties shall ensure adequate and effective protection of intellectual property and the rights thereupon, created or furnished under this Agreement and relevant implementing arrangements Parties shall ensure that any technology transfer of intellectual property rights pursuant to this Agreement shall be voluntary and conducted on mutually agreed terms and conditions Section – Business-confidential information In the event that information identified in a timely fashion as business-confidential is furnished or created under this Agreement or its implementing arrangements, each Party shall protect such information in accordance with applicable laws, regulations and administrative practices Section – Relation to existing technological cooperation activities The provisions of this Agreement will not prejudice other arrangements for technological cooperation between cooperating Parties Section – Executive Agent 8.1 Each Party shall designate an Executive Agent for the purposes of this Agreement 8.2 The Executive Agents shall collaborate closely to promote effective implementation of all activities and programmes Each Executive Agent shall be responsible for coordinating its Party’s execution of implementing arrangements Section – Settlement of disputes All questions or disputes and disagreements between the Parties concerning the interpretation and application of this Agreement or its implementing arrangements shall be resolved through consultations between or among the Executive Agents concerned or, if necessary, among the concerned Parties Section 10 – General provisions 10.1 The activities of the Parties under this Agreement shall be subject to the availability of funds, personnel and other resources of each Party 10.2 Each Party shall perform the activities undertaken pursuant to this Agreement in accordance with its applicable laws and regulations and international agreements to which it is a party, with a view to facilitating technological cooperation, including capacity building related to the implementation of the regulations in chapter of MARPOL Annex VI 10.3 In fulfilment of this Agreement, and where practical, the Parties intend to use supporting infrastructure already in place 231 IC664E.indd 405 25/10/2017 10:12:15 Section 11 – Entry into force, amendment and termination 11.1 This Agreement shall enter into force when the Parties notify each other, through diplomatic channels, on the date of the last note in an exchange of notes by which the Parties notify each other of the completion of their respective internal requirements necessary for the entry into force of this Agreement 11.2 This Agreement shall remain in force for months/years, and shall be automatically extended for consecutive periods of months/years unless terminated by either Party 11.3 Either Party may terminate this Agreement at any time upon days’ written notice to the other Party Unless otherwise agreed by the Parties, the termination of this Agreement shall not affect the completion of any cooperative activity already commenced under this Agreement and not yet completed at the time of the notice of termination of this Agreement 11.4 This Agreement may be amended by written agreement of the Parties In witness whereof, the undersigned, being duly authorized by their respective Governments, have signed this Agreement DONE at on the day of in the year in the language For the Government of    For the Government of 232 IC664E.indd 406 25/10/2017 10:12:15 ... related to the handling and proximity of exhaust gases, the measurement equipment and the storage and use of pressurized containers of pure and calibration gases Sampling positions and permanent... technically sound and reasonable and follows regulation 20 of MARPOL Annex VI and the EEDI Calculation Guidelines Note 1: A possible way forward for more robust verification is to establish a standard methodology... engines or steam turbines, and other relevant items described in the EEDI Technical File; draught and trim; sea conditions; ship speed; and shaft power and RPM 4.3.4 Draught and trim should be confirmed