The EU MRV is applicable for ships >5,000 GT. Exempted are warships, naval auxiliaries, fish-catching or fish-processing ships, wooden ships of a primitive build, ships not propelled by mechanical means or government ships used for non-commercial purposes, ref. 2015/757 Art. 2.1 and 2.2.
Furthermore, it is not applicable for ship movements and activities not serving the purpose of transporting cargo or passengers for commercial purposes, such as dredging, ice-breaking, pipe laying or offshore installation activities, ref. preamble (14) of Reg. 757. In particular, we know that NMA (Norway) deems offshore supply ships delivering people and cargo to offshore installations as not subject to the MRV regulation.
Passenger ship (“Passenger ship” means a ship that carries more than twelve passengers but not cargo.): No. of passengers (as defined in MRV Reg. 2016/757, Annex II, § A.1.[d])
Container ship (“Container ship” means a ship designed exclusively for the carriage of containers in holds and on deck.): Mass (as defined in MRV Reg. 2016/757, Annex II, § A.1.[f])
Oil tanker (“Oil tanker” means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces. Note that this definition does not include combination carriers, NLS tankers or gas tankers.): Mass
Chemical tanker (“Chemical tanker” means a ship constructed or adapted for the carriage in bulk of any liquid product listed in chapter 17 of the International Bulk Chemical Code (a chemical tanker) or a ship constructed or adapted to carry a cargo of noxious liquid substances in bulk (an NLS tanker).): Mass
LNG carrier (“LNG carrier” means a tanker for the bulk carriage of liquefied natural gas (LNG) (primarily methane) in independently insulated tanks. Liquefaction is achieved at temperatures down to -163°C.): Volume (and its aggregation of part loads)
Gas carrier (“Gas carrier” means a tanker for the bulk carriage of liquefied gases other than LNG.): Mass
Bulk carrier (“Bulk carrier” means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore carriers as defined in SOLAS chapter XII, regulation 1, but excluding combin-ation carriers.): Mass
Combination carrier (“Combination carrier” means a ship designed to load 100% dead weight with both liquid and dry cargo in bulk.): Mass
General cargo ship (“General cargo ship” means a ship with a multi-deck or single-deck hull designed primarily for the carriage of general cargo.): DWT carried (as defined in MRV implementing act, without fuel on board)
Refrigerated cargo ship (“Refrigerated cargo carrier” means a ship designed exclusively for the carriage of refrigerated cargoes in holds.): Mass
Vehicle carrier (“Vehicle carrier” means a multi-deck, roll-on roll-off cargo ship designed for the carriage of empty cars and trucks.): Mass (actual mass or as units occupied multiplied by default values for their weight)
Ro-ro ship (“Ro-ro ship” means a ship designed for the carriage of roll-on roll-off cargo transportation units or with roll-on roll-off cargo spaces.): In essence: Mass no. of cargo units (trucks, cars, etc.) or lane-metres multiplied by default values for their weight (Annex B, EN 16258 )
Ro-pax ship (“Ro-pax ship” means a passenger ship with roll-on roll-off cargo space.): 1. No. of passengers and 2. Mass
Container / ro-ro cargo ship (“Container/ro-ro cargo ship” means a hybrid of a container ship and a ro-ro cargo ship in independent sections.): Volume (occupied deck area multiplied by deck height and added by container volume)
Other ship types (“Other ship types” mean ships not covered by any of the above definitions which fall under the scope of the regulation.): Mass or, DWT carried
Yes, CO2 emissions in EU ports, including emissions arising from ships at berth or moving within a port.
The EU MRV regulation applies a berth-to-berth concept for voyages. Hence, a voyage starts at berth and ends at berth. Sailing with a pilot and/or anchoring while waiting for port entrance are part of the voyage. However, the time spent at sea shall be calculated based on port departure and arrival information and shall exclude anchoring.
For a voyage to be covered by EU-MRV at least one of the ports of call shall be located in a EU territory, i.e. voyages into, whithin and out of the EU shall be reported.
No, only ports where cargo is loaded or unloaded or where passengers embark or disembark are considered ports of call. Consequently, stops for the sole purpose of refuelling, obtaining supplies, relieving the crew, going into dry dock or making repairs to the ship and/or its equipment, as well as stops in port because the ship is in need of assistance or in distress, stops for ship-to-ship transfers carried out outside ports and stops for the sole purpose of taking shelter from adverse weather or rendered necessary by search and rescue activities are excluded.
The expression "ports of under the jurisdiction of a Member State" refers to ports located on "EU territory", i.e. to which EU law fully applies: Ports in the nine EU outermost regions (Açores, Madeira, Canarias, Guadeloupe, French Guyana, Martinique, Mayotte, Saint Martin and Reunion), and also ports in Norway (except those on Svarbald) and Iceland do qualify as EU ports.
EEA Member States' Overseas Countries and Territories which do not qualify as EU ports of call: Greenland and the Faroe Islands, French Polynesia, New Caledonia, Saint Barthélemy, Saint Pierre and Miquelon, Wallis and Futuna, Aruba, Bonaire, Saba, Sint Eustatius, Curaçao, Sint Maarten, Anguilla, Bermuda, British Antarctic Territory, British Indian Ocean Territory, British Virgin Islands, Cayman Islands, Falkland Islands, Bailiwick of Guernsey, Isle of Man, Jersey, Montserrat, Pitcairn, Henderson, Ducie and Oeno Islands, Saint Helena, Ascension and Tristan da Cunha, South Georgia and the South Sandwich Islands, Turks and Caico Islands, Akrotiri and Dhekelia, Svalbard.
Source: European Commission "Reducing emission from the shipping sector"
All relevant data need to be monitored on a voyage basis and then aggregated annually.
An exemption is applied to vessels which conduct more than 300 voyages per year and all voyages during this year either start from or end at an EU port. These vessels are excluded from reporting on a per-voyage basis and only have to record and report annual data sets.
EU MRV is neither class nor flag related, so this will have no effect on the EU MRV reporting.
No, DNV GL can also perform the verification for ships not classed with DNV GL.
The company shall submit a Monitoring Plan to the verifier (DNV GL) without undue delay and no later than two months after that ship’s first call at a port under the jurisdiction of an EU member state.
The company (i.e. ship operator) is responsible for EU MRV compliance.
Where there is a change of company for a ship, the new company shall ensure that the ship under its responsibility complies with the requirements of MRV in relation to the entire reporting period during which it takes responsibility for the ship concerned. “Reporting periods” as per MRV are the calendar years. In other words, if the operator takes over the responsibility during a calendar year, he is responsible for the reporting for that calendar year. We recommend that operators taking over vessels during a reporting period check and consider for the purchase how the previous owner has monitored and documented the relevant parameters for reporting Article the emissions during “his” part of the reporting period, ref. 2015-757, Art. 11.2.
No, DNV GL can only verify submitted data and issue a DoC based on that report. DNV GL is in no position to confirm that a vessel has not been in scope of EU MRV during previous years, without verification.
No, according to FAQ2 on the EMSA homepage, we regard neither the installation of wind turbines offshore, nor carriage of supplies to wind turbines as subject to EU MRV. However, if in doubt regarding applicability, we advise to consult EMSA for formal clarification/confirmation.
Acc. Regulation 2015/757, Art. 7.2: MP to be modified in case of change of company and acc. Art. 7.3 the verifier is to be informed. Acc. Art. 7.4, the so modified MP is not subject assessment by the verifier.
In this context DNV GL points out that in most cases when the company changes, management systems and other company specific procedures will change in which case the modified plan is to be submitted for assessment as per Art. 7.4.
In cases where really only the name of the company changes, still, in order to avoid problems with port state controls, DNV GL strongly recommends that an updated MP is submitted and a new SoC is issued. The MP-update is a breeze with DNV GL's MP-generator app and the verification of a revised MP is included in the annual MRV fee.
This case is not specified in the regulation but DNV GL sees this case as equivalent to change of company:
Acc. Regulation 2015/757, Art. 7.2: MP to be modified in case of change of company and acc. Art. 7.3: Verifier to be informed. Acc. Art. 7.4, the so modified MP is not subject assessment by the verifier.
In cases where the company address changes, in order to avoid problems with port state controls, DNV GL strongly recommends that an updated MP is submitted and a new SoC is issued. The MP-update is a breeze with DNV GL's MP-generator app and the verification of a revised MP is included in the annual MRV fee.
Companies should be in possession of the Monitoring Plans they have submitted to us for verification. Upon satisfactory verification of the plan DNV GL issues the respective statement of compliance. In the email with which DNV GL sends the SoC, we recommend that the SoC and the plan is sent / kept on board.
If the plan was created using the DNV GL plan generator app, companies can access the plan via the preview function, dialogue "Create Monitoring Plan".
Verified plans submitted in the app after 2019-02-11 can be accessed via the document link beside the Approved status.
Please update the MRV plans by entering the MRV plan generator and re-submit with the correct contact information. You will then receive a new plan to be made available on board. Kindly note that mismatch of contact persons does not impact the current ER verification.
DNV GL require only that voyages in, within and out of EU shall be reported for MRV, but we strongly recommend reporting all voyages. Our system will recognize which voyage are in scope for MRV based on port codes.
This will result in either one year-long reporting period or in several reporting sub-periods throughout the year. Please note that we as verifier require the receipt of all BDN’s during the reporting period(s) and the ROB’s start and end of the reporting period(s).
The reporting of the fuel type should be according to the ISO 8217 grade:
Grades RME through RMK, Emission factor 3,114: HFO
Grades RMA through RMD, Emission factor 3,151: LFO
Grades DMX through DMB, Emission factor 3.206: MGO
If you have two fuel types falling into the same range of grades, those should be combined into one fuel type reported.
Thetis-MRV is the EU-MRV system to report CO2 emissions form ships according to the EU Regulation 2015/757. Thetis-MRV is accessible through this link.
EMSA have provided information about their Thetis-MRV system including video-tutorials on their website.
No, there is no need to upload the Monitoring Plan and the status of the MP doesn't need to be updated inside THETIS. This is part of the voluntary module in Thetis-MRV. Approval of Monitoring Plans can be handled complety outside of THETIS and that is what DNV GL is applying. Please note that the MP's submitted to DNV GL will not appear in Thetis and that is not an issue, even it the note in Thetis may appear like that ("Monitoring Plan for x is not created"). Please further note that the figures from the monitoring plans submitted to DNV GL and needed for the ER's will be provided in the xml-files available on the DNV GL Fleet Status portal.
1. Apply for a registration as a company user
2. Enter MRV company details
3. If necessary, add additional users under the same Company account
4. Define email notification as deemed appropriate
5. Request a partnership to a Verifier
6. Wait that the verifier accepts the request
7. Add ships under the scope of the regulation
8. Update missing mandatory ship particulars
9. Generate the yearly Emissions Report at the end of the reporting period
A request for partnership has to be sent to DNV GL and DNV GL have to confirm it for the company to be able to add / register ships under the company's account in THETIS-MRV.
The system homepage can be found at https://mrv.emsa.europa.eu where a "Register Now" button is available to create an account. To better understand this process, we recommend the content available in http://www.emsa.europa.eu/thetis-mrv-videos/thetis-mrv-companies.html, with special attention to the video tutorial C01 covering the registration process.
By 30 April of each year, companies shall submit to the EU Commission and to the Flag States the Emissions Report, which has been verified as satisfactory by a verifier.
This means that for DNV GL as the verifier to be able to verify the Emissions Reports, those reports shall be created in Thetis as soon as possible after the last voyage of the reporting period but not later than by 31 January of each year.
In general, DNV GL is only verifying ER's but is not involved at all in the publication of ER's, neither actively nor indirectly and cannot influence the EC's practice.
We know that ship owners associations are supporting their members in this regard by providing templates for letters of protest against the publication, so companies might want to contact their associations. This letter can be uploaded as pdf file as additional information to the Emissions Report which the company has to upload to Thetis. The upload of the letter as additional information to the ER can only be done by the company in way of the upload of the ER. DNV GL will not consider the mentioned letter of protest in any way.
According MEPC.215(63), the Vref should be the service speed as given in the IHSF database. The database can be found under https://maritime.ihs.com/Account2/Index. Please be informed that DNV GL we will provide the EIV calculation in the xml-file download for parts A-D of the ER after the reporting period, calculated based on the data in the IHS database. The client will be asked to review and confirm this value. If clients want to access the IHSF database themselves, they would have to register to get access to it.
By 30 April each year the ER for the previous year, verified as satisfactory, has to be submitted to the commission by the company, ref. 2015/757 Art. 11.1
DNV GL will provide companies with xml-files covering all 4 parts A to D of the Emissions Reports. These files will be provided for download from the DNV GL class portal. The XML-files will be formatted according to the specification by EMSA/Thetis.
Process for provision of the xml-files and for verification of the ER:
1. Company – Prepares and submits data (log abstracts and bunker reports)
a. Performs the digital voyage reporting of log-abstract and bunker data and makes sure the reporting is free from issues, i.e. no issues are displayed for the vessel in the data quality tab under the MRV & DCS tab in the DNV GL Fleet Status portal.
2. DNV GL – Pre-verification
a. Pre-verifies the data. When the data is complete for the reporting period and free from issues, “ready for review” is stated for the vessel in the verification tab under the MRV & DCS tab in the DNV GL Fleet Status portal, meaning that the company can review the ER-data (see step 3 below).
3. Company – Reviews ER data* and submits ER for verification
a. Reviews the ER data and includes any data required for the ER which have so far not been reported to DNV GL**.
b. Confirms the ER data and submits them as ER for verification by clicking the submit-button in the DNV GL Fleet Status portal by 28 February.
4. DNV GL - Verification
a. Verifies the ER and communicates with the Company for correction or commenting on any issues.
b. When the ER is verified as satisfactory, provides the xml-files for download. The customer will be informed about the verification status and the availability of the xml-files.
5. Company - Downloads xml-files for the ER from the Fleet Portal and uploads to Thetis
a. Downloads the xml-files for the ER from the Fleet Portal, confirming that they will upload the same files to Thetis.
b. Uploads the xml-files to Thetis and, well in time before 30 April, submits the ER to the verifier AGAIN, but this time through Thetis to meet the formal requirements in Thetis. (The details of that process can be found in the EMSA guidance videos)
6. DNV GL
a. Marks the ER as verified in Thetis.
b. Issues the DoC.
a. Submits the ER to the Commission via Thetis.
b. Downloads the DoC from Thetis and provides it on board the vessel by 30 April.
* In coming years, the ER data will be available for review right after pre-verification. In 2019 they can, however, be made available only from 11 February.
** We will calculate all required figures for the ER (transport work, emissions, etc.), if we have the required data from the voyage reporting or from the Monitoring Plans. What we mean here, are figures such as e.g. the split ratio for cargo and passenger emissions for RoPax vessels.
For upload of emissions reports, two XML files are required; the “Emission reports” file and the “Emissions” file. These files can contain data for a maximum of 25 ships. If reporting for more than 25 ships, additional XML-files are required. Uploading of the xml-files to Thetis needs to be done by the customer according to the process to be explained by EMSA in the a.m. guidance videos. Generally, all Thetis-MRV process steps are well explained in the video tutorials on the EMSA homepage. To our knowledge there is, however, not yet a video tutorial on this available on the EMSA homepage (status 2018-12-04), but it can be expected that the process will be analogue to the process of xml-file uploads for monitoring plans as explained in tutorial C16 at 1’35.
Please understand that we cannot support you with guidance on the processes in Thetis. We kindly ask you to familiarize yourself with the video tutorials on the EMSA homepage. Any questions not clarified by the EMSA video tutorials should be sent to EMSA directly.
No. According to FAQ no. 11 on the EMSA homepage: A ship which has not carried out any EEA-related voyages during a whole reporting period (calendar year X) will not be required by Member States' authorities to have a Document of Compliance on board showing compliance for that specific reporting period (year X), when calling at EEA ports between 30th June of year X+1 and 29th June of year X+2.
ER’s submitted by 28 February will be verified in time in time to meet the EU MRV deadline for having the DoC’s onboard by 30 April. If clients miss that date by a couple of days, depending on the completeness of their data and also the number of clients delayed, DNV GL still expects being able to verify the ER’s in time. The effect of larger delays cannot be estimated, therefore it is recommended to minimize any delay as far as possible.
The manager operating the vessel at the end of the reporting period 2018 shall submit the ER for verification and obtain the DoC. The required settings in NPS for the old manager to handle the data for 2018 can be taken care of as required / requested.
Clients will be informed about the completion of the ER verification and the availability of the xml-files for download by the respective status under Veracity > Fleet Status > MRV & DCS > Verification > MRV ER status.
Thanks for contacting us. If the current voyage/port stay is not ending in due time before the EU MRV deadline 30 April, the previous period will either end with start of the current voyage / port stay. Can you please indicate when you expect the current leg to be finished? Please note that a voyage only ends when the ship changes cargo load in port. Our experts will then look at the situation and contact you with the information about the next steps.
You can use the EEDI calculator DNV GL is offering on Veracity. The information needed is IMO-no and ship name, then dwt, ship type, main engines, aux engines and speed - the rest can be left out as it does not impact the calculation. In case of questions regarding the EEDI calculator, please contact the email address at the bottom of the calculator.
The EEDI calculator can be accessed from DNV GL Veracity -> My Services. If it is not already added in My Services, it can be added by help of the “+Add Service” button.
The ship is registered with Ice Class in DNV GL, but this is not recorded in Thetis. Thetis will then reject the xml. Please update the ship with the correct ice class in Thetis before uploading the xmls.
When uploading an xml Emissions Report, Thetis will show a duplicate of the vessel with ER status "Draft" and Report period "2018". This is expected behaviour and the duplicates should not be deleted.
According to Article 4 of Implementing Regulations 2016/1927, the verifiers shall use the electronic version of the template available in the Thetis MRV when issuing the DoC. The electronic template does not require adding any signature other that the name of the verifier. The document available in Thetis should be considered valid by PSC.
EEDI or alternatively EIV is a mandatory figure for the ER, ref. regulation (EU) 2015/757, Article 11, 3 (v). The EEDI, if applicable, can be found on the Energy Efficiency Certificate.
If the EEDI is not applicable the EIV (Estimated Index Value) should be calculated. In order to obtain the EIV, you can use the EEDI calculator DNV GL is offering on Veracity. The information needed is IMO-no and ship name, then dwt, ship type, main engines, aux engines and speed - the rest can be left out as it does not impact the calculation. In case of questions regarding the EEDI calculator, please contact the email address at the bottom of the calculator.
Video and presentation
Download our 8-page guidance paper
Download our 16-page publication
Download PDF (Jan 2019)
For customer: DATE – Direct Access to Technical Experts via My Services on Veracity