MEPC 78/17/Add/1

Annex 17, page 1

ANNEX 17

RESOLUTION MEPC.355(78)
(adopted on 10 June 2022)

2022 INTERIM GUIDELINES ON CORRECTION FACTORS AND VOYAGE

ADJUSTMENTS FOR CII CALCULATIONS (CII GUIDELINES, G5)

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,

NOTING that the Committee, at its seventy-sixth session, adopted, by resolution

MEPC.328(76), the 2021 Revised MARPOL Annex VI, which will enter into force
on 1 November 2022,

NOTING IN PARTICULAR that the 2021 Revised MARPOL Annex VI (MARPOL Annex VI)
contains amendments concerning mandatory goal-based technical and operational measures
to reduce carbon intensity of international shipping,

NOTING ALSO that regulation 28.1 of MARPOL Annex VI requires ships to which this
regulation apply to calculate the attained annual operational carbon intensity indicator (CII)
taking into account the guidelines developed by the Organization,

NOTING FURTHER that the in adopting resolution MEPC.336(76) on the 2021 Guidelines on
operational carbon intensity indicators and the calculation methods (CII Guidelines, G1), the
Committee agreed to consider substantiated proposals for CII correction factors for certain ship
types, operational profiles and/or voyages with a view to enhancing, as appropriate, the CII
Guidelines (G1), before entry into force of the aforementioned amendments to MARPOL
Annex VI,

RECOGNIZING that the aforementioned amendments to MARPOL Annex VI require relevant

guidelines for uniform and effective implementation of the regulations and to provide sufficient
lead time for industry to prepare,

HAVING CONSIDERED, at its seventy-eighth session, the draft 2022 Interim Guidelines on
correction factors and voyage adjustments for CII calculations (CII Guidelines, G5),

1 ADOPTS the 2022 Interim Guidelines on correction factors and voyage adjustments
for CII calculations (CII Guidelines, G5), as set out in the annex to the present resolution;

2 INVITES Administrations to take the annexed Guidelines into account when

developing and enacting national laws which give force to and implement requirements set
forth in regulation 28.1 of MARPOL Annex VI;

3 REQUESTS the Parties to MARPOL Annex VI and other Member Governments to

bring the annexed Guidelines to the attention of masters, seafarers, shipowners, ship operators
and any other interested parties;

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 2

4 AGREES to keep the Guidelines under review in light of experience gained with their
implementation, also taking into consideration that in accordance with regulation 28.11 of
MARPOL Annex VI a review of the operational measure to reduce carbon intensity of
international shipping shall be completed by 1 January 2026.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 3

ANNEX

2022 INTERIM GUIDELINES ON CORRECTION FACTORS AND VOYAGE

ADJUSTMENTS FOR CII CALCULATIONS (CII GUIDELINES, G5)

CONTENTS

1 INTRODUCTION

2 DEFINITIONS

3 APPLICATION

4 ATTAINED ANNUAL OPERATIONAL CII (CIISHIP) FORMULA FOR VOYAGE

ADJUSTMENTS AND CORRECTION FACTORS

APPENDIX 1 – CORRECTION FACTORS FOR USE IN CII CALCULATION

APPENDIX 2 – GUIDANCE ON REPORTING OF FUEL OIL CONSUMPTION AND

DISTANCE TRAVELLED FOR VOYAGE PERIODS WHERE THE SHIP
MEETS THE CRITERIA TO APPLY ANY VOYAGE ADUSTMENT

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 4

1 Introduction

1.1 These Guidelines address the corrections factors and voyage adjustments which may
be applied to the calculation of the attained annual operational carbon intensity indicator
(CIIship) of regulation 28 of MARPOL Annex VI, and as defined by the 2022 Guidelines on
operational carbon intensity indicators and the calculation methods (CII Guidelines, G1)
(resolution MEPC.352 (78)). It should be noted that the use of correction factors and voyage
adjustments should in no way undermine the goal of reducing the carbon intensity of
international shipping as set out in regulation 20 of MARPOL Annex VI.

2 Definitions

For the purpose of these Guidelines, the definitions in regulation 2 of MARPOL Annex VI, as
amended, apply. In addition and for the scope of these guidelines, the following definitions
apply.

2.1 MARPOL means the International Convention for the Prevention of Pollution from
Ships, 1973, as modified by the Protocols of 1978 and 1997 relating thereto, as amended.

2.2 IMO DCS means the IMO Ship Fuel Oil Consumption Database referred to in
regulation 27 and related provisions of MARPOL Annex VI.

2.3 A voyage period is a period of time where the ship meets the criteria to apply a voyage
adjustment in these Guidelines.

2.4 A voyage adjustment deducts relevant fuel consumption, as well as the associated
distance travelled from the calculation of attained CII for a defined period subject to certain
threshold conditions being met.

2.5 A correction factor means a factor in the numerator or denominator of the CII formula
which adjusts the calculation of the attained CII.

2.6 A refrigerated container is an intermodal shipping container that is refrigerated

(including chilled and frozen containers) or heated for the transportation of
temperature-sensitive cargo, which will receive its power from the ship's power supply.

2.7 Ice edge is defined by paragraph 4.4. of the WMO Sea-Ice Nomenclature, March 2014
as the demarcation at any given time between the open sea and sea ice of any kind, whether
fast or drifting.

2.8 A tanker should be considered in Ship-to-Ship (STS) operation when operating in

accordance with regulation 41.2 of MARPOL Annex I and applying the best practices in
accordance with the OCIMF Ship to Ship Transfer Guide for Petroleum, Chemical and
Liquefied Gases. For the purpose of these guidelines, a tanker is engaged in an STS voyage
if a voyage between cargo loading and cargo discharging locations, or a voyage between cargo
discharging and cargo loading locations does not exceed 600 nautical miles and the time for
each of these voyages (which does not include port or discharge time) is limited to 72 hours.

2.9 A shuttle tanker is a tanker which is equipped with dynamic positioning and
specialized cargo handling equipment making it capable of loading crude oil at offshore
installations.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 5

2.10 A self-unloading bulk carrier is a bulk carrier with an onboard cargo handling system
that is utilized to discharge dry bulk cargo via a boom conveyor or shipboard cargo pipeline
equipment.

3 Application

3.1 For all ships to which regulation 28 of MARPOL Annex VI applies, the operational
carbon intensity formula defined in section 4 should be applied when using voyage adjustments
or correction factors.

3.2 Rating of ships according to the 2022 Guidelines on the operational carbon intensity
rating of ships (CII Rating Guidelines G4) (resolution MEPC.354(78)) should be carried out
using the corrected attained annual operational CII.

3.3 Corrections factors for electrical related fuel consumption 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙 , boiler
consumption 𝐹𝐶𝑏𝑜𝑖𝑙𝑒𝑟 , and other related fuel consumption 𝐹𝐶𝑜𝑡ℎ𝑒𝑟𝑠 should not be used for
periods where voyage adjustments apply.

4 Attained annual operational CII (CIIShip) formula for voyage adjustments and
correction factors

Use of voyage adjustments and correction factors require changes to be made to the overall
attained annual operational CII (CII Ship) formula as follows:

∑𝑗 𝐶𝐹𝑗 ⋅ {𝐹𝐶𝑗 − (𝐹𝐶𝑣𝑜𝑦𝑎𝑔𝑒,𝑗 + 𝑇𝐹𝑗 + (0.75 − 0.03𝑦𝑖 ) ∙ ( 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙,𝑗 + 𝐹𝐶𝑏𝑜𝑖𝑙𝑒𝑟,𝑗 + 𝐹𝐶𝑜𝑡ℎ𝑒𝑟𝑠,𝑗 ))}
𝑓𝑖 ⋅ 𝑓𝑚 ⋅ 𝑓𝑐 ⋅ 𝑓𝑖𝑉𝑆𝐸 ⋅ 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ⋅ (𝐷𝑡 − 𝐷𝑥 )

Where:

• 𝑗 is the fuel type;

• 𝐶𝐹𝑗 represents the fuel mass to CO2 mass conversion factor for fuel type 𝑗, in line
with those specified in the 2018 Guidelines on the method of calculation of the
attained EEDI for new ships (resolution MEPC.308(73) as amended by
resolutions MEPC.322(74) and MEPC.332(76)), as may be further amended);

• 𝐹𝐶𝑗 is the total mass of consumed fuel of type 𝑗 in the calendar year, as reported
under IMO DCS, converted to grams;

• 𝐹𝐶𝑣𝑜𝑦𝑎𝑔𝑒,𝑗 is the mass (in grams) of fuel of type 𝑗, consumed in voyage periods
during the calendar year which may be deducted according to paragraph 4.1 of
these Guidelines;

• 𝑇𝐹𝑗 = (1 − 𝐴𝐹𝑇𝑎𝑛𝑘𝑒𝑟 ) ⋅ 𝐹𝐶𝑆,𝑗 represents the quantity of fuel j removed for STS or
shuttle tanker operation, where 𝐹𝐶𝑆,𝑗 = 𝐹𝐶𝑗 for shuttle tankers and 𝐹𝐶𝑆,𝑗 is the
total quantity of fuel j used on STS voyages for STS ships. If 𝑇𝐹𝑗 > 0 then
𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙,𝑗 = 𝐹𝐶𝑏𝑜𝑖𝑙𝑒𝑟,𝑗 = 𝐹𝐶𝑜𝑡ℎ𝑒𝑟𝑠,𝑗 = 0;

• 𝐴𝐹𝑇𝑎𝑛𝑘𝑒𝑟 represents the correction factor to be applied to shuttle tankers or STS

voyages according to paragraph 4.2 of these Guidelines;

• 𝑦𝑖 is a consecutive numbering system starting at 𝑦2023 = 0, 𝑦2024 = 1, 𝑦2025 = 2,

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 6

etc;

• 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙,𝑗 is the mass (in grams) of fuel type 𝑗, consumed for production of
electrical power which is allowed to be deducted according to paragraph 4.3 of
these Guidelines;

• 𝐹𝐶𝑏𝑜𝑖𝑙𝑒𝑟,𝑗 is the mass (in grams) of fuel type 𝑗, consumed by the boiler which may
be deducted according to paragraph 4.4 of these Guidelines;

• 𝐹𝐶𝑜𝑡ℎ𝑒𝑟𝑠,𝑗 is the mass (in grams) of fuel type 𝑗, consumed by other related fuel
consumption devices according to paragraph 4.5 of these Guidelines;

• 𝑓𝑖 is the capacity correction factor for ice-classed ships as specified in the 2018
Guidelines on the method of calculation of the attained EEDI for new ships
(resolution MEPC.308(73) as amended by resolutions MEPC.322(74) and
MEPC.332(76), as may be further amended);

• 𝑓𝑚 is the factor for ice-classed ships having IA Super and IA as specified in the
2018 Guidelines on the method of calculation of the attained EEDI for new ships
(resolution MEPC.308(73) as amended by resolutions MEPC.322(74) and
MEPC.332(76), as may be further amended);

• 𝑓𝑐 represents the cubic capacity correction factors for chemical tankers as

specified in paragraph 2.2.12 of the 2018 Guidelines on the method of calculation
of the attained EEDI for new ships (resolution MEPC.308(73) as amended by
resolutions MEPC.322(74) and MEPC.332(76), as may be further amended);

• 𝑓𝑖,𝑉𝑆𝐸 represents the correction factor for ship-specific voluntary structural

enhancement as specified in paragraph 2.2.11.2 of the 2018 Guidelines on the
method of calculation of the attained EEDI for new ships (resolution
MEPC.308(73) as amended by resolutions MEPC.322(74) and MEPC.332(76),
as may be further amended), to be applied only to self-unloading bulk carriers;

• 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 is deadweight or gross tonnes as defined for each specific ship type in
the 2022 Guidelines on the reference lines for use with operational carbon
intensity indicators (CII Reference lines Guidelines, G2) (resolution
MEPC.353(78));

• 𝐷𝑡 represents the total distance travelled (in nautical miles), as reported under
IMO DCS; and

• 𝐷𝑥 represents distance travelled (in nautical miles) for voyage periods which may
be deducted from CII calculation according to paragraph 4.1 of these Guidelines.

In case the above voyage exclusion or correction factors are applied, the ship should still report
total fuel oil consumption (t) of each type of fuel, total hours under way (h) and total distance
travelled (nm) to the Administration pursuant to regulation 27 of MARPOL Annex VI.

All relevant data should be recorded in the ship's logbook. Each parameter, if used, should
also be reported to the Administration.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 7

4.1 𝑭𝑪𝒗𝒐𝒚𝒂𝒈𝒆,𝒋 for voyage adjustment

The parameter 𝐹𝐶𝑣𝑜𝑦𝑎𝑔𝑒,𝑗 is the total mass (in grams) of fuel of type 𝑗, consumed in voyage
periods during the calendar year which may be deducted from the calculation of the attained
CII in case the ship encounters one of the following situations:

.1 scenarios specified in regulation 3.1 of MARPOL Annex VI, which may

endanger safe navigation of a ship; and

.2 sailing in ice conditions, which means sailing of an ice-classed ship in a sea

area within the ice edge.

In cases where 𝐹𝐶𝑣𝑜𝑦𝑎𝑔𝑒,𝑗 is used:

• any associated distance travelled must also be deducted using 𝐷𝑥 otherwise

ships will benefit from distance travelled without any associated CO 2 emission.

• the ship should report data for the deductions associated with voyage
adjustments to the Administration in accordance with appendix 2 of these
guidelines.

4.2 𝑨𝑭𝑻𝒂𝒏𝒌𝒆𝒓 for corrections to shuttle tankers or STS voyages on tankers

Tankers engaged in STS voyages as defined above in paragraph 2.8 may apply the correction
factor AFTanker,STS to all fuel consumption relating to STS voyages, including cargo transfer at
offshore location, voyage, cargo discharge and waiting periods at anchor or drifting during
which the ship reports being part of an STS operation and voyage. The STS operation includes
fuel consumption in port where the transferred cargo is discharged after such a voyage.

The correction is calculated as:

𝐴𝐹𝑇𝑎𝑛𝑘𝑒𝑟,𝑆𝑇𝑆 = 6.1742 × 𝐷𝑊𝑇 −0.246

Where AFTanker,STS is applied, FCelectrical, FCboiler and FCothers should not be used.

Shuttle tankers equipped with dynamic positioning as defined above in paragraph 2.9 may
apply the correction factor AFTanker,Shuttle to total fuel consumption:

The correction factor is calculated as:

𝐴𝐹𝑇𝑎𝑛𝑘𝑒𝑟,𝑆ℎ𝑢𝑡𝑡𝑙𝑒 = 5.6805 𝑥 𝐷𝑊𝑇 −0.208

Where AFTanker,Shuttle is applied, FCelectrical, FCboiler, FCothers and AFTanker,STS should not be used.

4.3 𝑭𝑪𝒆𝒍𝒆𝒄𝒕𝒓𝒊𝒄𝒂𝒍,𝒋 for corrections relating to electrical power

The parameter 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙,𝑗 is the mass (in grams) of fuel of type 𝑗, consumed for production
of electrical power during the calendar year which may be deducted from the calculation of the
attained CII for the following purposes:

.1 Electrical consumption of refrigerated containers (on all ships where they are
carried) using the calculation methodology specified in part A of appendix 1.

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 8

.2 Electrical consumption of cargo cooling/reliquefaction systems on gas

carriers and LNG Carriers.

.3 Electrical consumption of discharge pumps on tankers.

4.4 𝑭𝑪𝑩𝒐𝒊𝒍𝒆𝒓,𝒋 for corrections relating to boiler fuel consumption

The parameter 𝐹𝐶𝐵𝑜𝑖𝑙𝑒𝑟,𝑗 is the mass (in grams) of fuel of type 𝑗, consumed by the oil-fired
boiler during the calendar year which may be deducted from the calculation of the attained CII,
for the purposes of cargo heating and cargo discharge on tankers. The calculation
methodology for 𝐹𝐶𝐵𝑜𝑖𝑙𝑒𝑟,𝑗 is specified in part B of appendix 1.

4.5 𝑭𝑪𝒐𝒕𝒉𝒆𝒓𝒔,𝒋 for corrections relating to other related fuel consumption devices

The parameter 𝐹𝐶𝑜𝑡ℎ𝑒𝑟𝑠,𝑗 is the mass (in grams) of fuel of type 𝑗, consumed by standalone
engine driven cargo pumps during discharge operations on tankers which may be deducted
from the calculation of the attained CII.

4.6 EEDI and EEXI Correction factors

The EEDI correction factors as defined above in paragraph 4 may be applied, provided they
are included in the ship's EEDI Technical File or EEXI Technical file.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 9

APPENDIX 1

CORRECTION FACTORS FOR USE IN CII CALCULATION

Part A. FCElectrical for Corrections relating to electrical power

1 Refrigerated containers

For ships carrying refrigerated containers, the correction factor FC Electrical may be applied as
follows:

.1 For ships that have the ability to monitor reefer electrical consumption, the
ship may calculate reefer container kWh consumption as follows:

𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑟𝑒𝑒𝑓𝑒𝑟,𝑗 = 𝑅𝑒𝑒𝑓𝑒𝑟 𝑘𝑊ℎ × 𝑆𝐹𝑂𝐶

where:

• 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑟𝑒𝑒𝑓𝑒𝑟,𝑗 (Reefer fuel oil consumption) represents the estimated fuel

consumption attributed to in-use refrigerated containers carried.

• 𝑅𝑒𝑒𝑓𝑒𝑟 𝑘𝑊ℎ is measured on the ship by the kWh meter counter on the ship.

• 𝑆𝐹𝑂𝐶 represents the specific fuel consumption in g/kWh as a weighted average

of the engines used to provide the electrical power, as per the EEDI/EEXI
Technical File or the NOx Technical File. In the case of ships without a Technical
File, a default value of 175 g/kWh for 2 stroke engines and 200 g/kWh for 4 stroke
engines may be applied. In the case of waste heat recovery systems as defined
under Category C1 in MEPC.1/Circ.896 the SFOC to be used will be at the
discretion of the Administration.

Alternatives such as derivation of fuel consumption or kWh from auto-logged data may
be used subject to approval by the Administration. Note that ship reefer kWh
consumption should not include consumption during voyage adjustment periods.

.2 For ships that do not have the ability to monitor reefer electrical consumption,
the ship may calculate reefer kWh consumption as follows:

𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_ 𝑟𝑒𝑒𝑓𝑒𝑟,𝑗 = 𝐶𝑥 ⋅ 24 ⋅ 𝑆𝐹𝑂𝐶𝑎𝑣𝑔 ⋅ (𝑅𝑒𝑒𝑓𝑒𝑟_𝑑𝑎𝑦𝑠𝑠𝑒𝑎 + ∑ 𝑅𝑒𝑒𝑓𝑒𝑟_𝑑𝑎𝑦𝑠 𝑝𝑜𝑟𝑡 )

where:

• 𝐶𝑥 represents a default reefer consumption of 2.75 kW/h.

• 𝑅𝑒𝑒𝑓𝑒𝑟_𝑑𝑎𝑦𝑠 𝑠𝑒𝑎 represents the number of in-use reefer-days over the declared
period and may be derived using the number of reefer containers as recorded in
the BAPLIE file multiplied by the number of days at sea.

• 𝑆𝐹𝑂𝐶𝑎𝑣𝑔 represents the specific fuel consumption in g/kWh as a weighted

average of the engines used to provide the electrical power, as per the EEDI/EEXI
Technical File or NOx Technical File. In the case of ships without a Technical File,
a default value of 175 g/kWh for 2 stroke engines and 200 g/kWh for 4 stroke

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 10

engines may be applied. In the case of waste heat recovery systems as defined
under Category C1 in MEPC.1/Circ.896 the SFOC to be used will be at the
discretion of the Administration.

In ports where shore-power is not used, the number of in-use reefers at port should
be calculated as:

𝑁𝑜𝑐 𝐴𝑟𝑟𝑖𝑣𝑎𝑙 + 𝑁𝑜𝑐 𝐷𝑒𝑝𝑎𝑟𝑡𝑢𝑟𝑒

𝑅𝑒𝑒𝑓𝑒𝑟_𝑑𝑎𝑦𝑠 𝑝𝑜𝑟𝑡 = × 𝐷𝑎𝑦𝑠𝑝𝑜𝑟𝑡
2

where:

• 𝐷𝑎𝑦𝑠𝑝𝑜𝑟𝑡 represents number of days in port.

• 𝑅𝑒𝑒𝑓𝑒𝑟_𝑑𝑎𝑦𝑠 𝑝𝑜𝑟𝑡 represents the number of in-use reefer days while at port.*

• 𝑁𝑜𝑐 𝐴𝑟𝑟𝑖𝑣𝑎𝑙 represents number of reefer containers on arrival.

• 𝑁𝑜𝑐 𝐷𝑒𝑝𝑎𝑟𝑡𝑢𝑟𝑒 represents number of reefer containers at departure.

In all cases, the actual number of in-use reefers carried is documented in the BAPLIE file.

Note that ship reefer kWh consumption should not include consumption during voyage
adjustment periods.

*
The number of reefers on board while in port should be calculated to equal the number of reefers at arrival
and at departure as calculated above. Same calculation applies for Reefer days sea in port.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 11

2 Cargo cooling systems on gas carriers and LNG carriers

For gas carriers and LNG carriers with electrical cargo cooling systems or reliquefaction plants,
the correction factor FCelectrical may be applied as follows:

.1 Gas carriers and LNG carriers may calculate cargo cooling kWh consumption
as follows:

𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑐𝑜𝑜𝑙𝑖𝑛𝑔,𝑗 = 𝐶𝑜𝑜𝑙𝑖𝑛𝑔 𝑘𝑊ℎ × 𝑆𝐹𝑂𝐶

where:

• 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑐𝑜𝑜𝑙𝑖𝑛𝑔,𝑗 (cargo cooling fuel oil consumption) represents the estimated

fuel consumption attributed to cooling of gas cargoes.

• 𝐶𝑜𝑜𝑙𝑖𝑛𝑔 𝑘𝑊ℎ is measured on the ship by the kWh meter counter on the ship.

• 𝑆𝐹𝑂𝐶 represents the specific fuel consumption in g/kWh associated with the
relevant source of electrical power as per the EEDI/EEXI Technical File or NO x
Technical File. In the case of ships without a Technical File, a default value of
175 g/kWh for 2 stroke engines and 200 g/kWh for 4 stroke engines may be
applied. In the case of waste heat recovery systems as defined under Category
C1 in MEPC.1/Circ.896 the SFOC to be used will be at the discretion of the
Administration.

Alternatives such as derivation of fuel consumption or kWh from auto-logged data may be used
subject to approval by the Administration. Note that cargo cooling kWh consumption should
not include consumption during voyage adjustment periods.

3 Electric cargo discharge pumps on tankers

For tankers with directly or indirectly electrically powered discharge pumps, the correction
factor FCelectrical may be applied as follows:

.1 Tankers may calculate cargo discharge kWh consumption as follows:

𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒,𝑗 = 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑘𝑊ℎ × 𝑆𝐹𝑂𝐶

where:

• 𝐹𝐶𝑒𝑙𝑒𝑐𝑡𝑟𝑖𝑐𝑎𝑙_𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒,𝑗 (cargo discharge fuel oil consumption) represents the

estimated fuel consumption attributed to use of cargo discharge pumps.

• 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑘𝑊ℎ is measured on the ship by the kWh meter counter on the ship.

• 𝑆𝐹𝑂𝐶 represents the specific fuel oil consumption in g/kWh associated with the
relevant source of electrical power as per the EEDI/EEXI Technical File or NO x
Technical File. In the case of ships without a Technical File, a default value of 175
g/kWh for 2 stroke engines and 200 g/kWh for 4 stroke engines may be applied.
In the case of waste heat recovery systems as defined under Category C1 in
MEPC.1/Circ.896 the SFOC to be used will be at the discretion of the
Administration.

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 12

Alternatives such as derivation of actual fuel consumption from auto-logged data may be used
subject to approval by the Administration. Note that cargo cooling kWh consumption should
not include consumption during voyage adjustment periods.

Part B. FCBoiler and FCOthers for corrections relating to cargo heating and discharge on
tankers

1 FCBoiler for cargo heating and discharge pumps on tankers

For tankers with fuel fired boilers used for cargo heating or steam driven cargo pumps, the
following correction factor may be applied for the period that the cargo heating or discharge
pumps are in operation:

.1 In the case of boilers used for cargo heating, the amount of fuel used by the
boiler ( 𝐹𝐶𝐵𝑜𝑖𝑙𝑒𝑟 ) should be measured by accepted means, e.g. tank
soundings, flow meters.

.2 For tankers which use steam driven cargo pumps, the amount of fuel used
by the boiler (𝐹𝐶𝐵𝑜𝑖𝑙𝑒𝑟 ) should be measured by accepted means, e.g. tank
soundings, flow meters.

Some amount of fuel consumed by the boiler during cargo heating or discharge operations
may be attributed to other purposes, e.g. calorifiers. It is not necessary to split these out from
reporting.

Note that boiler consumption should not include consumption during voyage adjustment
periods.

2 FCOthers for discharge pumps on tankers

For tankers with discharge pumps powered by their own generator, the amount of fuel used
for the period that the discharge pumps are in operation (𝐹𝐶𝑂𝑡ℎ𝑒𝑟𝑠 ) should be measured by
accepted means, e.g. tank soundings, flow meters.

Note that fuel deducted under FCOthers should not include consumption during voyage
adjustment periods.

I:\MEPC\78\MEPC 78-17-Add.1.docx
 MEPC 78/17/Add/1
Annex 17, page 13

APPENDIX 2

GUIDANCE ON REPORTING OF FUEL OIL CONSUMPTION AND DISTANCE TRAVELLED

FOR VOYAGE PERIODS WHERE THE SHIP MEETS THE CRITERIA TO APPLY ANY
VOYAGE ADJUSTMENT

In this appendix guidance is given for reporting and verification of fuel oil consumption and
distance travelled concerning voyage adjustments when a scenario specified in regulation 3.1
of MARPOL Annex VI applies, which may endanger safe navigation of a ship, or when sailing
in ice conditions.

1 Fuel oil consumption for voyage periods should include all the fuel oil consumed on
board including but not limited to the fuel oil consumed by the main engines, auxiliary engines,
gas turbines, boilers and inert gas generator, for each type of fuel oil consumed, regardless of
whether a ship is under way or not. Methods for collecting data on fuel oil consumption in metric
tonnes include the method using flow meters or method using bunker fuel oil tank monitoring
on board as described in paragraphs 7.1.2 and 7.1.3 of the 2022 Guidelines for the
development of a Ship Energy Efficiency Management Plan (SEEMP Guidelines) (resolution
MEPC.346(78)) correspondingly.

2 The distance travelled over ground in nautical miles for voyage periods should be
recorded in the logbook in accordance with SOLAS regulation V/28.1 and submitted to the
Administration.

3 At the end of the voyage, if the ship has encountered ice conditions during its voyage,
when the ship was under way sailing between the ice edges or between the ice edge and the
port, or when a scenario specified in regulation 3.1 of MARPOL Annex VI applies:

.1 the fuel oil consumed measured in accordance with 7.1.2 or 7.1.3 of the
SEEMP Guidelines for the voyage period should not be included in the
calculations for the annual average attained CII index value;

.2 if the voyage period is excluded from calculations of the attained CII index
value when a scenario specified in regulation 3.1 of MARPOL Annex VI
applies, the distance travelled should be clearly marked in the SEEMP
monitoring plan, the ship's logbook should include data entries for the voyage
period with date, time and position of the ship, when a scenario specified in
regulation 3.1 of MARPOL Annex VI started to apply and ceased to apply,
and data should be added to the data reporting format;

.3 if the voyage period is excluded from calculations of the attained CII index
value due to sailing in ice conditions, the distance travelled should be clearly
marked in the SEEMP monitoring plan, the ship's logbook should include
data entries for the voyage period with date, time and position of the ship
when the ship encountered ice conditions and left ice conditions, and data
should be added to the data reporting format.

4 The summary of monitoring data containing records of measured fuel oil consumption
and distance travelled for voyage periods should be available on board. Ice charts related to
the voyage periods should also be available if the ship has sailed in ice conditions.

I:\MEPC\78\MEPC 78-17-Add.1.docx
MEPC 78/17/Add/1
Annex 17, page 14

Figure 1: An example of an ice chart of the Baltic Sea area

***

I:\MEPC\78\MEPC 78-17-Add.1.docx