WALLE M
SHIP ENERGY EFFICIENCY
MANAGEMENT PLAN (SEEMP) Part I
Ship Operational Carbon Intensity Plan
REVIEWED
ELBHOFF on behalf of the
government of the vessel's
IMO: 9770646 registry as indicated in
ABS letter
ABS
WITH ABS AMENDMENTS
|ONPAGES 4,7
WITHABS COMMENTS
#s --NA-
WALLEM.
Table of Contents
Table of Contents 1
1. Review and update log 1
2. Introduction 2
2.1. Scope.
3. Required Cllover the next three years, attained Cll and rating over three consecutive years. 3
4. Calculation methodology of the ship's attained annual Cll, including required data and how to obtain these
dataas far as not addressed in Part I| 4
7
5. Three-year implementation plan
5.1. Description 7
4.2 Company personnel to be responsible for the three-year implementation plan, monitoring and recording
performance
4.3 List of measures to be considered and implemented 10
4.4 Calculation showing the combined effect of the measures and that the required operational CIl will be
achieved. 11
6. Self-Evaluation and Improvement 12
7. Plan of Corrective Actions (if applicable).
...... 16
Appendix A. 17
Appendix B 18
Appendix C. 19
1. Review and update log
Date/timeline Updated parts Developed by Implemented by
Date Initial issue Company Name Company Name
25.0ct.2022 V1 Wallem Wallem
Shipmanagement Shipmanagement
Limited Limited
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2. Introduction
in MARPOL Annex VI.
has been developed in accordance with the standards described
The SEEMP Part ll Regulations 26.3.1.
Intensity of InternationalShipping,
Chapter 4: Regulations on the Carbon operational
develop a ship-specific method to calculate the ship's attained annual
The purpose of the plan is to Cll, an
this value to the ship's administration, the required annual operational three
Cll, processes used to report required annual operational Cll will be
achieved over the next
implementation plan documenting how the improvement required by Regulation 26.3.1 of MARPOL Annex VI.
and
years and aprocedure for self-evaluation
that the ship's SEEMP
to Regulation 5.4.6 of MARPOL Annex VI, the Administration shall ensure
Pursuant
prior to collecting any data.
complies with Regulation 26.3.1 of MARPOL Annex VI
revision shall be made to
of the Flag Administration and no major
The plan has been examined by RO on behalf Administration or RO. However, update of Table 1 with the
the
any part of it without the prior approval of is possible without
previous year record of verified Attained CIl, as indicated in vessel's SoC for this year data,
RO approval.
2.1.Scope
one or more of the categories in regulations 2.2.5,
Each ship of 5,000 gross tonnage and above, which falls into Annex VI, shall have on board a
MARPOL
2.2.7, 2.2.9, 2.2.11, 2.2.14 to 2.2.16, 2.2.22 and 2.2.26 to 2.2.29 of
describing the methodology to calculate the ship's attained
Ship Operational Carbon Intensity Plan (SEEMP IlI)
ship's administration, the required annual
annual operational Cll, the processes used to report this value to the operational Cll will be achieved
operational Cll, an implementation plan documenting how the required annual
required by Regulation 26.3.1 of
over the next three years and a procedure for self-evaluation and improvement
MARPOL Annex VI.
III) shall be provided on board on or
A copy of the examined Ship Operational Carbon Intensity Plan (SEEMP
under Regulation 28 of
before 01 January 2023, and this shall be done prior to performing any calculations
MARPOL Annex VI to ensure that the methodology and processes are in place prior to the beginning of the
ship's first reporting period.
requlation 28 of MARPOL
For aship rated as D for three consecutive years or rated as E in accordance with
Annex VI, the SEEMP II is to include a plan of corrective actions to achieve the required annual operational Cll
SEEMP Part |I
and reviewed in accordance with regulation 28.8 of MARPOL Annex VI. In this case, revised
should be sent to RO for verification, no later than one month after reporting the attained annual operational Cll.
Part lIl.
Statement of Compliance should be issued upon review and approvalof corrective action plan in SEEMP
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three years, attained Clland rating over three
3. Required Cllover the next
consecutive years
Vessel Particulars
IMO number 9770646
Name of the ship Elbhoff
Wallem Shipmanagement Year of delivery 2016
Company Limited
Ship type Oil Tanker
Flag Marshall Islands
DWT 300837
Gross tonnage 160636
Classification lce Class NIA
BV
Society
EEDI 2.11
Applicable Cll RAER:ga
Attained annual Attained annual Operational Carbon
Year Required operational CIl Intensity Rating (A,
annual operational ClIl
B,C, Dor E):
operational Cll (before any
correction)
Not applicable
based on DCS prior 2023 Not applicable prior
Verified AER 2023
N/A NIA
NIA NIA
2020 NIA N/A
N/A NIA
2021 N/A N/A
N/A NIA
2022
2023 2.27
2024 2.22
2025 2.17
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annualCl, including required
4. Calculation methodology of the ship's attained addressed in Part lI
data and how to obtain these data as far as not
the metric indicating the average COz emissions
The Operational Carbon Intensity Indicator (CIl) is defined as the
definition of Capacity for each vessel, that metric is either
per transport work of aship. Depending on the the basis of GT defined capacity.
AER, on the basis of DWVT defined capacity or the cgDIST, on
MARPOL
ships for use in implementing regulation 28 of
Operational cartbon intensity indicator (CIl) of individual
Annex VI
Attained Cll without correction factors or voyage adjustments
the
operational Cllof individual ships is calculated as the ratio of
In its most simple form, the attained annual work (W) undertaken in a given calendar year, as follows:
total mass of CO2 (M)emitted to the total transport
M
Attained CIl ship W
the fuel consumed on board the ship in a given calendar
"M" is the total mass of CO2 emissions in grams from all
year:
M =FCf* CFj
Where,
J is the fuel oil type
type j in the calendar year, as reported under the
FC; is the total mass (in grams) of the consumed fuel oil
IMO DCS
for fuel type j, in line with those specified in the 2018
C 0s the fuel mass to CO2 mass conversion factor Efficiency Design Index (EEDI)for new
Guidelines on the method of calculation of the attained Energy In case the type of the fuel oil is not
amended.
ships (resolution MEPC.308(73), as may be further should be obtained from the fuel oil supplier supported
covered by the guidelines, the conversion factor
by documentary evidence.
distance
defined as the product of a ship's capacity and the
"W" is the representative transportation work,
travelled in a given calendar year:
W=C*D,
Where:
MT
Crepresents the ship's capacity: 300837 nautical miles), as reported under the IMO DCS.
travelled (in
D: represents the total distance
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Attained Cll with correction factors or voyage adjustments
Depending on the vessel's actual design specification and operational profile, certain voyage adjustments and
as
correction factors may require charges to be made to the overall attained annual operational CIl formula,
follows:
Z,CF FC, -(FCvoyage,j +TF, + (0.75 0.03y.)(FCelectrical, + FCboiterj + FCothersi)}
Attained Cll_hip ffm fe fvse Capacity (D, D,)
Where:
jis thefuel type;
CFjrepresents the fuel mass to C02 mass conversion factor for fuel type /, 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 resolution MEPC.322(74), as may be further amended;
FCi is the total mass of consumed fuel of type jin 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, if applicable.
TF; = (1-AFTanker) FCS,j represents the quantity of fuel jremoved for STS or shuttle tanker operation,
where FCS,j= FCj for shuttle tankers and FCSj is the total quantity of fuel j used on STS voyages for STS
vessels. If TFj>0then FCelectrical,j=FCboiler,j= FCothers,j=0;
AFTanker represents the correction factor to be applied to Shuttle tankers or STS voyages
y is a consecutive numbering system starting at y2023=0, y2024=1, y2025=2, etc;
FCelectricalj is the mass (in grams) of fuel type j, consumed for production of electrical power which is
allowed to be deducted, if applicable.
FChoier is the mass (in grams) of fuel type j, consumed by the boailer which may be deducted, if
applicable.
FCothersj is the mass (in grams) of fuel type j, consumed by other related fuel consumption devices, if
applicable.
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
resolution MEPC.322(74);:
fn 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
resolution MEPC.322(74);
fe 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 resolution MEPC.322(74):
fivSE 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 resolution MEPC.322(74), 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 (Cll Reference Lines
Guidelines,G2) (resolution MEPC.353(78);
Dt represents the total distance travelled (in nautical miles), as reported under IMO DCS; and
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which may be deducted from Cll
Dx represents distance travelled (in nautical miles) for voyage periods
calculation, if applicable
The following apply to this vessel, as per EEDI /EEXITechnical File:
Ship Type: Oil Tanker
Design Attributes: N/A
Correction Factors: N/A
T23470b
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5. Three-year implementation plan
5.1. Description
In addition to the best practices and measures of SEEMP Part l, the following measures will be implemented
considering that each measure satisfes the following criteria according to the guictelines
It is not a repetition of a measure wthich is aready implemented accordirg to SEEMP Part .
It follows the SMART principles: Specifc. Measurable. Attainable. Realistie and Time-bound.
It is feasible to evaluate its contribution on the CI.
It has a defined energy efficiency attribute.
It has supporting documentation for its impact on the Cil, accounting for the vessel's technica
characteristcs present perfomance, anticipated operational proile and its effect in conjunction wth
other existing technologies andor measures.
The list of measures has been considered and will be implemented to achieve the required annual Cl over the
next 3 years
The timeline and method of the implementation plan were established, and the responsible personnal of the
company was designated for each planned task.
Possible impediments were found when the listed measures are implemented, and the possitie contingecy
measures were made up to overcome these impediments
The documentation was attached to support the sustainability of the desribed measures incting the
simulation result of the ship's expected Cllcalculation.
Amaintain
list of typical energy-efficiency measures andgood practices adopted by the company to
the required annual Cllover the next three- year period are detailed below:
Energy-effciency measures and pracices can be separated into the following categones
Fuelefficient operations:
1. Improved voyage planning
a. Route optimization: an appropriate voyage planning is done that ainms to reduce ballast voyages The ships
generally follow similar routes, hence EEOI for each route is already known and the target is to be more
operationally efficient than historic voyages.
b. Weather routing: Weather routing has a high potential for efficiency savings on specifie routes. It is
Significant savings can be achieved, but
commercially available for all types of ship and for many trade areas.
conversely weather routing may also increase fuel consumption for a given voyage.
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C. Just-in-time: Good early communication with the next port should be an aim to give maximum notice of berth
availability and facilitate the use of optimum speed were port operational procedures support this approach. )
Optimized port operation could involve a change in procedures involving different handling arrangements in
ports.
d. Speed optimization: The passage planning is done considering the Just in time approach, the Main Engine
load is set according to the required speed without compromising the Charter Partyy speed.
e. Optimized shaft power: The ship's master makes sure that the constant RPM is maintained, and the
automated engine management system is used to control the speed. While optimizing shaft power, the power
and speedare not reducedbeyond optimum limit as itmay result in the increase of emissions,other than that
slow steaming sometimes may also require operation of two generators to tackle the lack of steam generation
from Economizer and increase in Auxiliary Load.
2. Optimized ship handling
a. Optimum trim: The Chief officer and Master ensure that optimal Trim conditions are maintained during the
voyage,and Chief Engineer is also encouraged to monitor and compare the daily consumption with the historic
consumption to ensure if ships have trim that corresponds to minimum hull resistance.
b. Optimum ballast: The Master of the ship ensures that the ship is carrying optimum ballast, to avoid high fuel
consumption and more ballast. The chief officer and Master are encouraged to follow the Ballast water
management Plan.
C. Optimum use of rudder and autopilot: When in the open sea Ships are encouraged to use Autopilot, that
follows the shortest path to the next port.
3. Hull and propulsion
a. Propeller management: Propeller cleaning and polishing is also done at every dry dock along with the Hull
cleaning.
4. Machinery and equipment
a. Main and auxiliary engine optimization: The maintenance of the Main Engine & Aux Engine is carried out
according to the planned maintenance schedule. The Condition based monitoring also helps to determine the
condition of the Main Engine and Aux Engines. Proper spare inventory is maintained along with critical spares to
avoid any delays and black outs.
b. Equipment and systems: The other equipment along with cargo handling equipment are maintained as per the
OEM'srecommendation and PMS schedule, the Exhaust gas economizer is cleaned on regular basis to ensure
the best use of heat from the Main engine exhaust. Energy efficient lighting system is used on board to reduce
the Auxiliary load. Use of energy- efficient lighting (e.g., LED) together with electronic control systems (e.g.,
motion sensors).
c. The Ship's crew is instructed to follow best practice to reduce the auxiliary load, the HVAC system and its
ducting are properly insulated to avoid heat transfer and maintain the efficiency of cooling and heating. The loss
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of energy due to leakages in the engine room (steam, fuel etc.) is avoided by proper maintenance and insulation
non-asbestos laggings.
5. Energy conservation and awareness
a. Accommodation energy optimization: Ship have LED lights in accommodation to reduce the energy used. The
insulation in the accommodation is maintained to avoid undue heat loss. The ship crew follows best practices,to
conserve the energy on-board.
4.2 Company personnel to be responsible for the three-year implementation plan, monitoring
and recording performance
The company personnel responsible for the three-year implementation plan, monitoring and recording the
performance are as follows
Fleet Manager
Technical Superintendent
Technical Coordinator
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4.3 List of measures to be considered and implemented
Measure Impact Time and method of implementation and responsible
on CIll person Impediments and contingency measures
Milestone Due Responsible Impediment Contingencies
1. Voyage 2% Atvoyage level Each Masterl Adverse weather Delay of voyage
optimization milestone Superintendent conditions.
2. Hull and 5% Yearly Each Long anchorage or Hull resistance is
propellor milestone Master/ uncertain berthing constantly monitored
cleaning Superintendent schedule. with the help of engine
parameters. Ship side
cleaning is carried out
in case of evidence of
fouling.
3. Main and 4% Implemented Each Chief Engineer Breakdown of main Ship follows the
auxiliary engine milestone and Auxiliary Planned Maintenance
optimization Machinery. system on board
BS
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11
|Page
be
will
Cll
operational
Cll
Targeted C
required rating
4
the annual
Targeted
that Cloperational
2.252.2 2.13
and
measures
annual
Required
the CIl
operational
2.272.22 2.17
of
effect
combined
the
WALLE
M. showing
Year
20242025
2023
ABS
Calculation
achieved.
4.4
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6. Self-£valuation and Improvement
The proes of se-evaluation and improvement oonsists of:
Perfomane Review
Intema Audits
Monitoning of the Year-ToDate Cll
Eñectiveness of different measures
Imoroement
Perfomance Review
with the internal management
The company is assessing the vessel performance at regular intervals, in line
identification of critical factors that
procedures. with the purpose of facilitating continuous improvement and
contributed to missing the Ciltarget. The following are carried out:
A Annual Perfomance Review
Timeline: Januay 1- February 28
Responsibility: Superintendent, Chief Engineer, Master, Fleet Manager
YTD CII, plan of
Report Evaluation of measures implemented, contribution of each measure, impact on
improvement measures deployment for new year
B Follow up Review
Timeline: July 1- August 31st
Responsibility: Superintendent, Chief Engineer, Master, Fleet Manager
Report Evaluation of measures implemented, contribution of each measure, impact on YTD CII, plan for
additional improvement measures and expected impact on CIl, review of data collection and quality.
Internal Audits
A Shipboard Audit (Covered by Internalaudit)
Timeline: Annually
Responsbility: HSQE
Report: Check that relevant processes are followed, findings, improvements, SEEMP Part Ill revision request,
etc.
The procedures laid out in the SEEMP Ilare to be reviewed during an internal audit to verify the implementation
and the effectiveness of the system. In case the vessels rating is deteriorating and is noted to be a D' rating for
three consecutive years or an 'E' for any year additional measures need to be incorporated.
It is recommended that a discussion be had with the vessels Owners when any of theirvessel's rating is a 'D' the for
reason for
any voyage /ín any year so that the Owners are immediately made aware of the situation. The
earliest so that the
vessels rating having deteriorated must be discussed, a plan made and actioned at the
vessels rating can be improved.
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B. Office Audit (Covered by office audit)
Timeline: Annual
Responsibility: HSQE
Report: Checkthat relevant processes are followed, findings, improvements, SEEMP Part l fevision request,
etc.
During an office audit the Company Cll benchmarking is required to be reviewed to check the efficiency of the
vessels in management. Measures to improve the vessels rating are to be reviewed for their effectiveness. The
need toplan for additional improvement measures and their expected impact on Cllis to be investigated.
The collection of data and quality of same is to be checked whether satisfactory or whether there is a need to
make any improvements in these systems and / or procedures.
Monitoringof the Year-To-Date ClIlI
The YTD CIlis monitored as follows:
Below is an example of the output which will be available/received from our Cll monitoring dashboard.
Annual TotalCO; Annual Total
Attained CH
Year Annual Avg Speed (kts) (MT) Distance(Nm)
Required CIl (gmC0,/Dwt-Nm) (gmCO,/Dwt-Nm) CH Rating
2019 114 17,739 68,487 7.14 5.18
2020 11.5 15.866 53.285 7.07 5.96
2021 11.7 16.934 66,142 S.12
Total Co2 Emissions(t) CIIRating
20%
Emisson
Attained CIland Required CIl
154
HEO MDO MGO 2019 2020 021 2022 2023 2024 2025 2026
2019 2020 2021 Required Cll + Altained CH
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YTD CII Periodicity: Monitored on a weekly basis
Criterion:Targeted Cll being obtained as per section 4.4
Alert Threshold: Deviation of YTD CII from Targeted Cll
Analert threshold is defined to trigger the engagement of responsible persons for taking improvement action for
aligning with the implementation plan.
Alert Responsibility
Threshold
6.7% Technical Coordinator
12.37% Technical Coordinator and Technical Superintendent
27.9% Technical Coordinator, Technical Superintendent and Fleet Manager
53.3% Technical Coordinator, Fleet Manager and Technical Directors
Effectiveness of different measures
Each efficiency measure is evaluated for its effectiveness, and the continuous monitoring of emissions data and
Cllrating is done with help of efficiency and voyage planning tools.
-The combined effect of the efficiency measures implemented versus the non-implementation is checked by
comparing with historic data.
The assessment of the Cll rating of the ships will be done quarterly to check the operational efficiency of the
ships and to evaluate if the ships need any improvement and additional measures to comply with the required
CII.
- The self-evaluation is implemented periodically every 3months, by using actual data and comparing it with the
required Cll for that year as well as with the historic data.
- Internal review and validation of data are done daily, which reduces the chance of
erroneous reporting, the
Fleet manager and Superintendent of the ship, in discussion with the vessels Master and Charterer's
that the idling and time at anchor and ports are reduced. make sure
In case the ship is not able to perform as expected, the Fleet manager will
periodically review the
decarbonization model that is in place and suggest improvement plans for the next cycle, the measures are
taken to identify and address deficiencies and discrepancies including
manager identifies the most efficient measures and the ones that are leastcorrection
of data gaps. The Fleet
efficient and the critical factors that
contributed to missing the attained CI.
- All records related to the implementation for self-evaluation and improvement shall be documented on-board
and ashore.
- The aim of self-evaluation is to help the ship achieve a better Cll
rating and to make sure that the efficiency of
the ship increases, and Atained CIl reduces every year to comply with the
required Cll.
Whenever necessary training to the crew will be provided, to ensure that they are
updated on the
developments in the regulatory guidelines and are capable of maintaining the efficiency measures.
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sea trial data as per the ITTCguídelines. The
- The CFD model and methodology for was validated against the
current hull form. The same analysis will
analysis gives a benchmark of fuel consumption at different loads in the any Energy Efficiency technology
be used to determine if the ship is performing efficiently and in coming years,
is to be applied to improve Cll rating.
and for thís purpose, the
The 3-year implementation plan is to be monitored and adjusted when necessary
data that needs to be monitored is identified as follows:
" The data being monitored is the fuel oil consumption and distance travelled which is done on a voyage basis,
monthly basis and compared with the targeted Cll value. The
based on which the attained Cll is calculated on
to monitor how effective the selected energy efficiency
results from this analysis can allow the Company
measures are.
" The location where this monitored data is stored/ maintained i.e. Logbook, noon report, BASSnet for reporting
the data by the ship.
Improvement
ldentify data gaps and system weaknesses. Carry out modification and/or upgrade.
Assess training needs and support these as needed.
Explore the energy efficiency attributes which are required to realign the YTD CIl with the Targeted Cll.
Map the energy efficiency attributes with operational and/or technical measures to be implemented.
Independent confirmation of the results, prior to implementation.
Document Controland Quality Records
Records are maintained in accordance with company's safety management system procedures.
ABS
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7. Plan of Corrective Actions (if applicable)
Analysis for causes of inferior Cll Rating.
Cause Analysis of effect Actions
Analysis of measures in the implementation plan
Measure Analysis of effect Actions
List of additional measures and revised measures to be added to theimplementation plan
Measure Impact Time and method of implementation and Impediments and contingency
on Cll responsible personnel measures
Milestone Due Responsible Impedimnents Contingencies
Milestone Due Responsible Impediments Contingencies
Milestone Due Responsible Impediments Contingencies
Milestone Due Responsible Impediments Contingencies
Milestone Due Responsible Impediments Contingencies
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AppendixA
COLLECTION
FORMAT FOR THE DATA
STANDARDIZED DATA REPORTING INTENSITY TOTHE ADMINISTRATION
CARBON
SYSTEM AND OPERATIONAL
IMO number
Name of the ship
Year of delivery
Company
Ship type
Flag
DWT
Gross tonnage
Applicable Cll DAER: DcgDIST
Operationalcarborn intensity rating DA; DB; DC; DD; DE
CIlfor trial purpose (none, one or more on DEEPI: DcbDIST: DcDIST : DEEOI
voluntary basis)
Attained annual operational Cllbefore any correction
(AER in gCO/dwt.nm or cgDIST in g COz/gt.nm)
Attained annual operational Cll
(AER in gCO/dwt.nm or cgDIST in g COz/gt.nm)
End date for annual Cll(dd/mm/yy)*
Start date for annual Cll (dd/mm/yy)*
Attained EEDI (if applicable)
Attained EEXI (if applicable)
EEPI(gCO/dwt.nm)
cbDIST (gCO/berth.nm)
clDIST (gCO/m.nm)
EEOI (gCO2/t.nm or others)
IMO number
End date for DCS (dd/mm/yy)
Start date for DCS (dd/mmlyy)
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Appendix B
PARAMETERS TO
STANDARDIZED DATA REPORTING FORMAT FOR THE
VOLUNTARY
CALCULATE THETRIAL CARBON INTENSITY INDICATORS ON
BASIS*
Attained annual EEOI
Metric of Cargo Mass Carried or Work Done in EEOl calculation
(gCO:/t.nm or others)*****
Transport work*****
Attained annual EEPI (gCO,/dwt.nm)
Laden distance travelled (n.m)
****
Attained annual clDIST (gCOz/m.nm)
Length of lanes (metre) ****
***
Attained annual cbDIST(gCOz/berth.nm)
Available lower berths***
End date for trial CIl(dd/mm/yy)**
Start date for trial CII (dd/mm/yy)**
IMO number**
End date for DCS (dd/mm/yy)**
Start date for DCS (dd/mm/yy)**
For reporting atrial Cll, the data should be reported as applicable taking into
account the information already provided in appendix A.
Consistent with appendix A.
****
Only applicable to cruise passenger ships.
***t
Only applicable to ro-ro ships.
As defined in section 3 of Guidelines for voluntary use of the
ship energy
efficiency operational indicator (EEOI) circulated by MEPC.1/Circ.684. The
distance travelled shall be determined from berth of the port of departure to berth
of the port of arrival and shall be expressed in nautical miles.
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Appendix C
SUPPORTINGDOCUMENTATION FOR THE 3-YEAR IMPLEMENTATION PLAN AND IMPROVEMENT
MEASURES
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Hecironicaliy published by ABS Singapore.
Reference T2347058, dated 29-DEC-2022.
CERTIFICATE NUMBER: T2347058
ABS
CONFIRMATION OF COMPLIANCE
SEEMP PART III
amended, to amend the International Convention
Issued under the provisions of the Protocol of 1997, as
by the Protocol of 1978 related thereto
for the Prevention of Pollution from Ships, 1973, as modified
the Government of:
(hereinafter referred to as "the Convention") under the authority of
Republic of the Marshall Islands
by American Bureau of Shipping (ABS)
Particulars of ship
ELBHOFF
Name of ship
V7A5249
Distinctive number or letters
9770646
IMO number
Port of registry
Majuro
160636
Gross tonnage
25-0ct-2022
SEEMP part IIIdate of revision, as applicable
THIS IS TO CONFIRM:
Management
Taking into account the 2022 Guidelines for the development of a Ship Energy Efficiency
complies
Plan (SEEMP) adopted by resolution MEPC346(78), the ship's SEEMP has been developed and
with regulation 26.3.1 of Annex VI of the Convention.
Issued at: Singapore
(place of issue of the Confirmation)
ELECTRONICALLY SIGNED BY:
29-Dec-2022 Yi-Jiat Lee
(date of issue)
Manager, Engineering
Organization by resolution All17(30).
t In accordance with the IMO Ship ldentificat ion Number Scheme, adopted by the
ENG-ATT-01022 - Revision 1 Page 1of 1
ENG-PRI-00039
Equipment - MARPOL EEDI and EEXI
Electronically published by ABS Singapore.
Reference T2347058, dated 29-DEC-2022.
Page 1of 1
ABS Task - T2347058
"ELBHOFF", IMO No: 9770646
Flag: Republic of the Marshall Islands
Attention: WALLEM SHIPMANAGEMENT LIMITED (WCN: 669046)
The document shown in the attached list is reviewed in accordance with the applicable
requirements of the following:
Chapter 4, Regulation 26.3.1 of the 2021 Revised MARPOL Annex VI, adopted by
Resolution MEPC.328(76) as amended
IMO Resolution MEPC.346(78)"2022 Guidelines for the Development of a Ship Energy
Efficiency Management Plan (SEEMP)"
IMOResolution MEPC.347(78) "Guidelines for the Verification and Company Audits by
the Administration of Part lll of the Ship Energy Efficiency Management Plan (SEEMPY'
Please note our review is based on the following conditions:
1. The SEEMP Part lldocument is to be kept on board.
2. A Confirmation of Compliance is issued as part of this review.
For any clarifications, contact Mr. Yong Hui Liang at +65 6371 2767 or [email protected].
Very truly yours,
Michael Kei
Director of Engineering
Electronically Signed by:
Lee, Yi-Jiat
Document List
Rev.
Drawing No. No,
Title Status
9770646 - 1 Ship Operational Carbon Reviewed on behalf of
SEEMP III Intensity Plan - SEEMP I|lfor Government wlamendments
ELBHOFF - IMO 9770646
An electronic copy of the document, appropriately stamped, is available in the ABS Client
Portal.
ABS GLOBAL ENGINEERING
A
division of AMERICAN BUREAU OF SHIPPING
Singapore Branch Office (UEN:S58FC1284D)
438 Alexandra Road, #08-00, Alexandra Point, Singapore 119958
