GS-VAL-VPA-REP(12-2017) Page 1 of 62 Validation report form for GS voluntary project activities under PoA VALIDATION REPORT Reference number and title(s) of the specific-case VPA(s) Ref. no. Title VPA-2 Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2 Version number of the validation report 1.0Aa Completion date of the validation report 19/02/2018 Title and GS ref. no. of the PoA (where applicable) into which the specific-case VPA(s) is/are included Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) Ref no. GS 3492. Version number of the PoA-DD into which the specific-case VPA(s) is/are included Version 05 of 25/08/2015 Coordinating/managing entity (CME) International Paint Ltd., a company in the AkzoNobel Group Host Party(ies) N/A Estimated annual average emission reductions or net GHG removals in the crediting period (tCO2e) for each specific-case VPA VPA Ref. no. Estimated annual average emission reductions or net GHG removals in the crediting period (tCO2e) 2 45,924 tCO 2 Sectoral scope(s) for each specific-case VPA VPA Ref. no. Sectoral scope(s) 2 7. Transport Selected methodology(ies) for each specific-case VPA VPA Ref. no. Selected methodology(ies) 2 Gold Standard methodology: Reducing Vessel Emissions Through the Use of Advanced Hull Coatings (version 2) Name of DOE RINA Services Name, position and signature of the approver of the validation report Laura Severino – Sustainability & Food Certification Compliance Head
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GS-VAL-VPA-REP(12-2017) Page 1 of 62
Validation report form for GS voluntary project activities under PoA
VALIDATION REPORT
Reference number and title(s) of the
specific-case VPA(s)
Ref. no. Title
VPA-2 Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2
Version number of the validation report 1.0Aa
Completion date of the validation report 19/02/2018
Title and GS ref. no. of the PoA (where
applicable) into which the specific-case
VPA(s) is/are included
Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF)
Ref no. GS 3492.
Version number of the PoA-DD into which
the specific-case VPA(s) is/are included Version 05 of 25/08/2015
Coordinating/managing entity (CME) International Paint Ltd., a company in the AkzoNobel Group
Host Party(ies) N/A
Estimated annual average emission
reductions or net GHG removals in the
crediting period (tCO2e) for each
specific-case VPA
VPA Ref. no.
Estimated annual average
emission reductions or net GHG
removals in the crediting period
(tCO2e)
2 45,924 tCO2
Sectoral scope(s) for each specific-case
VPA
VPA Ref. no. Sectoral scope(s)
2 7. Transport
Selected methodology(ies) for each
specific-case VPA
VPA Ref. no. Selected methodology(ies)
2 Gold Standard methodology: Reducing Vessel Emissions Through the Use of Advanced Hull Coatings (version 2)
Name of DOE RINA Services
Name, position and signature of the
approver of the validation report
Laura Severino – Sustainability & Food Certification Compliance Head
GS-VAL-VPA-REP(12-2017) Page 2 of 62
SECTION I. Executive summary
Purpose and general description of the VPA The VPA under the PoA will be ships travelling between ports in different countries. The fuel consumed in these trips is classified as international bunker fuels and the emissions from the combustion are not part of the GHG national inventories. Each VPA comprises a set of ships that are coated with an advanced hull coating and each ship can claim carbon credits for a single docking cycle with the application of the advanced hull coating. The advanced hull coating helps in reduction of hull friction and hydrodynamic drag, thereby reducing fuel consumption. Since ships typically use fossil fuels, reduced fuel consumption would reduce CO2 emissions
Location N/A It is to be noted that each VPA within the PoA comprises a set of ships, identified by the ship names and their unique ship identification numbers according to the International Maritime Organisation (IMO). Further the names and IMO numbers of the ships within this VPA are discussed in the table in section A.3 of the VPA-DD.
Scope of validation The scope of validation is to have an independent evaluation of the VPA by a DOE against the GS requirements and principles, on the basis of the VPA-DD, GS Passport and PoA-DD. Validation is a requirement and it is seen as necessary to provide assurance to stakeholders of the quality of the VPA and its intended generation of VERs and sustainability development.
Validation process Validation is conducted using RINA procedures in line with the GS requirements and principles and applying standard auditing techniques. The validation assessment involved a document review of relevant documentation, the interview and/or on-site visit and reporting. Validation is not meant to provide any consultancy towards the project participants. However, stated request for clarifications and/or corrective actions may have provided input for improvement of the VPA.
Conclusion RINA commissioned by International Paint has performed the validation of the VPA “Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2”, with regard to the relevant GS requirements and principles for VPAs. In conclusion, it is RINA’s opinion that the VPA “Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2” as described in the VPA-DD version 03 of 18/12/2017 and GS Passport version 02 of 18/12/2017, meets all relevant GS requirements and principles, and correctly applies the Gold Standard Methodology “Reducing emissions through the use of advanced hull coatings”, version 2.0 of 17/11/2014.
SECTION II. Validation team, technical reviewer and approver
II.1. Validation team member
No. Role
Typ
e o
f re
so
urc
e
Last name First name
Affiliation (e.g. name of
central or other office of DOE or outsourced
entity)
Involvement in
Desk r
evie
w
On
-sit
e in
sp
ecti
on
Inte
rvie
w(s
)
Valid
ati
on
fin
din
gs
1. Team Leader IR MENON Rekha Rina India -
2. Validator IR BURAGOHAIN Champok Rina India -
GS-VAL-VPA-REP(12-2017) Page 3 of 62
3. Technical Expert
IR ZHOU Jun Rina China -
II.2. Technical reviewer and approver of the validation report
No. Role Type of
resource Last name First name
Affiliation (e.g. name of
central or other office of DOE or
outsourced entity)
1. Technical reviewer IR LIU HuiFeng RINA China
2. Technical Expert support Technical reviewer
IR SCHENONE Michela RINA Central Office
2. Approver IR SEVERINO Laura RINA Central Office
SECTION III. Means of validation
III.1. Desk review
The VPA-DD version 01 of 25/10/2016, version 02 of 03/07/2017 and version 03 of 18/12/2017, in particular the applicability of the methodology, the eligibility criteria of inclusion of the VPA in the registered PoA, the baseline determination, the additionality, the starting date, the monitoring plan, the sustainability indicators, the stakeholder consultation, the environment impact assessment, the emission reductions calculation were assessed as part of the validation. All documents reviewed of referenced during the validation are listed in Appendix 3.
III.2. On-site inspection
It is confirmed by GS that the audit can be performed virtually by means of collection of relevant evidence and data and is not necessary to physically visit all the ships.
Duration of on-site inspection: N/A
No. Activity performed on-site Site location Date Team member
1.
…
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III.3. Interviews
No. Interviewee Date Subject Team member
Last name First name Affiliation
1. Morrison Alison Senior Business Manager (The Fremco Corporation Inc.)
27/02/2017 Project description, operational life time, crediting period, baseline and project estimation, Emission Reduction calculations, data recording, data transfer and storage, QA/QC procedures.
Areas of validation of compliance No. of CR No. of CAR No. of FAR
General description of the VPA(s)
Title of the proposed or registered PoA
Title(s) of the proposed specific-case VPA(s) and the corresponding generic VPA(s)
Specific-case VPA design document
Specific-case VPA GS Passport 1
Purpose and general description of the specific-case VPA(s)
1
Environmental analysis 1
Local stakeholder consultation 1
Do No Harm Assessment 1
Impact Assessment – Sustainable Development Matrix 1
Eligibility of VPA(s) and estimation of emissions reductions
Applicability of selected methodology(ies) and/or standardized baseline
1
o Deviation from methodology
o Clarification on applicability of methodology, tool and/or standardized baseline
Sources and GHGs 1
Description of baseline scenario 1
Demonstration of eligibility for the VPA(s)
Estimation of emission reductions or net GHG removals by sinks
o Explanation of methodological choices 1
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o Data and parameters fixed ex ante
o Ex ante calculation of emission reductions or net GHG removals by sinks
o Summary of ex ante estimates of emission reductions or net GHG removals by sinks
Application of the monitoring methodology and description of the monitoring plan
o Data and parameters to be monitored 1
o Description of the monitoring plan 1
o Description of the sustainability monitoring plan
Total 12
SECTION IV. Internal quality control
The draft final validation report before being submitted to the client is subjected to an independent technical review to confirm that all validation activities have been completed according to the pertinent RINA’s procedures. The technical review is performed by a technical reviewer(s) qualified in accordance with the RINA’s qualification procedure.
SECTION V. Validation opinion
RINA has performed the validation of the VPA Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2, with regard to the relevant GS principles and requirements. The reviews of the VPA-DD and the subsequent follow-up interviews have provided RINA with sufficient evidence to determine the fulfilment of the stated criteria. The VPA meets the eligibility criteria and correctly applies methodology Gold Standard methodology: “Reducing vessel emissions through the use of advanced hull coatings”, version 2.0 of 17/11/2014. An analysis, as provided by the applied methodology, demonstrated that the proposed VPA is not a likely baseline scenario. Emission reductions attributable to the activity are additional to any that would occur in the absence of the programme. The monitoring plan provided the collection and archiving of data sufficient to ensure that emission reductions can be verified. The description of the VPA includes verifiable eligibility criteria on inclusion of the VPA under the registered PoA, and appropriate operational and management arrangements have been established for the implementation of the VPA.
SECTION VI. Validation findings
SECTION A. General description of the VPA(s)
A.1. Title of the proposed or registered PoA
>> The title of the registered PoA is “Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF)”, version 5 of 25/08/2015
A.2. Title(s) of the proposed specific-case VPA(s) and the corresponding generic VPA(s)
Specific-case
VPA title and
reference
number
Version number
of the specific-
case VPA-DD
Host Party
Generic VPA title,
identification/reference
number
Version number
of the PoA-DD
into which the
VPA is included
Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF) VPA No. 2 (GS 5406)
03 N/A 3492 05
GS-VAL-VPA-REP(12-2017) Page 6 of 62
A.3. Specific-case VPA design document
Means of validation The validation involves cross check between versions of the CPA-DD form used by project proponent and the valid CPA-DD form available at the UNFCCC website during the time of the VPA validation. VPA-DD was reviewed for compliance with instructions for filling in CPA-DD form.
Findings N/A
Conclusion Gold Standard doesn’t provide any specific template for VPA-DD. PP has developed the VPA-DD and included the required details, which is accepted by RINA. Further RINA confirms that the VPA-DD is based on the currently valid CDM-CPA-DD-Form /15/ and is completed in accordance with Instructions for filling out the component project activity design document form for CDM component project activities.
A.4. Specific-case VPA GS Passport
Means of validation The GS VPA passport version 01 of 25/10/2016, version 02 of 28/03/2017 and version 03 of 18/12/2018 /03/ submitted by International Paint Ltd have been the basis for the validation process. Validation is as per GS requirement V2.2 /10/, Gold Standard Passport template (Annex R to Toolkit version 2.2).
Findings CR 01 The project title of VPA passport and VPA-DD is not consistent. PP is further requested to provide GS comments on the pre-feasibility assessment report. For more details on closure, please refer to Appendix 4. CR 01 is closed.
Conclusion RINA confirms that the above Gold Standard Passport is based on the currently valid GS Passport is in accordance with the latest version of the Gold Standard
Passport template (Annex R to Toolkit version 2.2).
A.5. Purpose and general description of the specific-case VPA(s)
Means of validation The purpose of the VPA is to reduce the GHG emissions through the application of advanced low resistance hull coatings instead of traditional coating which reduce hydrodynamic resistance thus reducing fuel consumption for ship propulsion /01/. The VPA under the PoA are ships travelling between ports in different countries. The fuel consumed in these trips is classified as international bunker fuels and the emissions from the combustion are not part of the GHG national inventories. Each VPA comprises a set of ships that are coated with an advanced hull coating and each ship can claim carbon credits for a single docking cycle with the application of the advanced hull coating. For reaching the goal of reducing GHG emissions the Intersleek products based silicone system, are used which: (a) have lower toxicity rating to both the environment and humans compared to biocidal system thus reduce contamination of seawater by avoiding the release of any biocidal antifouling agent; (b) reduce hull friction and hydrodynamic drag reducing fuel consumption thus reduce GHG emissions from fuel consumption/combustion /01/. The products included in this VPA are Intersleek 700, Intersleek 900 and Intersleek 1100SR /26/.
RINA checked the MEPC of the IMO, meeting MEPC 69 briefing document dated 22/04/2016 /38/, 2016 IMO report to UNFCCC and resolution MEPC 282(70) i.e 2016 guidelines for the development of Ship Energy Efficiency Management Plan (SEEMP) adopted on 28/10/2016 /39/ confirms that IMO has made mandatory the ships to record and report there fuel consumption data. However, It doesn’t state that advance hull coating is mandatory for the ships. Thus, RINA confirms that there are no mandatory requirements for the application of the anti-fouling system. Point 2.1 of Annex 1 to regulation EC No. 782/2003 of the European Parliament and of the Council of 14/04/2003 on the prohibition of organotin compounds of ships, found that the ships were in compliance with the regulation /25/.
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The expected operational lifetime of the VPA is determined for each ship and it is the length of the docking cycle which is typically 60 months for the cargo vessels, or shorter (36, 30 or 24 months) for some other ships /01/. The length of the crediting period is strictly related to the duration of the docking cycle until each ship is coated again, therefore the overall crediting period for the VPA starts on the date that the first ship received the advanced hull coating and end when the last ship with the advanced hull coating reaches the end of its docking cycle. The proposed VPA comprises of 3 ships. Noted that the ship, which received the last coat among all the other ships was Grande Nigeria (IMO No. 9246580) on 21/09/2015 /40/, and considering the longest docking cycle for any ship with the baseline coating could be as long as 60 months, the docking cycle would end on 21/09/2020, which is the end of the period. It was further confirmed from the manufacturer of the advanced coating that the ship owners may delay recoating hulls with advanced coatings, since these products are expected to degrade slower than baseline coatings/17/ and thus, the operational lifetime is extended by one more year i.e. to end on 21/09/2021. The concept was validated at the time of PoA registration and also agreed by GS. It is checked that the start date of the PoA considered is 01/01/2010 /01/ and the start date of the VPA-2 considered is 20/01/2012, which is the earliest date at which either the implementation or construction or real action of the VPA begins. In this case is represented by the application of the advanced hull coating. The date was confirmed with the data plan reports (data plan coating diary) and accepted /40/. This was further checked with the POs and proposal acceptance emails /44/ from the ship owners for each ship. Noted that the POs were dated earlier to advanced hull coat date, which was found to be appropriate and accepted by RINA team. The start date of the VPA is in line with the glossary of CDM terms, version 09.1 of 1/09/2017. RINA confirms that the start of the proposed VPA is after the start date of the PoA. It was further noted that GS has agreed to include the ships coated with advance hull coating after 09/11/2010, since this is the date of the methodology PIN submitted to GS /02/. The ships included in VPA-2 coated with advanced hull coat starts from 20/01/2012 to 21/09/2015 /40/. Assuming the date of inclusion of VPA as 02/02/2018, the start date of the crediting period considered is from 02/02/2016 i.e. the crediting period will start two years prior to the Registration date. A single 10-year crediting period is selected and the start date of the crediting period is fixed on 02/02/2016, which would end on 21/09/2021, considering the operational lifetime of the latest advanced hull coating date. The VPA is expected to reduce 459,241 tCO2e of carbon emission through the entire crediting period of 10 years making an annual average to be 45, 924 tCO2e. The calculation of estimated ERs was found to be in compliance with the methodology /07/ and PoA-DD /01/.
Findings CR 02
1. PP is requested to provide evidences to support prior consideration of carbon revenues, operational life time of the project.
2. Contract copies of CME with the ship owners, included in the VPA-2. 3. Necessary approvals and clearances of each ship included in the VPA. 4. Evidences to ensure that the advanced hull coating is not a mandatory
requirement for ships. 5. Case studies or proven articles, which confirm that application of advanced
low resistance hull coatings instead of traditional coating reduces hydrodynamic resistance thus reducing fuel consumption for ship propulsion.
For more details on closure, please refer to Appendix 4. CR 02 is closed
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Conclusion RINA was able to verify all the documented evidence listed above during the validation process and can confirm that data and considerations are complete and accurate. Moreover RINA confirms that the description of the proposed VPA, as contained in the PoA-DD and VPA-DD sufficiently covers all relevant elements, is accurate and complete and that it provides the reader with a clear understanding of the nature of the proposed GS project activity.
SECTION B. Environmental analysis
Means of validation The environmental analysis is undertaken at the VPA level for the ships included in each VPA /17/. The VPA involve international shipping operating in international waters, thus no host country requirements concerning the environmental impact assessment are considered. The PoA and the VPAs involves international shipping operating in international waters, thus there is no distinction between one VPA and another. The Intersleek products have positive environmental impacts as a biocide-free product eliminates the release of the biocides in to the marine environment. Moreover the products have higher volume of solids and required low film thickness that means 40% reduction in paint volume and 60% reduction in VOC emissions for the first application and for the future dockings the paint volume is reduced by 75%, VOC by 80% and waste packaging by 60%. As per the LCA study the Intersleek systems lead to reduced fuel and coating consumption which demonstrate that it is more eco-efficient than the biocidal systems and it reduces dependence on scares resources, especially copper, and emissions of VOC, which are more important aspects when looking at the overall environmental impact of paint /17/.
Findings CR03 1. PP is requested to provide the environmental impact analysis reports
undertaken at the VPA level. 2. Provide the eco efficiency reports for each ship.
For more details , please refer to Appendix-4. CR03 is closed.
Conclusion RINA confirms that the project does not result any negative environmental and social impact and meets the sustainable development criteria as defined by GS requirements.
SECTION C. Local stakeholder consultation
Means of validation The stakeholders identified for VPAs under this PoA are shipping companies participating in the VPA as well as workers at the manufacturing plant of the advanced hull coating. It was noted that the consultation was not carried out physically but by means of emails. The Project activities under this VPA involve ships that are in voyages. Hence there is no specific geographical location where local stakeholders may be consulted. Thus, stakeholder consultation carried out in the form of emails was accepted by RINA. It was checked that the invitation to submit comments for the international paint employees was sent on 15/08/2016 and the deadline to provide the comments requested was 31/08/2016 /19/ and invitation to regional representatives of international paint to solicit stakeholders comments from shipping companies was sent on 12/08/2016 and the deadline for requesting the comments was 11/09/2016 /20/. The feedback form from the shipping companies and employees of international paint was checked and noted that there were no negative comments and the same was accepted by RINA. It was further noted that all the project related documents were made publicly available in GS registry for public comments on 29/03/2017, which was confirmed by checking email sent by GS registry to Fremco International, dated 29/03/2017 /45/. However, it was agreed by GS to share the VPA-2 related documents, via email to the stakeholders. RINA checked the invitation email on the SFR to international paint employees and employees of shipping companies’ /19/ /20/. The responses from the stakeholders received /18/ checked and noted that there were no negative comments. It is also checked that for the methods of continuous inputs & grievance mechanism, the client has provided phone no and link to the website /41/. The comments received are directed to Dr. Richard Towns, Market Segment Manager – Fouling Release, who is also the main contact for International Paint as project
GS-VAL-VPA-REP(12-2017) Page 9 of 62
proponent. Dr. Towns would either reply directly to any such feedback, or seek answers from others before replying. The PP has confirmed that till date, they haven’t received any comments or feedback.
Findings CR 04
1. The invitation tracking table and minutes of physical meeting, annex-1 and annex-2 of LSC report discusses about the meeting held at PoA level and VPA-1. Please be specific to VPA-2.
2. Not clear on how the employees of international paint were selected to
provide the stakeholder comments.
3. For the methods of continuous inputs & grievance mechanism, the client has provided phone no and link to the website. The LSC report is not transparent on the phone no. belongs to who and whom shall the stakeholders contact. Not clear on how the stakeholder phone calls are documented and how the actions will be carried out. It is further checked that the link provided in the website doesn’t work. Also clarify on who has the access to the link and how the comments would be addressed.
4. PP is requested to clarify on the date when the LSC feedback round
documents were available for public comments. PP is also requested to provide evidences of the same and copies of the comments received during the LSC feedback round.
Conclusion The adequacy of the local stakeholder consultation is confirmed due to: - The local stakeholders relevant to the CPA have been invited; - The summary of the comments received are provided in the GS-passport
and cross-checked through the filled in feedback forms and emails received /46/, thus it is confirmed they are completed;
Based on the above assessment, the validation team hereby confirms that there were no negative comments from the stakeholders and they hold positive attitude towards the project. RINA confirms that the stakeholder consultation process held for the project activity meets the requirement of GS requirement version 2.2.
SECTION D. Do No Harm Assessment
Means of validation “Do no harm assessment” of the project is discussed in section F.1 of the VPA Passport /03/. The “Do no harm assessment” is based on the UNDP (United Nations Development Program) safeguarding principles. All the safeguarding principles are assessed in terms of risk, and the explanations and references are provided for each principle to justify the evaluation of the degree of risk.
Human rights. Since the change is in manufacture of hull coating material, the VPA is not complicit in human rights abuses, does not affect human settlements and any critical cultural heritage.
Labour Standards. The advanced hull coating is manufactured in the United Kingdom, the United States and Singapore where the national and/or international labour standards are required to be applied. RINA checked the same with the respective websites /24/ and confirmed to be in order.
Environmental Protection. As discussed above, the environmental analysis is undertaken at the VPA level. As confirmed by the “Energy and GHG emissions savings analysis” the biocidal-free hull coatings has environmental benefits including reduced paint volume, reduced volatile organic compound (VOC) emissions and no release of biocides into the aquatic environment. No negative
impact is expected from the VPA to be included in the PoA. RINA checked the documents “eco-efficiency, a new tool to support better decisions on hull coating investment: , 09/2010” /27/ and “Eco-efficiency assessment by Akzonobel and reviewed by IVL Swedish Environmental Research Institute” /28/ confirms that Intersleek 1100SR is a biocide-free fluoropolymer fouling control system, which improves several aspects of coating performance compared to the silicon based fouling control system Intersleek 700 and the widely used biocide fouling control system Intersmooth 7460HS. Examples of improvements are lower surface hull roughness, better coefficient of friction and better foul release properties, which relatively to the Intersmooth 7460HS system, leads to reduced fuel consumption of
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up to 9 % according to observations by ship owners. The environmental aspects that were quantified are: use of energy and material resources, contribution to global warming potential (GWP), acidification potential (AP), photochemical ozone creation potential (POCP) as well as human and marine toxicity. The Intersleek systems reduce dependency on scarce resources, especially copper, and emissions of VOC, which are important aspects when looking at the overall environmental impact of paints. Moreover, as the Intersleek products are non-biocidal and do not selfpolish, a considerably lower amount of paint is required to coat the vessel, leading to low emissions from the paint and lower toxic components to the environment. This significantly reduces the predicted toxic load associated with the paint components to both humans and the marine environment
Anti-corruption. The VPA does not involve and is not in complicit in corruption. The project activity involves transaction between private parties. The project proponent, International Paint Ltd has signed the heads of terms for carbon credit sharing agreement with all the shipping companies of the 30 ships included in this VPA /29/, which was checked and accepted by RINA team.
Findings CR05
Environmental Protection: PP is requested to provide evidences to support that the environmental impacts are favourable and there is no risk. Further, the VPA-Passport states that the environmental impacts with baseline are favourable. However, this is not clear. Please demonstrate the environmental impacts with regards to project scenario.
Anti-corruption: The project activity involves transaction between private parties. i.e between the CME (International Paint Ltd) and ship owners/operators. PP is requested to provide the contract copies between the CME and ship owners for the ships included in this VPA. For more information, please refer to Appendix 4. CR05 is closed.
Conclusion RINA confirms that the “do no harm assessment discussed for the project activity meets the requirement of GS requirement, 2.2
SECTION E. Impact Assessment – Sustainable Development Matrix
Means of validation The sustainable development matrix is discussed in the VPA passport /03/ and it is in accordance with the Gold Standard requirements /10/. The defined the GS indicators in the SD are given below including their scores.
Air Quality. Score +. Reduced fuel consumption in ship engines means that less fuel is burnt with less emission of SOx and Nox from combustion. At the same time the application of the Intersleek system reduces emissions of VOC compared to the biocidal systems /27/ /28/.
Water quality and quantity. Score +. The application of the advanced hull coating (Intersleek) would reduce the amount of paint released into the marine environment. Moreover, since Intersleek is biocide-free, no biocide will be released to the marine environment /27/ /28/.
Soil condition. Score +. The Intersleek products are substantially lower in toxicity compared to biocidal systems and thus it does not affect the soil ecosystem /27/ /28/.
Other pollutant. Score +. Since the Intersleek system has no biocides means that none are released into the water; compared to the baseline coating, low quantity of copper is used and thus it reduces the potential acidification; less waste is generated due to less paint is needed /27/ /28/.;
Biodiversity: the intersleek system being biocid-free it does not impact the loss of biodiversity via food chain /27/ /28/.
Quality of employment. Score +. The application of the Intersleek system reduces emissions of VOC compared to the biocidal systems thus workers are exposed to less contamination. It is further checked that the PP has developed documented procedures like Carbon Credit Process Steps.pdf, Carbon Credits Webinar Revision 02.pdf, Data collection method.pdf, Dry docking procedure.pdf, which will be used in training the ship owners/30/ operators and to dry dock workers.
Livelihood of the poor. Score 0. As the project reduces shipping fuel costs, it
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would reduce the cost of getting products to markets, indirectly benefitting those who depend on their production being sent by ships market.
Access to affordable and clean energy. No impact, thus 0.
Human and institutional capacity. Score +. The application of the advanced hull coating to save fuel as well as the application of the monitoring methodology to evaluate ship fuel consumption would add to human and institutional capacity of ship owners and operators.
Quantitative employment and income generation. 0. Ships are coated in different locations many of which are in developing countries. The employed in the activity would acquire skills involving a sustainable technology. Moreover, since there is less VOC emissions, workers are exposed to less contamination.
Balance of payments and investment. 0. Many of the ships are registered in developing countries. However, even by geographical location, CO2 emissions are dominated by ships from Non-Annex 1 (developing) countries their geographical location is in developing countries (Non-Annex I) and the CO2 emissions are dominated by ships from Non-Annex I countries /31/. There is no change in impact.
Technology transfer and technological self-reliance. Score +. Since CO2
emissions are dominated by ships from Non-Annex I countries, the GS carbon credits would help to promote the transfer of advanced coating technologies to these countries and to ship owners and operators in general.
Findings CR 06
Air quality: Evidences to support “Intersleek systems are inherently higher in volume solids and lower in VOC compared to biocidal systems. Biocidal systems are typically 50-60% volume solids and 340 to 500 grams per litre VOC; Intersleek systems are >70% volume solids and <240 grams per litre VOC. PP is requested to provide copy of the LCA study. PP is requested to provide International Paint, “Eco-efficiency – a new tool to support better decisions on hull coating investments”, Sept. 2010” and also Exo environmental analysis report as discussed in the VPA-Passport.
Quality of employment: Evidences of the training provided to the ship owners/operators and to dry dock workers. Also ongoing training evidences to PPs own staff around sustainable technologies, and the topics of carbon and emission reductions resulting from improving fuel economy. PP is requested to provide copy of the report from “Haifeng Wang, Economic costs of CO2 emissions reduction for non-Annex I countries in international shipping. Energy for Sustainable Development, 14 (2010) 280–286” For more information, please refer to Appendix 4 CR 06 is closed.
Conclusion RINA confirms that conservative approach has been applied by PP to demonstrate sustainable development matrix of the project activity which is in line with GS requirement version 2.2
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SECTION F. Eligibility of VPA(s) and estimation of emissions reductions
F.1. Applicability of selected methodology and/or standardized baseline
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Means of
validation The GS methodology “Reducing emissions through the use of advanced hull coatings”, version 2.0 of 17/11/2014 /07/ is applied. Each VPA will meet the criteria defined in the applied methodology as it ensures that:
Applicability criteria VPA PAHSF Project 1 Crite
ria is
met?
The ship is not new i.e. it had at least one full docking cycle of operation with the traditional biocidal hull coating
RINA checked the data plan reports /40/. Apart from this, dates were also cross checked with the publicly available sites like marine traffic.com and vessel finder.com. It is confirmed that none of the ships are new and had at least one docking cycle with the baseline traditional biocidal hull coating. The baseline coating were also checked with antifouling certificates, dry dock reports, data plan reports, other documents from baseline paint manufacturer and ship owners /32/.
YES
Evidence is provided on time for validation to demonstrate that the advanced hull coating does not contain any biocides or other toxic materials.
The eco-efficiency reports of each ships /17/ confirms that the Intersleek system does not contain any biocides or other toxic materials. The above study was submitted to a third party critical review who certified that the study fulfils the relevant requirements for an eco-efficiency analysis /28/.
YES
The ship did not undergo engine overhaul or replacement or any other modifications that would reduce its fuel consumption.
Dataplan reports are provided to demonstrate that the ships didn’t undergo engine overhaul or replacement or any other modifications that would reduce it fuel consumption /40/
YES
Evidence needs to be provided to indicate hull cleaning dates in the baseline period
Dataplan reports are provided /40/ no hull cleanings took place in the baseline period. Further PP has confirmed that, in case there are any underwater cleanings in the project period, carbon credits may be limited as indicated in the methodology. The same is included as one of the monitoring parameter to be checked at the time of verification. Hence RINA accepted the justification.
YES
Certain countries or groups of countries may impose fuel efficiency conditions for ships , in those cases ERs would not continue to be eligible.
There are no mandatory requirements for the application of the anti-fouling system. Point 2.1 of Annex 1 to regulation EC No. 782/2003 of the European Parliament and of the Council of 14/04/2003 on the prohibition of organotin compounds of ships, found that the ship was in compliance with the regulation /25/. Also, checked with most recent IMO regulations “Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships /33/ /34/.
YES
ERs can only be claimed for one single projects docking cycle for each ship included in the project activity.
Checked the ER sheets /35/ and the ERs are only claimed for single docking cycle.
YES
If biofuel blends are used the % or petroleum and biofuel components of each fuel purchase should
be recorded. No credits are claimed for biofuel consumption.
As confirmed by the ship owners the biofuel blends are not used; However, the same can be confirmed only during verification.
Incases biofuel blends are used PP has agreed to apply the condition as mentioned in the methodology.
YES
Data are available for the entire baseline docking cycle and confirmed by official documentation.
The condition can be checked only at the time of verification. PP has confirmed to exclude the ships, which does not meet this condition. The same was accepted by RINA.
YES
Fuel consumption used for navigation purpose in baseline period should be used for regression analysis. Fuel consumption including manoeuvring activities, data is not used for regression analysis.
The condition needs to be checked at the time of verification. YES
The project applicant shall bear the cost of a professional statistician contracted by The Gold Standard Foundation for the validation of: - The results of the regression analysis applied to the submitted project activity in line with the model(s) provided in the methodology;
A new regression model presented for approval by The Gold Standard Foundation prior to the submission of a project activity
As per the information provided by the PP the underlying statistical model was not changed, so that a review by a statistician should not be necessary. The same was accepted by GS during VPA-1 validation.
YES
Methodology is applicable to manufacturer of the
advances hull coating and not to the individual ships or shipping company . It is applicable in case of shipping companies with own sufficient number of vessels for them to apply for carbon credits.
The project proponent, International Paint Ltd has signed the
heads of terms for carbon credit sharing agreement with all the shipping companies, whose ships are included in the project activity /29/.
YES
When the coating manufacturer is the aggregating entity the ship owner shall make available the fuel consumption data
Contract copies between Project proponent and shipping companies checked /29/, wherein one of the conditions is to provide the fuel consumption data of ships to the coating manufacturer and the same was accepted.
YES.
In addition the applicability condition of the following methodological tool are applicable: Tool for the demonstration and assessment of additionality - Version 07.0.0 /42/. The tool is
applied in the context to identify that there is at least one credible and feasible alternative that would be more attractive than the proposed VPA. Details are explained in section F.4 of this report.
Tool to calculate project or leakage CO2 emissions from fossil fuel combustion – Version 2 /43/. The tool is applied in the context of calculated the CO2 emissions from fossil fuel combustion based on the quantity of fuel combusted and its properties.
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Findings CR 07 1. PP is requested to provide the data plan reports and antifouling certificates and
inspection and testing reports of each ship. 2. Evidences to cross check the built month and year of the ship. This was not
transparent in the website vessel finder.com 3. PP is requested to provide the eco-efficiency reports and LCA study. 4. PP is requested to provide the most recent IMO regulations “Guidelines on the
method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships.
5. Ship log records to confirm the fuel consumption. 6. Though the statistical model is not changed in this VPA, the methodology
applicability requires the project applicant shall bear the cost of a professional statistician contracted by The Gold Standard Foundation for the validation of “the results of the regression analysis applied to the submitted project activity in line with the model(s) provided in the methodology”.
7. PP is requested to provide the ODA declaration form. Please refer to Appendix 4 of the report for more details. CR 07 is closed.
Conclusion RINA hereby confirms that the selected baseline and monitoring methodology is applicable to the Project, which complies with all the applicability conditions therein and the selected version is valid at the time of submission of the proposed project activity. It is also confirmed that all applicable tools are correctly applied for the project activity.
F.1.1. Deviation from methodology
Means of validation N/A
Findings N/A
Conclusion N/A
F.1.2. Clarification on applicability of methodology, tool
Means of validation N/A
Findings N/A
Conclusion N/A
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F.2. Sources and GHGs
Means of validation According to the applied methodology /07/ “The project boundary is the physical, geographical location of the ships to which the hull coating is applied. The project boundary covers the routes where each ship consumes fuel and where emissions occur. Since, improved hull coating reduces fuel consumption only during movement; only the cruising (or navigation) part of each route is considered (i.e. excluding ports, dry docks and manoeuvres) for the purpose of determining fuel consumption and emissions. In cases, where fuel consumption for navigations is not separately recorded, the project boundary would include “navigation and manoeuvring.” In both baseline and project scenarios, the same “boundary” for fuel consumption data is used.
GHGs involved
Description
Baseline emissions CO2 Fuel consumption by ship engines during voyages , which excludes rough seas
Project emissions CO2 Fuel consumption by ship engines during voyages , which excludes rough seas
Leakage NA
As discussed in the VPA-DD, the combustion of fuels in the engine also produces small amounts of methane (CH4) and nitrous oxide (N2O). Since there would be a reduction in the fuel consumption in project scenario compared to baseline, this will also lead to reductions in methane and nitrous oxide emissions. However, these emissions reductions have been neglected for conservativeness and the same was accepted by RINA. It is further noted that the ship coating involves electricity consumption. Since it is the case in both baseline and project. The same is excluded from ER calculations.
It is also expected that the ships involved in the VPA will not undergo underwater cleaning. Thus by not accounting the process & associated emissions with the present baseline scenario, the methodology is conservative. It is also checked that the emission sources which are not addressed by the applied methodology and which are expected to contribute more than 1% of the overall expected average annual emissions reduction have not been identified.
Findings CR 08 PP is requested to clarify with evidences that with the advanced hull coating, the vessels will no undergo underwater hull cleaning. Provide the data on fuel consumption for the ships involved in the VPA. For more details on closure, refer to Appendix 4 CR 08 is closed.
FAR 1 is raised. PP has confirmed that Ships that undergo hull cleaning in the project docking cycle while none occurred in the baseline docking cycle can only claim emission reductions under this methodology up to the time of the hull cleaning. PP has confirmed to analyse the situation of hull cleanings in baseline and project cycles , and submit the same along with the ship performance data at the time of verification. The same needs to be checked during the verification.
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Conclusion By checking the information and evidences available /02/ /29/ and by the physical site, RINA can confirm that all the emission sources and gases have been included in the project boundary and the description in the VPA-DD is accurate and complete, and also that the selected sources and gases are justified for the proposed project activity
F.3. Description of baseline scenario
Means of validation The “CDM Tool for the demonstration and assessment of additionality” is used as the basis for the identification of the baseline scenario and evaluation of additionality. The VPA comprises of 30 ships. The baseline scenario is defined for each ship at the VPA level. For each ship included in the VPA, it is demonstrated that the baseline scenario for the ship is the application of a biocidal foul release coating that was also applied in the previous hull coating cycle, which is nothing but the alternative 2 of sub-step 1a of step 1. PP has chosen common practice analysis to justify the selected baseline.
According the applied methodology /07/, the common practice analysis is carried out applying the 3 steps. The analysis is conducted at two level of technology: level 1 is silicone coating while level 2 is fluoro polymer /49/. The factor F shall be greater than 0.2 and the difference between the total number of ships per category and the ships those apply technologies different than the technology applied in the proposed project activity shall be greater than 3. The result of the common practice analysis is that the LNG carriers and cruise ships are not eligible because the F is greater than 0.2 for both the level services and would not be eligible for Gold Standard carbon credits. The baseline scenario is identified at the PoA level and at the VPA level is used different data for the baseline calculation. Therefore the baseline scenario is the fuel consumption of ships applying biocidal antifouling hull coating excluding the LNG carriers and cruise ships which would be not eligible for Gold Standard carbon credits due to the results of the common practice analysis.
Noted that the Common practice analysis considers all ships in service, determined from Lloyds Register, which is the most detailed shipping activity data base /48/. International Paint has access to this data base, and compiled the information. The analysis also uses the number of ships coated with Intersleek products, from IP own statistics /47/, and an estimate of application of competitor products from industry data bases and trade publications. It is also checked that PP has considered the ships that have started commercial operation before the start date of the VPA as well as after the start date, which is more conservative. Hence accepted.
According the applied methodology /07/ and the additionality tool /42/ the baseline scenario is the fuel consumption of ships applying biocidal antifouling hull coating excluding the LNG carriers and cruise ships, which would be not eligible for Gold Standard carbon credits based on the results from common practice analysis, as discussed above.
Findings CR 09 Provide evidences for the values used in the file “Common_practice_test 31aug16 clean.xlsx”, also clarify, why intersleek 970 and 1100SR not considered in the evaluation. Not clear, if the ships considered in the common practice analysis have started the commercial operation before the start date of the project. PP is further requested to clarify Panamax Tanker, Passenger/ Ro-Ro, Ro-Ro /Cargo and pure car carrier is referred to which category vessel of common practice analysis sheet. Provide an independent, third party review of advanced hull coatings, published in Fathom (2013)
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For more information, please refer to Appendix -4 CR 09 is closed.
Conclusion The approved baseline methodology /07/ has been correctly applied to identify the most reasonable scenario and the identified baseline scenario reasonably represents what would occur in the absence of the proposed GS VPA-2.
F.4. Demonstration of eligibility for the VPA(s)
>> As per the assessment in the table below, RINA confirms that the eligibility criteria for inclusion of the VPA in the PoA are in accordance with the Standard for demonstration of additionality, development of eligibility criteria and application of multiple methodologies for programme of activities, version 03.0 of 26/07/2013 /08/. Moreover RINA confirms that VPA meet these minimum eligibility criteria:
Do the eligibility Criteria
cover as minimum the
following?
Does the Specific VPA(s)
meets eligibility criteria?
(a) The geographical boundary
of the VPA including any time-
induced boundary consistent
with the geographical boundary
set in the PoA;
Geographical boundary is not involved in the PoA.
A set of 30 ships are identified and included in the boundary. They are identified under the IMO numbers verified through the website vesselfinder.com and marine traffic.com /22/.
(b) Conditions that avoid
double counting of emission
reductions like unique
identifications
of product and end-user
locations (e.g. programme
logo);
Each VPA includes a set of ships which are identified by the number issued by the International Maritime Organization.
A set of 30 ships are identified and included in the boundary. They are identified under the IMO numbers verified through the website vesselfinder.com and marine traffic.com /22/. The CME keeps a record of all ships included in this and all previous VPAs, to guarantee that there has been no double counting. CME also checks with Gold Standard to ensure that other Gold Standard projects or PoAs presented for similar project activities do not include any of the ships included in the proposed VPA. It is checked from the gold standard website that other than this project, there are no other VPAs or projects registered with the same methodology.
(c) The specifications of
technology/measure including
the level and type of service,
performance specifications
including compliance with
testing/certifications;
The technology comprises advance hull coating and the three main advanced products are denominated Intersleek 1100SR, Intersleek 900 family (comprising Intersleek 960 and Intersleek 970) and Intersleek 700 family (specifically Intersleek 757).
Checked with the data plan reports /40/ and PO /44/.
(d) Conditions to check the
start date of the VPA through
documentary evidence;
The start date of each VPA is checked through the evidence of the date on which the advanced coating is/was applied.
The start date of the VPA-2 considered is 20/01/2012, which is the earliest date at which either the implementation or construction or real action of the VPA begins. In this case is represented by the application
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of the advanced hull coating. The date was confirmed with the data plan reports and accepted /40/. The start date of the VPA is in line with the glossary of CDM terms, version 09.1 of 1/09/2017. RINA confirms that the start of the proposed VPA is after the start date of the PoA.
(e) Conditions that ensure
compliance with applicability
and other requirements of
single or
multiple methodologies applied
by VPAs;
Each VPA to be included in the PoA will meet the applicability conditions specified in the methodology.
Yes, it meets the applicability conditions. For more information, please refer to section F.1 above.
(f) The conditions that ensure
that VPAs meet the
requirements pertaining to the
demonstration of additionality
as specified in Section A above;
The additionality is demonstrated at the PoA and VPA level.
As discussed in the additionality section of this report, the common practice test is applied for each ship category confirming additionality for all ships included in the specific VPA /02/. For more information, please refer to section F.3 above.
(g) The PoA-specific
requirements stipulated by the
CME including any conditions
related to
undertaking local stakeholder
consultations and
environmental impact analysis;
As per the GS local stakeholder consultation must be carried out comprising ship owners and operators, as well as people at the manufacturing facilities where the advanced hull coating is manufactured.
The local stakeholder consultation and environmental analysis are done at VPA level.
Please refer to section B and C above for more information.
(h) Conditions to provide an
affirmation that funding from
Annex I parties, if any, does not
result in a diversion of official
development assistance;
ODA is not involved in the PoA/VPA .
ODA dated 24/04/2017 is included in Appendix 2 of the revised VPA DD /02/. It is confirmed that there is no finding that results in a diversion of official development assistance.
(i) Where applicable, target
group (e.g.
domestic/commercial/industrial,
rural/urban, grid connected/
off-grid) and distribution
mechanisms (e.g. direct
installation);
The target group is defined as shipping industry.
The target group is defined as shipping industry.
(j) Where applicable, the
conditions related to sampling
requirements for a PoA in
accordance with the approved
guidelines/standard from the
Board pertaining to sampling
and surveys;
No sampling and survey is applied for the specific VPA.
No sampling and survey is applied for the proposed VPA-2.
(k) Where applicable, the
conditions that ensure that
every VPA in aggregate meets
The PoA is a large scale and thus the criterion is not applicable.
The PoA is a large scale and thus the criterion is not applicable.
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the small-scale or micro-scale
threshold criteria and remains
within those thresholds
throughout the crediting period
of the VPA;
(l) Where applicable, the
requirements for the de-
bundling check, in case VPAs
belong to
small-scale (SSC) or micro-
scale project categories.
The PoA is a large scale and thus the criterion is not applicable.
The PoA is a large scale and thus the criterion is not applicable.
F.5. Estimation of emission reductions or net GHG removals by sinks
F.5.1. Explanation of methodological choices
Means of validation The emission reduction ERy by the proposed VPA /02/ during the crediting period is the difference between baseline emissions (BEy), project emissions (PEy) and emissions due to leakage (Ly) as follows.
Baseline emissions.
The baseline emissions are calculated as the fuel consumption which is the fuel that the ship would consumed if it had the historical, baseline coating. The historical data on daily fuel consumption are analysed using the regression approach which is in accordance with the applied methodology /07/. The following formula is used:
Where BFC is the quantity of fuel type that would have been combusted in ship durind a specific year (excluing the fuel not used for propulsion), and COEF is the CO2 emission coefficient of fuel type in year (Tco2/mass or volume unit). According the methodology the COEF is determined as per the methodological tool to calculate project or leakage CO2 emissions from fossil fuel combustion /31/. Option B is chosen where COEF is determined using NCV and EF standard values as per the IPCCC guidelines /23/.
The regression analysis /25/ of each ships is the base for the baseline emissions estimation. Each analysis contains data provided by the ship owner, as weather parameters, voyage parameters, fuel consumption separately for navigation and maneuvering activities.
Leakage.
As per the applied methodology /07/ the PoA/VPA comprise the uses of one coating product instead of another, no leakage effects are expected.
Findings CR 10 PP is requested to provide the ER spread sheets for each ship and the supporting evidences. VPA is not clear on how the project emissions are accounted. Please refer to Appendix 4 for more details. CR 10 is closed.
Conclusion The proposed VPA-2 correctly applies the approved Gold Standard Methodology “Reducing emissions through the use of advanced hull coatings”, version 2.0, dated 17/11/2014, which is as per the registered PoA.
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F.5.2. Data and parameters fixed ex ante
Means of validation The following table list the data and parameters fixed ex ante.
Data/parameter Unit Value applied
Assessment
1 NCV residual fuel oil TJ/Gg 40.4 The values are consistent with the registered VPA . The same was also cross checked with the IPCC guidelines Volume Energy (table 1.2 and 3.5.2) /23/ and found to be correct.
2 NCV marine diesel TJ/Gg 43.0
3 NCV low Sulphur heavy fuel oil
TJ/Gg 40.4
4 NCV liquefied natural gas
TJ/Gg 48.0
5 EF residual fuel oil Kg/GJ 77.4
6 EF marine diesel Kg/GJ 74.1
7 EF low Sulphur heavy fuel oil
Kg/GJ 77.4
8 EF liquefied natural gas
Kg/GJ 56.1
Findings N/A
Conclusion RINA confirms that the parameters listed above are fixed ex-ante and used for baseline, project emissions and leakage emissions calculation in accordance with the applied methodology and methodological tools and they are the same used at the validation stage.
F.5.3. Ex ante calculation of emission reductions or net GHG removals by sinks
Means of validation The ER calculations ex-ante is calculated by means of the values available in the eco-efficiency reports of each ship included in the VPA-2 /17/. The values provided for estimate of CO2 emissions from fuel savings, denominated “Off-shore Global Warming Potential are available for each ship in there eco-efficiency reports. Using the assumed docking cycle for each ship, and using the known date for application of the advanced hull coating, the end of the docking cycle for each ship is estimated. During this period, emissions reductions per year are determined from the annual average of the difference in “Off-shore Global Warming Potential” using the Biocidal coating (baseline) and advanced hull coating (project). Partial years, at the start and end of the docking cycle for each ship, are determined by pro-rating annual emissions. This was checked with “VPA 2 vessels data summary 18Dec2017.xlsx” /35/ and accepted.
Findings CR 10 Please refer to F.5.1 CR 10 is closed.
Conclusion It has been confirmed that the ex-ante calculation of emission reductions has been found to be satisfactorily demonstrated in the VPA DD vis a vis the ER calculation sheet and confirms that: - The ER calculation as described in D.6.3 of the CPA-DD is correct. - The calculation provided in the excel calculation sheet is correct. RINA confirms that the CPA-DD meets the requirements of para 144 of VVS.
F.5.4. Summary of ex ante estimates of emission reductions or net GHG removals by sinks
Means of validation The validation team has checked the ex-ante calculation in section D.6.3 and D.6.4 of the VPA-DD as well as the excel worksheet in detail /35/. The total emission reduction expected from VPA over the entire crediting period of 10 years is 459,241 tCO2e which makes the annual average to be 45,924 tCO2e.
Findings CR 10 Please refer to F.5.1 CR 10 is closed.
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Conclusion It has been confirmed that the summary of ex-ante estimates of emission reduction has been satisfactory demonstrated in the VPA-DD vis a vis the ER calculation sheet and also confirms that: - The annual, total and average values for baseline, project and leakage emissions as well as emission reductions have been listed correctly in the VPA-DD.
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F.6. Application of the monitoring methodology and description of the monitoring plan
F.6.1. Data and parameters to be monitored
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Means of validation The ex-post parameters that are mentioned in the methodology are included in the VPA-DD and in the monitoring plan, and are provided in compliance with the methodology.
Parameter Description/Assessment
1 j ship Identification number and name of the ship. The data is available from the ship owner or from the coating manufacturer. The monitoring frequency is once when the ship is coated. Cross checked the vessel IMO numbers with the website vesselfinder.com /22/ and the same is found to be consistent and appropriate.
2 date_prev(j). Date on which the previous coating application was finished on ship j. The data is available from the ship owner or from the coating manufacturer. The monitoring frequency is once when the ship is coated and it is recorded at the dry dock where the coating is applied.
RINA checked the same with : Dry dock reports, data plan report, antifouling
certificates, other documents from baseline paint manufacturer and ship owners /32/
3 Previous coating material (j). The data is available from the ship owner or from the coating manufacturer.
The monitoring frequency is once when the ship is coated and it is recorded at the dry dock where the coating is applied.
The baseline coating type was checked with Dry dock reports, data plan report, antifouling certificates, other documents from baseline paint manufacturer and ship owners /32/. Further the specifications were checked
with website of coating manufacturer /36/.
4 Hull cleaning (underwater) in baseline period (j) and project period.
Hull cleaning in the baseline was checked with data plan reports and it is confirmed that no such activity took place /40/
5 Date_adv(j) Date on which the advanced coating application is finished on ship (j). The data is available from the coating manufacturer. The monitoring frequency is once when the ship is coated and it is recorded at the dry dock where the coating is applied. Checked the data plan report for all the 30 ships to confirm the date of advanced hull coat. Same was found to be correct and accepted.
6 Advanced coating material (j). The data is available from the ship owner or from the coating manufacturer. The monitoring frequency is once when the ship is coated and it is recorded at the dry dock where the coating is applied. The advanced coatings applied comprise Intersleek 1100SR, Intersleek 900 family (comprising Intersleek 960 and Intersleek 970) and Intersleek 700 family (specifically Intersleek 757), aslo checked with the website /37/
7 Main engine fuel (j).: ship log records to will be checked to confirm the usage of main engine fuel. Further fuel purchase invoices to confirm the type of the fuel.
8 Auxiliary engine fuel (j). ship log records to will be checked to confirm the usage of auxiliary engine fuel. Further fuel purchase invoices to confirm the type of the fuel.
9 Engine or other modifications undertaken at the same time as the application of advanced hull coating: The
summary of day by day activities performed during the dry dock was checked with data plan reports /40/ and confirmed that no energy efficiency activities were carried out at the time of advanced hull coating. The monitoring frequency is once at the time of hull coating.
10 Change in fuel at the same time as the application of advanced hull coating: the same justification as above. The monitoring frequency is once at the time of hull coating.
11 Voyage data for ships operating on shorter voyages or on long routes
(a) Date
(b) Daily distance (nautical miles)
(c) Daily streaming time (hours)
(d) Average daily speed through water since last daily record (Knots)
(e) Sea state (Beaufort number)
(f) Vessel condition (ballast/loaded or displacement)
(g) Fuel consumption of the main engine since last daily record (tonnes)
(h) Daily fuel consumption of the auxiliary engine(s) since last daily record (tonnes)
12 Voyage data for ships operating on shorter
voyages
(a) Date of voyage start and end
(b) Distance between departure port and arrival port (nautical
miles)
(c) Voyage time (hours)
(d) Average navigation speed during voyage (Knots)
(e) Sea state (Beaufort number)
(f) Vessel condition of ship at the time of data recording (Ballasts/Loaded or displacement)
(g) Fuel consumption of the main engine for navigation part of voyage (tonnes)
(h) Fuel consumption of the auxiliary engine for navigation part of voyage (tonnes)
The data are available from ship operator and the monitoring frequency is per voyage.
The measurement method and/or equipment have been defined as GPS, fuel flow meter and ship log data.
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Findings CR 11
PP is requested to provide evidences of the baseline coating date for the ships included in this VPA.
PP is requested to provide evidences of the baseline coating material for all the 36 ships included in this VPA.
PP is requested to provide the hull cleaning (underwater) dates in the baseline period with supporting evidences and also for the project period is any.
Date on which the advanced coating application is finished on ship (j). The data is available from the coating manufacturer. PP is requested to provide evidences for the same.
PP is requested to provide the evidences of the advance coating material specifications and the test certificates.
PP is requested to provide the ship log records to confirm the usage of main engine fuel. Further provide the fuel purchase invoices to confirm the type of the fuel.
PP is requested to provide the ship log records to confirm the usage of auxiliary engine fuel. Further provide the fuel purchase invoices to confirm the type of the fuel.
PP is requested to provide third party evidences to confirm that no engine or other modifications undertaken at the same time as the application of advanced hull coating.
PP is requested to provide records for the Voyage data for ships operating on shorter voyages or on long routes, which includes (Date, Daily distance (clarify the measurement procedure), Daily streaming time (hours), Average daily speed through water since last daily record (Knots), Sea state (Beaufort number), Vessel condition (ballast/loaded or displacement) , Fuel consumption of the main engine since last daily record (tonnes), Daily fuel consumption of the auxiliary engine(s) since last daily record (tonnes) : clarify the fuel flow meter records, measurement procedures and the calibration frequency of flow meters) and (Date of voyage start and end, Distance between departure port and arrival port (nautical miles), Voyage time (hours), Average navigation speed during voyage (Knots), Sea state (Beaufort number), Vessel condition of ship at the time of data recording (Ballasts/Loaded or displacement), Fuel consumption of the main engine for navigation part of voyage (tonnes), Fuel consumption of the auxiliary engine for navigation part of voyage (tonnes)) For more information please refer to Appendix 4. CR 11 is closed and the following FAR is raised.
FAR 2 The summary of day by day activities performed during the dry dock was checked with data plan reports and confirmed that no energy efficiency activities were carried out at the time of advanced hull coating. However, it needs to be ensured that the ship dint undergo engine overhaul or replacement, or any other modification that would reduce its fuel consumption at any time during the docking cycle for which carbon credits are being claimed. The same needs to be checked during verification.
Conclusion The parameters to be monitored ex-post listed in the VPA-2 including the monitoring frequency and method is as per the methodology and registered PoA-DD
F.6.2. Description of the monitoring plan
Means of validation RINA checked the monitoring plan as described in section D.7.2 of the VPA-DD in detail and confirms that the monitoring plan for the VPA is in accordance with the GS methodology “Reducing emissions through the use of advanced hull coatings”, version 2.0 of 17/11/2014 /07/
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Findings CR 12 The VPA-DD is not transparent on the following:
QA/QC procedures.
Uncertainty levels, methods and the associated accuracy level of measuring instruments to be used for various parameters and variables.
Specifications of the calibration frequency for the measuring equipment.
The operational and management structure to be put in place to implement the monitoring plan.
Definition of responsibilities and institutional arrangements for data collection and archiving
Please refer to Appendix 4 for more information. CAR 12 is closed.
Conclusion RINA confirms that the monitoring plan mentioned in the VPA-DD is in accordance with the requirements mentioned in the monitoring methodology and the local regulatory requirements, as well the monitoring arrangements described in the monitoring plan are feasible within the project design. RINA is of the opinion that the monitoring plan will give opportunity for real measurement of achieved emissions reductions for 2 years after the crediting period.
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F.6.3. Description of the sustainability monitoring plan
Means of validation The sustainable development matrix is discussed in the VPA passport /03/ and it is in accordance with the Gold Standard requirements /10/. The defined the GS indicators in the SD are given below including their scores.
Air Quality. Score +. Reducing fuel consumption in ship engines means that less fuel is burnt with fewer emissions of Sox and Nox from combustion. At the same time the application of the Intersleek system reduces emissions of VOC compared to the biocidal systems /27/ /28/.
Water quality and quantity. Score +. The baseline hull coating is a class of biocidal antifoulings known as self-polishing copolymers (SPC); these paints are designed to dissolve away into the environment during use and so significant quantities of this paint (which include biocides) is also lost to the marine environment /27/ /28/.
Soil condition. Score +. According the Eco Efficiency analysis reports the Intersleek products are substantially lower in toxicity compared to biocidal systems and thus it does not affect the soil ecosystem /28/.
Other pollutant. Score +. Since the Intersleek system has no biocides means that none are released into the water; compared to the baseline coating, low quantity of copper is used and thus it reduces the potential acidification; less waste is generated due to less paint is needed /27/ /28/; the intersleek system being biocid-free it does not impact the loss of biodiversity /17/.
Quality of employment. Score +. The application of the Intersleek system reduces emissions of VOC compared to the biocidal systems thus workers are exposed to less contamination /17/. It is further checked that the PP has developed documented procedures like Carbon Credit Process Steps.pdf, Carbon Credits Webinar Revision 02.pdf, Data collection method.pdf, Dry docking procedure.pdf, which will be used in training the ship owners/30/ operators and to dry dock workers.
Livelihood of the poor. Score +. As the project reduces shipping fuel costs, it would reduce the cost of getting products to markets, indirectly benefitting those who depend on their production being sent by ships market.
Access to affordable and clean energy. NA
Human and institutional capacity. Score +. The application of the advanced hull coating to save fuel as well as the application of the monitoring methodology to evaluate ship fuel consumption would add to human and institutional capacity of ship owners and operators .
Quantitative employment and income generation. Score 0. Ships are coated in different locations many of which are in developing countries. The employed in the activity would acquire skills involving a sustainable technology. Moreover, since there is less VOC emissions, workers are exposed to less contamination.
Balance of payments and investment. Score 0. Even if many ships are registered in developing countries their geographical location is in developing countries (Non-Annex I) and the CO2 emissions are dominated by ships from Non-Annex I countries.
Technology transfer and technological self-reliance. Score +. Since CO2 emissions are dominated by ships from Non-Annex I countries, the GS carbon credits would help to promote the transfer of advanced coating technologies to these countries and to ship owners and operators in general.
Findings CR 06 Please refer to section E. CR 06 is closed.
Conclusion RINA confirms that sustainability monitoring plan and indicators included in the GS passport confirm to the sustainable development matrix outlined in the GS passport and conforms to GS requirement version 2.2.
GS-VAL-VPA-REP(12-2017) Page 27 of 62
Appendix 1. Abbreviations
Abbreviations Full Texts
BE Baseline Emissions
CAR Corrective Action Request
CDM Clean Development Mechanism
CDM M&P Modalities and Procedures CDM
CDM-PCP Clean Development Mechanism Project Cycle Procedure
CDM-PS Clean Development Mechanism Project Standard
CDM-VVS Clean Development Mechanism Validation and Verification Standard
CER(s) Certified Emission Reduction(s)
CH4 Methane
CR Clarification Request
CME Coordinating and Managing Entity
CO2 Carbon dioxide
CO2e Carbon dioxide equivalent
CP Certification Program
VPA Voluntary Programme Activities
CPA-DD Component Project Activity Design Document
DD Design Document
DNA DNHA
Designated National Authority Do No Harm Assessment
DOE Designated Operational Entity
EB Executive Board
EIA Environmental Impact assessment
ER Emission Reductions
FAR FR GS
Forward Action Request Feedback Round Gold Standard
GHG(s) Greenhouse gas(es)
GWP Global Warming Potential
IMO International Maritime Organization
IPCC Intergovernmental Panel on Climate Change
LSC Local Stakeholders Consultation
MEPC Marine Environment Protection Committee
MoV Means of Verification
MP Monitoring Plan
MR MSC
Monitoring Report Micro Scale
NGO Non-governmental Organization
ODA Official Development Assistance
PDD Project Design Document
PE Project Emission
PoA Programme of Activities
PoA-DD CMD Programme of Activities Design Document
PP(s) Project Participant(s)
Ref. Document Reference
RINA SD
RINA Services Spa Sustainability Development
SMP SS(s)
Sustainability Monitoring Plan Sectoral Scope(s)
SSC Small Scale
UNFCCC United Nations Framework Convention on Climate Change
VOC Volatile Organic Component
GS-VAL-VPA-REP(12-2017) Page 28 of 62
Appendix 2. Competence of team member and technical
reviewer
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GS-VAL-VPA-REP(12-2017) Page 33 of 62
Appendix 3. Documents reviewed or referenced
No. Author Title Referenc
es to the
documen
t
Prov
ider
1 International Paint Ltd
CDM-PoA-DD for PoA “Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF)”
version 5 of 25/08/2015.
PP
2 International Paint Ltd
CDM-CPA-DD for VPA “PAHSF Project 2” version 1 of 25/10/2016 version 2 of 3/07/2017 version 3 of 18/12/2017
PP
3 International Paint Ltd
VPA Passport “Programme for the application of advanced hull coatings to reduce shipping fuel consumption”.
Version 1 of 25/10/2016 version 02 of 28/03/2017 version 03 of 18/12/2018
PP
4 International Paint Ltd
LSC report : VPA 2 of Programme for the application of advanced hull coatings to reduce shipping fuel consumption (PAHSF)
version 1 of 25/10/2016
PP
5 CDM Executive Board
Clean Development Mechanism Project Standard version 07.0 of 01/06/2014
Others
6 CDM Executive Board
Clean Development Mechanism Validation and Verification Standard
version 07.0 of 01/06/2014
Others
7 Gold Standard Foundation
Gold Standard Methodology Reducing emissions through the use of advanced hull coatings
version 2.0 of 17/11/2014
Others
GS-VAL-VPA-REP(12-2017) Page 34 of 62
8 CDM Executive Board
Demonstration of additionality, development of eligibility criteria and application of multiple methodologies for programme of activities
version 03.0 of 26/07/2013
Others
9 CDM Executive Board
Sampling and surveys for CDM project activities and programme of activities
version 03.0 of 04/10/2013
Others
10 Gold Standard Foundation
The Gold Standard Requirements version 2.2 of 01/06/2012
Others
11 Gold Standard Foundation
The Gold Standard Principles 05/2013 Others
12 Gold Standard Foundation
The Gold Standard Toolkit version 2.2 of 01/06/2012
Others
13 Gold Standard Foundation
Revised Annex C – Guidance on project type eligibility -
14 Gold Standard Foundation
The Gold Standard PoA rules and guidance – Annex F (GSV2.2) -
15 CDM Executive Board
Component project activity design document form for CDM component project activities,
version 03.0 of 25/06/2014
-
16 Gold Standard Foundation:
Annex AM – PoA Passport template, version 2.2
-
17 International paint Ltd
Power point presentation on Fouling control-An Eco Efficiency Analysis for each ship, validated by Swedish Environmental Research Institute, which includes for intersleek 1100 SR and intersleek 900
18 International Paint Ltd
Local stakeholders consultation feedback form ship owners and employees of international Paint
- PP
19 International Paint Ltd
invitation to submit comments for the international paint employees Dated 15/08/2016
20 International Paint Ltd
Invitation to regional representatives of international paint to solicit stakeholders comments from shipping companies
Regulation (EC) No. 782/2003 of the European Parliament and of the Council on the prohibition of organotin compounds of ships
14/04/2003
26 International Paint Ltd
Intersleek family of products
27 JLA Media Ltd
Eco-efficiency, a new tool to support better decisions on hull coating investment:
Dated 09/2010
PP
28 Akzonobel
Eco-efficiency assessment reviewed by IVL Swedish Environmental Research Institute
Dated 27/02/2015
PP
29 Contracts between International Paint Ltd and shipping companies
Agreement copies between International Paint Ltd and the following shipping companies: 1. Anglo Eastern Ship Management Ltd: Blue Marlin 2. Kawasaki Kisen Kaisha, Ltd: Aegean Highway, Corona
Infinity, dated 27/12/2017 3. Flota Suardiaz.: Bouzas, Galicia and L’Audace, dated
“Baseline” tab of file “VPA 2 Dataplan and baseline report list 8jan18.xlsx”.
Point 3:
“Intersleek” tab of “VPA 2 Dataplan and baseline report list 21jun17”, included in response to CR 7,
point 2.
Walk_through presentation.ppt
Point 4:
MEPC.215(63).pdf
MEPC 245(66).pdf
Point 5: No documentation at this time
Point 6:
GS3429_GS2767_Registration Review_Final.pdf, p. 5
Point 7:
Annex D signed 24apr17.pdf in Dropbox folder “2016DGMD23 files for GS VPA 2 inclusion”
DOE assessment Date: 24/08/2017
1. Intersleek application data plan reports of the all the ships were checked. As discussed by PP, all the data
plan reports doesn’t include the certificate confirming that it is TBT free. However, it is clear from the reports
that costing material used were Intersleek 700, Intersleek 900 and Intersleek 1100SR and none of them
contain TBT.
2. Is open.
3.Eco efficiency report for all the 36 ships included in the VPA are checked and accepted.
4. Annex-5, Resolution MEPC 245(66), “2014 Guidelines on the Method of Calculation of the Attained Energy
Efficiency Design Index (EEDI) for New Ships” adopted on 04/04/2014 checked. Also Annex-11, Resolution
MEPC 215 (63)” Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index
(EEDI)”, checked and the same was accepted.
5. The fuel consumption records are only to make sure that no biofuels are used. PP can justify the same
with any other evidences.
6.RINA confirms that that the PP has used a model, which is already validated and is part of the
methodology. The PP has applied the model on the updated data, which is in line with the methodological
requirements. As per the documents “GS3429_GS2767_Registration Review_Final.pdf”, GS has confirmed
that the PP can use the same statistician opinion document since the PP is using an already validated model.
7. ODA is provided in Appendix 2 of the VPA-DD, dated 27/10/2014.
CR07 is open based on the above mentioned points 2 and 5.
CME response Date: 04/12/2017
1. Closed
2. Complete documentation supporting baseline coating type and application date is now provided,
as summarised in “VPA 2 Dataplan and baseline report list 8jan18.xlsx”
3. Closed. Note, however, that an updated report “VPA 2 Dataplan and baseline report list
8jan18.xlsx” is being submitted.
4. Closed
5. As suggested by validator in phone clarification, the VPA DD has been revised to note the
following “Any use of biofuels in either the baseline or project period will be determined during
data analysis to be presented with the monitoring report.”
6. Closed
7. ODA dated 24/04/2017 is included in Appendix 2 of revised VPA DD
Documentation provided by CME
Item 2. Baseline coating information:
VPA 2 Dataplan and baseline report list 8jan18.xlsx lists the documentation for all ships.
Files as listed in column J of Excel document listed above.
DOE assessment Date: 08/12/2017
GS-VAL-VPA-REP(12-2017) Page 52 of 62
2. From the websites, only the year of the build can be checked and not the month and day. The justification
provided by the PP is acceptable to RINA.
5. PP has confirmed that the bio fuel will be monitored during the verification period and accordingly
emissions would be detected in case it is used.
CR 07 is closed.
CR ID 08 Section no. F.2 Date: 06/06/2017
Description of CR
PP is requested to clarify with evidences s that with the advanced hull coating, the vessels will no undergo
underwater hull cleaning.
Provide the data on fuel consumption for the ships involved in the VPA.
CME response Date: 30/06/2017
Para 1. The methodology states:
Evidence needs to be provided to indicate (underwater) hull cleaning dates in the baseline period at
the time of registration for carbon credits, and records need to be kept to indicate underwater hull
cleaning during the project docking cycle, following the application of the advanced hull coating.
Ships that undergo hull cleaning in the project docking cycle while none occurred in the baseline
docking cycle can only claim emission reductions under this methodology up to the time of the hull
cleaning.
When we submit the ship performance data with the advanced hull coating (at the time of submission of the
Monitoring Report), we will analyze the situation of hull cleanings in baseline and project cycles.
Para 2. Detailed ship fuel consumption, both raw and processed to determine baseline and project emissions
will be provided with the Monitoring Report. The VPA DD provides ex ante estimates from the Ecoefficiency
analysis, which is based on a model of ship fuel consumption.
Documentation provided by CME
No additional documents for this CR.
DOE assessment Date: 24/08/2017
1. The PP has confirmed to submit the records of hull cleaning in the baseline and project period at the time
of Monitoring report submissions. The same needs to be checked and confirmed during the verification.
2. PP has confirmed to submit the ship fuel consumption log records during the verification . The ER
calculations are calculated based on the ex-ante data available from the eco-efficiency reports.
CR08 is closed and FAR 1 is raised based on the above mentioned point 1.
FAR 1 PP has confirmed that Ships that undergo hull cleaning in the project docking cycle while none occurred in the baseline docking cycle can only claim emission reductions under this methodology up to the time of the hull cleaning. PP has confirmed to analyse the situation of hull cleanings in baseline and project cycles , and submit the same along with the ship performance data at the time of verification. The same needs to be checked during the verification.
CR ID 09 Section no. F.3 Date: 06/06/2017
Description of CR
GS-VAL-VPA-REP(12-2017) Page 53 of 62
Provide evidences for the values used in the file “Common_practice_test 31aug16 clean.xlsx”, also clarify,
why intersleek 970 and 1100SR not considered in the evaluation.
Not clear, if the ships considered in the common practice analysis have started the commercial operation
before the start date of the project.
PP is further requested to clarify Panamax Tanker, Passenger/ Ro-Ro, Ro-Ro /Cargo and pure car carrier is
referred to which category vessel of common practice analysis sheet.
Provide an independent, third party review of advanced hull coatings, published in Fathom (2013)
CME response Date: 30/06/2017
Para 1. Cell G4 of the Excel sheet states the column title as “Number of ships with Level 2 coating (Intersleek
900+1100)”. Section A.3 of the VPA DD states: “The advanced coatings applied comprise Intersleek 1100SR,
Intersleek 900 family (comprising Intersleek 960 and Intersleek 970) and Intersleek 700 family (specifically
Intersleek 757).” It should be understood that Intersleek 700 and 900 comprises families, while the only 1100
is 1100SR. Thus all advanced hull coatings were considered in the common practice test.
Para 2. Common practice analysis considers all ships in service, determined from Lloyds Register, which is
the most detailed shipping activity data base. International Paint has access to this data base, and compiled
the information. The analysis also uses the number of ships coated with Intersleek products, from IP own
statistics, and an estimate of application of competitor products from industry data bases and trade
publications.
Para 3. The common practice analysis considers certain grouping of ships. However, certain groups may be
subdivided into more finer categories. Thus the common practice analysis considers tankers as a single
group. However, tankers are often divided by size. Thus Panamax is the largest size that can fit through the
Panama canal. This detailed classification is provided in the listing of ships included in the VPA. However, the
common practice analysis is based on the broader categories as defined in the Lloyds Register data base.
Para 4. Document provided: “Fathom Hempel com MGM.pdf”
Documentation provided by CME
Paras 1 to 3: no documentation provided.
Para 4:
Fathom Hempel com MGM.pdf
DOE assessment Date: 24/08/2017
1. The documents “Lloyds Vehicle Count, 2016. See file "VesselCountLloyds31Aug2016.xlsx" and “Number
of ships coated with Intersleek 700, Intersleek 900, Intersleek 1100 from International Paint, see "IP Vessel
Count by Year_2015 calc MGM.xlsx” checked. RINA confirms that the intersleek 900, 700 and 1100 were
used in the common practice analysis test . However, it is noted that for the sheet 2 of the excel file “IP
Vessel Count by Year_2015 calc MGM.xlsx”, the intersleek 1100SR counts from E14 to E35 is not consistent
with counts provided in the row 5 .Please clarify.
2. Noted that the PP has considered the ships before the start date of the project as well as after the start
date, which is more conservative. Hence accepted.
3. Justification provided by PP is accepted.
4. Hull coating for vessel performance by Fathom , marine energy and environment, checked.
CR09 is open based on the above mentioned point 1.
CME response Date: 04/12/2017
1.There was a transcription error in the file, which has now been affected in “IP Vessel Count by Year_2015
calc MGM_corr 29aug17.xlsx” The file name has been changed in the revised VPA DD. The correction does
not affect any calculations, hence does not affect the outcome of the common practice test.
2.Closed
3.Closed
4.Closed
Documentation provided by CME
IP Vessel Count by Year_2015 calc MGM_corr 29aug17.xlsx
DOE assessment Date: 08/12/2017
GS-VAL-VPA-REP(12-2017) Page 54 of 62
1. Revised excel sheet “IP Vessel Count by Year_2015 calc MGM_corr 29aug17.xlsx” checked and the
same is closed now.
CR09 is closed.
CR ID 10 Section no. F.5.1 Date: 06/06/2017
Description of CR
PP is requested to provide the ER spread sheets for each ships and the supporting evidences.
VPA is not clear on how the project emissions are accounted.
CME response Date: 30/06/2017
The ex ante estimates of emissions reductions are based on the Eco-efficiency analysis for each ship. See
response to CR 7, item 3 and Walk_through presentation.ppt, which explains the Eco-efficiency analysis. The
results are the basis for the estimation of ERs for the project period as summarized in the VPA DD. The
background analysis can be found in “VPA 2 vessels data summary 30mar2017.xlsx”
Ex-ante estimates of project and baseline emissions were determined from estimations of fuel consumption,
in the Eco-efficiency analysis for each ship. Ex post analysis would be based on monitored data covering the
baseline and project periods. These data and analysis would be submitted with the first Monitoring Report.
Documentation provided by CME
See Dropbox folder “2016DGMD23 files for GS VPA 2 inclusion”, subfolder “Ecoefficiency Report”,
which includes the analyses for each ship
VPA 2 vessels data summary 30mar2017.xlsx
DOE assessment Date: 24/08/2017
RINA accepts the justification provided by PP. The ER calculation ex-ante are calculated by means of the
values available in the eco-efficiency reports. The values provided for estimate of CO2 emissions from fuel
savings, denominated “Off-shore Global Warming Potential are available for each ship in there eco-efficiency
reports. Using the assumed docking cycle for each, and using the known date for application of the advanced
hull coating, the end of the docking cycle for each ship is estimated. During this period, emissions reductions
per year are determined from the annual average of the difference in “Off-shore Global Warming Potential”
using the Biocidal coating (baseline) and advanced hull coating (project). Partial years, at the start and end of
the docking cycle for each ship, are determined by pro-rating annual emissions. This was checked with “VPA
2 vessels data summary 30mar2017.xlsx” and accepted.
CR 10 is closed.
CR
ID
11 Section no. F.6.1 Date: 06/06/2017
Description of CR
GS-VAL-VPA-REP(12-2017) Page 55 of 62
1. PP is requested to provide evidences of the baseline coating date for the ships included in this VPA.
2. PP is requested to provide evidences of the baseline coating material for all the 36 ships included in this VPA.
3. PP is requested to provide the hull cleaning (underwater) dates in the baseline period with supporting
evidences and also for the project period is any.
4. Date on which the advanced coating application is finished on ship (j). The data is available from the coating
manufacturer. PP is requested to provide evidences for the same.
5. PP is requested to provide the evidences of the advance coating material specifications and the test
certificates.
6. PP is requested to provide the ship log records to confirm the usage of main engine fuel. Further provide the
fuel purchase invoices to confirm the type of the fuel.
7. PP is requested to provide the ship log records to confirm the usage of auxiliary engine fuel. Further provide
the fuel purchase invoices to confirm the type of the fuel.
8. PP is requested to provide third party evidences to confirm that no engine or other modifications undertaken at
the same time as the application of advanced hull coating.
9. PP is requested to provide records for the Voyage data for ships operating on shorter voyages or on long
routes, which includes (Date, Daily distance (clarify the measurement procedure), Daily streaming time
(hours), Average daily speed through water since last daily record (Knots), Sea state (Beaufort number),
Vessel condition (ballast/loaded or displacement) , Fuel consumption of the main engine since last daily
record (tonnes), Daily fuel consumption of the auxiliary engine(s) since last daily record (tonnes) : clarify the
fuel flow meter records, measurement procedures and the calibration frequency of flow meters) and (Date of
voyage start and end, Distance between departure port and arrival port (nautical miles), Voyage time (hours),
Average navigation speed during voyage (Knots), Sea state (Beaufort number), Vessel condition of ship at the
time of data recording (Ballasts/Loaded or displacement), Fuel consumption of the main engine for navigation
part of voyage (tonnes), Fuel consumption of the auxiliary engine for navigation part of voyage (tonnes))
CME response Date: 30/06/2017
GS-VAL-VPA-REP(12-2017) Page 56 of 62
We have converted bullet points into a numbered list, above, for ease of reply.
Point 1: we have some evidence documents at present, however have requested the remainder be obtained from the
vessel owners. We will provide all of this information to the DOE as soon as possible. (Pending completion.)
Point 2: as in point 1, we propose to provide this information as soon as possible. (Pending completion.)
Point 3: as in points 1 and 2, we propose to provide this information as soon as possible. . (Pending completion.)
Point 4: evidence of advanced hull coating application is provided in the Dataplan report for each vessel.
Point 5: The advanced coatings applied comprise Intersleek 1100SR, Intersleek 900 family (comprising Intersleek 960
and Intersleek 970) and Intersleek 700 family (specifically Intersleek 757).
Cardiff Marine newbuild Corossol Botafogo Scorpio com MGM.pdf
Intergis Shipping responses.pdf
Intergis Shipping DK Ione DK Initio newbuild report spp3_e_brochure com MGM.pdf
Grimaldi Eurocargo Genova Jun 2011 com MGM2.pdf
Grimaldi Grande Sierra Leone delivery news com MGM.pdf
VPA 2 Dataplan and baseline report list 8jan18.xlsx
2. The following files were corrected with a new date in the file name, but maintaining version 3, since the changes are very
minor:
International Paint VPA-2 DD v3 18dec17 tracked.doc
International Paint VPA-2 Gold Standard Passport v3 18Dec17 tracked.doc
IP Hull Coating VPA-2 LSC Report v3 18dec17 tracked.docx
VPA 2 vessels data summary 18Dec2017.xlsx
DOE assessment Date: 08/01/2018
1. Evidences for the baseline coating dates checked. Noted that following:
Furher evidences for baseline coat application dates for the vessels Botafogo, Corrossol, Scorpio and
Laurin Maritime provided. Checked and accepted
For Okinetio, Bouzas, Galicia, Euro cargo Genova, Grande Sierra Leone, Republica Argentina,DK ione, the
dates are corrected in the updated excel sheet “VPA 2 Dataplan and baseline report list 8jan18.xlsx”.
4. Intersleek coating date for MESM Kahla corrected to 08/04/2014 instead of 04/08/2014, both in the updated VPA
DD and the Passport.
CR 11 is closed and the following FAR is raised.
FAR 2 The summary of day by day activities performed during the dry dock was checked with data plan reports and confirmed that no energy efficiency activities were carried out at the time of advanced hull coating. However, it needs to be ensured that the ship dint undergo engine overhaul or replacement, or any other modification that would reduce its fuel consumption at any time during the docking cycle for which carbon credits are being claimed. The same needs to be checked during verification.
CR ID 12 Section no. F.6.2 Date: 06/06/2017
Description of CR
The VPA-DD is not transparent on the following:
1. QA/QC procedures.
2. Uncertainty levels, methods and the associated accuracy level of measuring instruments to be used
for various parameters and variables.
3. calibration frequency for the measuring equipment.
4. The operational and management structure to be put in place to implement the monitoring plan.
5. Definition of responsibilities and institutional arrangements for data collection and archiving
CME response Date: 30/06/2017
GS-VAL-VPA-REP(12-2017) Page 61 of 62
We have converted bullet points above into a numbered list, for ease of reply:
Points 1, 4 and 5:
The person responsible for administering the tasks within the management plan is the Foul Release Segment
Manager, Marine Marketing, International Paint Ltd. This position is currently held by Dr. Richard Towns. In
certain technical aspects, the Manager will be supported by PoA/VPA development consultants. For the PoA
and VPAs thereunder, this consultancy is being undertaken by FReMCo and MGM Innova.
The competencies and roles of the three companies are summarized below:
International Paint, part of AkzoNobel’s Performance Coatings division, is a leading provider of marine and
protective coatings. Within the carbon project, International Paint is the interface with its vessel owner
customers, and the liaison for FReMCo and MGM via which the vessel data is received. Again having been
involved in the carbon project since even before the GS methodology approval, International Paint is very
familiar with all aspects of the project. Moreover, as required by the Gold Standard methodology,
International Paint has agreements with all participating shipping companies, who provide required data for
analysis for the ships included in each VPA under the PoA approved by the Gold Standard (Gold Standard
ref: GS 3492).
MGM Innova is a multinational corporation that specializes in the design, development and implementation
of innovative solutions to help clients incorporate sustainable and low carbon practices in their products,
services, overall business strategy and operations. Having worked on more than 400 projects in 35 countries
around the world, MGM Innova offers unparalleled expertise in generating the solutions required to enable its
clients to build a sustainable business and to mitigate and adapt to the effects of climate change.
The FReMCo Group, founded in 1981, is an industry leading business consultancy with 30 years’ experience
in the environmental arena and carbon credit field. FReMCo’s strategies have improved the financial results
of some of the world’s largest and most successful companies, and it has been involved in a wide variety of
projects around the globe. FReMCo has significant experience in all aspects of the carbon credit area, and
has specific expertise in mobile source projects.
FReMCo and MGM were instrumental in the development of the GS advanced hull coatings methodology,
the Programme of Activities and first Voluntary Project Activity thereunder. Our team has been working on
this project with International Paint since 2009, and is very familiar with all aspects of the project. The
management plan within the PoA and subsequent VPAs was developed in conjunction with International
Paint, to safeguard robust and transparent transfer of data and to ensure compliance with all necessary
procedures outlined within the methodology and PoA. In 2015, FReMCo and MGM won global awards for the
Best Offsetting Project and Best Project Developer – Energy Efficiency in the Environmental Finance survey
of its peers.
Additional supporting documents are:
General Vessel Data Collection Method. Data collection method.pdf
Management System. Project Management System 29jun17.pdf
Points 2 and 3
These refer to instrument accuracy and calibration. The main parameter used in the determination of
emissions is fuel consumption. Ex-ante estimates of baseline and fuel consumption were based on the Eco-
efficiency analysis. For ex-post measurements, fuel consumption data would depend on fuel flow meters in
use. Models of fuel flow meters and their specifications will be provided together with the measured data, in
the first Monitoring Report.
The independent variables used in the regression model and for determining baseline emissions from
measured project data are days from sailing and ship speed. Ship speed is speed over ground, which is
determined accurately from ship location (GPS) and clocks which are accurate.
GS-VAL-VPA-REP(12-2017) Page 62 of 62
Documentation provided by CME
Points 1, 4 and 5:
Data collection method.pdf
Project Management System 29jun17.pdf
DOE assessment Date: 24/08/2017
1, 4 and 5: QA/QC procedures, The operational and management structure to be put in place to
implement the monitoring plan and Definition of responsibilities and institutional arrangements for
data collection and archiving were checked with documents General Vessel Data Collection
Method and Project Management System 29jun17. The same was accepted by RINA.
2 and 3: PP has confirmed to provide the details at the time verification. The Uncertainty levels,
methods and the associated accuracy level of measuring instruments to be used for various
parameters and variables and calibration frequency of the measuring equipment’s to be detailed in
the monitoring report and the DoE needs to check the same at the time of verification. The same
was accepted.
CR 12 is closed.
Table 1. FAR from this validation
FAR ID 01 Section No. F.2 Date: 08/01/2018
Description of FAR
PP has confirmed that Ships that undergo hull cleaning in the project docking cycle while none occurred in the baseline docking cycle can only claim emission reductions under this methodology up to the time of the hull cleaning. PP has confirmed to analyse the situation of hull cleanings in baseline and project cycle , and submit the same along with the ship performance data at the time of verification. The same needs to be checked during next verification.
CME response Date: DD/MM/YYYY
Documentation provided by CME
DOE assessment Date: DD/MM/YYYY
FAR ID 02 Section No. F.6.1 Date: 08/01/2018
Description of FAR
The summary of day by day activities performed during the dry dock was checked with data plan reports and confirmed that no energy efficiency activities were carried out at the time of advanced hull coating. However, it needs to be ensured that the ship dint undergo engine overhaul or replacement, or any other modification that would reduce its fuel consumption at any time during the docking cycle for which carbon credits are being claimed. The same needs to be checked during verification.