Technical guidance for the monitoring, certification and verification of engine power in EU fisheries control : developed by the technical working group on engine power, subgroup of the expert group on fisheries control.
Date: 2025-09-08
Institutions: Directorate-General for Maritime Affairs and Fisheries
Subjects: catch of fish, common fisheries policy, engine, fishing regulations, fishing vessel, technical specification, technical standard

Technical guidance   

for the monitoring, certification  
and verification of engine power  
in EU fisheries control

Written by Roos Diesel Analysis B.V. 
October – 2024 
E-mail: steven@shiptech.nl 

 
 
 
 
 
EUROPEAN COMMISSION 

Directorate-General for Maritime Affairs and Fisheries 
Directorate D — Fisheries Policy Mediterranean and Black Sea 
Unit D.4 — Fisheries Control and Inspections 

E-mail:   MARE-D4@ec.europa.eu 

European Commission 
B-1049 Brussels 

 
 
EUROPEAN COMMISSION 

Technical guidance for the 
monitoring, certification and 
verification of engine power in  
EU fisheries control 

Developed  by  the  Technical  Working  Group  on  Engine 
Power, subgroup of the Expert Group on Fisheries Control 

This guidance document is legally non-binding, intended to provide guidance to Member 
States and stakeholders about how EU law in the field of engine power certification and 
verification should be applied, on the basis of the views of the Commission’s Directorate-
General  for  Maritime  Affairs  and  Fisheries  and  the  majority  of  Member  States  in  the 
Expert Group on Fisheries Control, who endorsed this guidance on 7 March 2025. The 
binding  interpretation  of  EU  legislation  is  the  exclusive  competence  of  the  Court  of 
Justice  of  the  European  Union.  The  views  expressed  in  this  guidance  are  without 
prejudice to the position that the Commission might take before the Court of Justice. 

Directorate-General for Maritime Affairs and Fisheries 

2025 

 
 
 
 
 
 
 
 
 
EUROPEAN COMMISSION 

ABSTRACT (EN) 

Fisheries management depends on matching the intensity of fishing to the reproductive 
capacity  of  the  fish  stocks.  Engine  power  of  catching  vessels  is  one  of  the  capacity 
indicators  regulated  through  the  Entry/Exit  scheme  for  which  the  Common  Fisheries 
Policy (CFP) sets ceilings. Member States are required to put in place measures to adjust 
the fishing capacity of their fleet to their fishing opportunities over time. Engine power is 
also used as a determinant and restrictive parameter to manage fishing effort, aimed to 
protect  specific  areas  and  fish  stocks  and  to  manage  fisheries  sustainably.  Accurate 
declaration and registration of catching vessels’ engine power are essential elements of 
fleet  management  and  fisheries  management,  to  ensure  that  the  capacity  ceilings  of 
Member States’ fleets are not exceeded, that the capacity of the EU fleet is maintained 
at  a  level  to  avoid  increased  fishing  effort  and  possible  overfishing  of  stocks,  and  to 
ensure a level playing field between operators. 

Council Regulation (EC) No 1224/2009 and the Commission Implementing Regulation 
(EU) No 404/2011 set out the main responsibilities of Member States with regard to the 
monitoring,  certification  and  verification  of  engine  power  of  catching  vessels.  The 
objective  of  the  Technical  guidance  for  the  monitoring,  certification  and  verification  of 
engine power in EU fisheries control is to support the Member State authorities with the 
full  and  harmonised  implementation  of  an  adequate  monitoring,  certification  and 
verification  system  of  the  engine  power  of  catching  vessels  in  accordance  with  these 
regulations, including relevant elements of enforcement with regard to the identification 
of engine power related infringements and the regularisation thereof, as well as reporting 
requirements to the European Commission.  

The guidance also contains considerations and recommendations for possible (future) 
measures to contribute to the further improvement and harmonisation among Member 
States of engine power certification and verification related measures.      

The guidance has been developed within the framework of the Technical Working Group 
on  Engine  Power  which  is  managed  by  the  European  Commission  (DG  MARE)  with 
support of the external contractor Roos Diesel Analysis BV, and is composed of experts 
from the Member States’ competent authorities in the field of engine power certification 
and  verification,  the  European  Fisheries  Control  Agency  (EFCA)  and  other  external 
experts that were invited or consulted on an ad-hoc basis.  

The guidance is based on identified best practice verification and certification practices 
in all relevant Member States and input from Member States’ and external experts in the 
Technical Working Group. 

Representatives of the Classification Societies Bureau Veritas (BV) and Registro Italiano 
Navale (RINA) attended Working Group meetings and contributed to the development of 
the guidance. Gearbox manufacturers Hundested, Reintjes and ZF were consulted and 
contributed to part of the guidance dealing with gearbox energy losses.  

Directorate-General for Maritime Affairs and Fisheries 

2025 

 
 
 
Manuscript completed in October 2024 

This document has been prepared for the European Commission however it reflects the views only of the 
authors, and the European Commission is not liable for any consequence stemming from the reuse of this 
publication. 

Luxembourg: Publications Office of the European Union, 2025 

© European Union, 2025 

The reuse policy of European Commission documents is implemented by Commission Decision 
2011/833/EU of 12 December 2011 on the reuse of Commission documents (OJ L 330, 14.12.2011, p. 39). 
Unless otherwise noted, the reuse of this document is authorised under a Creative Commons Attribution 
4.0 International (CC BY 4.0) licence (https://creativecommons.org/licenses/by/4.0/). This means that 
reuse is allowed provided appropriate credit is given and any changes are indicated. 

For any use or reproduction of elements that are not owned by the European Union, permission may need 
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PDF 

ISBN 978-92-68-29119-1 

              doi:10.2771/0220138  

KL-01-25-039-EN-N 

 
 
 
 
 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Contents 

1. 

Introduction and regulatory context .................................................... 17 

1.1.  Engine power of catching vessels in the Common Fisheries Policy .... 17 

1.2.  Scope of the guidance ......................................................................... 18 

1.3.  Development of the guidance .............................................................. 18 

1.3.1.  Consultation of external experts ............................................................... 19 

1.4.  The application of the provisions on Engine Power of the Control 

Regulation, the Commission Implementing Regulation and the new 
Control Regulation ............................................................................... 20 

1.5.  The new Control Regulation in relation to ISO 15016:2015 ................. 21 

1.6.  The (new) Control Regulation in relation to ISO 3046-1:2002 ............. 22 

2. 

Terms and definitions ............................................................................ 23 

3.  Certification of engine power ................................................................ 38 

3.1.  Definition of the engine power certifying authority ............................... 38 

3.1.1.  Assigning engine power certification to Classification societies or other 

operators .................................................................................................. 39 

3.2.  Definition of the engine power certificate ............................................. 39 

3.3.  Declaration of engine power ................................................................ 41 

3.3.1.  The amount of rated engine power .......................................................... 41 
3.3.2.  The type of statement of engine power .................................................... 41 
3.3.3.  The type of power application .................................................................. 41 
3.3.4.  The type of engine power ......................................................................... 42 
3.3.5.  Auxiliaries fitted to the engine .................................................................. 42 
3.3.6.  ISO power coding designation ................................................................. 42 

3.4.  Derating ............................................................................................... 43 

3.5.  Certified maximum continuous engine power ...................................... 43 

3.6.  Engine selection .................................................................................. 44 

3.7.  Suitability assessment ......................................................................... 45 

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3.8.  Accounting for propulsion system variants .......................................... 48 

3.8.1.  Alternative or multi-fuel engines ............................................................... 48 
3.8.2.  Booster arrangements .............................................................................. 48 
3.8.3.  Multiple main engines ............................................................................... 48 
3.8.4.  Diesel-electric propulsion systems ........................................................... 48 

3.9.  Pre-installation physical engine power verification ............................... 49 

3.9.1.  Pre-installation physical engine power verification test programme ......... 49 
3.9.2.  Pre-installation physical engine power verification test report .................. 50 

3.10. Ensuring ongoing compliance .............................................................. 51 

3.10.1. The application of seals ............................................................................ 52 
3.10.2. Electronic derating of engines .................................................................. 59 

3.11. Sea trial ............................................................................................... 64 

3.11.1. The verification of engine performance parameters during the sea trial .. 64 

3.12. Certification of engines already installed on board .............................. 65 

4.  Engine power verification ..................................................................... 67 

4.1.  Vessels equipped with a permanently installed system that  

measures and records engine power ................................................... 67 

4.2.  Vessels not equipped with a permanently installed system that 

measures and records engine power ................................................... 67 

4.3.  Risk analysis and sampling ................................................................. 67 

4.3.1.  Individual kW*days fishing effort .............................................................. 68 
4.3.2.  Subject to power limitations ...................................................................... 68 
4.3.3.  Power to tonnage ratio ............................................................................. 69 
4.3.4.  Additional risk criteria ............................................................................... 69 
4.3.5.  Considerations ......................................................................................... 71 

4.4.  Data verification of selected vessels .................................................... 72 

4.4.1.  Vessel position data ................................................................................. 73 
4.4.2.  Fishing logbook data ................................................................................ 75 
4.4.3.  The Engine International Air Pollution Prevention (EIAPP) Certificate ..... 77 
4.4.4.  Class certificates ...................................................................................... 78 
4.4.5.  Sea trial report .......................................................................................... 78 
4.4.6.  Union Fleet Register ................................................................................. 78 
4.4.7.  Other documents ...................................................................................... 79 
4.4.8.  Data verification report ............................................................................. 79 

4.5.  Physical engine power verification ....................................................... 81 

4.5.1.  Selection of vessels for physical engine power verification ...................... 81 
4.5.2.  Principles regarding early notification of vessels selected for physical 

engine power verification .......................................................................... 82 
4.5.3.  Responsibilities ........................................................................................ 82 
4.5.4.  Preparation of the verification ................................................................... 84 
4.5.5.  Physical measurement of power .............................................................. 88 
4.5.6.  Vessel operating conditions during the verification .................................. 93 
4.5.7.  External factors that affect the engine load during the verification ........... 96 

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Technical guidance for the monitoring, certification and verification of engine power in  
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4.5.8.  Observation of the engine and the gearbox ............................................. 98 
4.5.9.  Observation of the engine performance during the verification ................ 99 
4.5.10. Observation of the vessel performance during the verification .............. 108 

4.6.  Processing the results of the engine power measurement ................ 109 

4.6.1.  Power correction for energy losses in the gearbox ................................ 109 
4.6.2.  Power correction for non-essential dependent auxiliaries ...................... 110 
4.6.3.  Correction for Power Take In (PTI) / booster arrangements .................. 111 
4.6.4.  Power correction for ambient conditions ................................................ 111 

4.7.  Compliance assessment based on a physical engine power  

verification ......................................................................................... 113 

4.8.  Reporting a physical engine power verification .................................. 114 

4.8.1.  Reporting the vessel, engine and gearbox characteristics ..................... 114 
4.8.2.  Reporting the measured engine power .................................................. 115 
4.8.3.  Reporting the ambient conditions ........................................................... 115 
4.8.4.  Reporting the vessel performance ......................................................... 115 
4.8.5.  Reporting the engine performance ......................................................... 115 

4.9.  Considerations with regards to physical engine power verification .... 116 

4.9.1.  Diesel engine arrangements .................................................................. 116 
4.9.2.  Diesel-electric propulsion ....................................................................... 116 
4.9.3.  Indications of non-compliance ................................................................ 117 
4.9.4.  Assigning (physical) engine power verification to an external  

contractor ............................................................................................... 118 

5. 

Infringements ....................................................................................... 119 

5.1.  Serious infringements under the current legislation  

(until 9 January 2026) ........................................................................ 119 

5.2.  Serious infringements under the new Control Regulation  

(from 2026 onwards) .......................................................................... 120 

5.3.  Manipulation of an engine or continuous engine power monitoring 

device ................................................................................................ 122 

6.  Regularisation procedure ................................................................... 124 

6.1.  Under-declaration of an engine operating at its rated output ............. 124 

6.2.  Tampering with mechanical engine settings ...................................... 125 

6.3.  Tampering with electronic engine settings ......................................... 125 

6.4.  Using the verification result for certification purposes ........................ 126 

6.5.  Regularisation of a vessel where the shaft power cannot  

be measured ...................................................................................... 127 

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Technical guidance for the monitoring, certification and verification of engine power in  
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7.  Reporting to the Commission ............................................................. 128 

7.1.  Reporting obligation on the Union fishing fleet register ...................... 128 

7.2.  Reporting obligation under the Control Regulation ............................ 128 

8.  Exceptions, considerations and future developments ..................... 130 

8.1.  Design requirements for newly built catching vessels ........................ 130 

8.2.  Access to electronically controlled engines ....................................... 130 

8.3.  Verification of engine power on board vessels where a physical  

engine power verification cannot be conducted ................................. 131 

8.3.1.  Alternative power determination methods .............................................. 133 

8.4.  Harmonisation and cooperation beyond the scope of the  

Working Group ................................................................................... 134 

8.5.  Accounting for technical progress ...................................................... 136 

Annexes ........................................................................................................ 137 

9 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Executive summary 

Engine  power  is  one  of  the  capacity  indicators  of  catching  vessels  regulated 
through the Entry/Exit scheme for which the Common Fisheries Policy (CFP) sets 
ceilings.  Member  States  are  required  to  put  in  place  measures  to  adjust  the 
fishing capacity of their fleet to their fishing opportunities over time. Engine power 
is also used as a determinant and restrictive parameter to manage fishing effort, 
aimed  to  protect  specific  areas  and  fish  stocks  and  to  manage  fisheries 
sustainably.  The  declared  and  certified  maximum  continuous  engine  power  of 
catching vessels must reflect the actual maximum power of propulsion engines 
installed on board, which is essential for sustainable fisheries management and 
to realise a level playing field among competing fishermen in the European Union. 
In accordance with Council Regulation (EC) No 1224/2009 (hereafter: the Control 
Regulation), Member States must certify and verify the engine power of certain 
catching  vessels  to  ensure  the  correct  declaration  and  registration  of  engine 
power.  At  the  end  of  2023,  Council  Regulation  (EC)  No 1224/2009  has  been 
amended  by  Regulation 
the  new  Control 
Regulation)1.  

(EU)  2023/2842 

(hereafter: 

The guidance has been developed within the framework of the Technical Working 
Group on Engine Power, to support full and adequate implementation by Member 
States of the regulatory requirements to certify and verify engine power, as laid 
down  in  the  (new)  Control  Regulation.  The  working  group  is  managed  by  the 
European Commission (DG MARE) with support of the external contractor Roos 
Diesel  Analysis  BV,  and  is  composed  of  experts  from  the  Member  States’ 
competent  authorities  in  the  field  of  engine  power  certification  and  verification, 
the European Fisheries Control Agency (EFCA) and other external experts that 
were invited or consulted on an ad-hoc basis.  

The  guidance  explains  certain  essential  concepts  and  definitions  related  to 
engine  power, 
to  ensure  a  common  understanding  and  harmonised 
implementation of the (new) Control Regulation. Paramount concepts covered by 
the guidance are: 

Engine  power  is  defined  in  accordance  with  ISO  3046-1:2002,  which 
means  that  the  amount  of  power  attributed  to  the  engine  is  the  amount 
available  at  the  output  flange  of  the  engine  (brake  power),  and  that  the 
fitting  of  auxiliary  equipment,  fuel  specifications  and  ambient  conditions 
need  to  be  considered  when  determining  engine  power.  Furthermore, 

1 

Any use of “(new) Control Regulation” refers to both the Control Regulation and the new 
Control Regulation. 

10 

 
 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

when  power  is  measured  at  any  other  location  than  the  output  shaft  or 
flange of the engine, for instance at the propeller shaft, corrections need 
to be applied to approximate the engine’s brake power.  

Derating is defined as reducing the maximum continuous power that can 
be obtained from the engine through (a) technical modification(s) made to 
the engine such as the change of its configuration (parts) or mechanical 
or  electronic  settings  that  affect  power  such  as  the  fuel  injection  timing, 
maximum  quantity  of  fuel  being  injected  per  cycle,  maximum  engine 
speed, or a combination of these, provided that there is no possibility to 
increase the performance of the engine above the derated power after the 
deration is completed. 

Certification of engine power 

In accordance with the (new) Control Regulation, the engine power can only be 
certified if the engine is not capable of developing more than the stated maximum 
continuous engine power, which implies that Member States have a responsibility 
to  implement  measures  that  aim  to  ensure  that  the  declared  and  /  or  certified 
engine power cannot be exceeded.  

The  concepts  recommended  in  the  guidance  to  be  applied  during  the  engine 
power certification process, to ensure that the declared engine power can indeed 
not be exceeded, are:  

Designating a single, suitable, document as the engine power certificate 
in  the  meaning  of  the  (new)  Control  Regulation,  and  application  of  an 
unambiguous definition of the engine power stated on that certificate.  

Critical  evaluation  of  the  intrinsic  (power)  capacity  of  newly  installed 
engines, during the engine selection process, to ensure that new engines 
are actually suitable for the vessel they are installed in, and to mitigate 
the risks associated with excessively powerful engines. 

Conducting physical tests before the engine is installed on board a vessel 
(pre-installation  physical  verification),  to  verify  whether  the  engine  is 
indeed not more powerful than declared. 

Application  of  ongoing  compliance  measures,  such  as  seals  or 
electronic protection, to prevent unnoticed and / or unauthorised tampering 
with  engine  settings  after  the  engine  power  has  been  verified.  This  is 
particularly important in case of derated engines.  

Conducting  a  sea  trial  before  commissioning  of  the  vessel  and  /  or  its 
engine,  to  ensure  whether  settings  and  parameters  have  not  changed 
since the pre-installation physical verification, or in case such verification 
has not been conducted, to conduct a shaft power measurement.  

11 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Verification of engine power 

In accordance with the (new) Control Regulation, Member States have a duty to 
verify the engine power of catching vessels in their fleet. The procedure laid down 
in the (new) Control Regulation and Commission Implementing Regulation (EU) 
No 404/2011, is that Member States draw a risk based sample of vessels that will 
undergo  a  data  verification.  If  a  data  verification  yields  indications  of  non-
compliance,  the  Member  State  must  proceed  to  a  physical  engine  power 
verification. 

As  from  10 January  2028,  a  catching  vessel  equipped  with  a  permanently 
installed  system  that  measures  and  records  engine  power,  that  meets  all 
requirements  laid  down  in  Article  39(a)  of  the  new  Control  Regulation  and  all 
the  Commission 
detailed  rules  concerning  such  systems  laid  down  in 
implementing  acts,  is  not  required  to  undergo  a  data  verification  or  physical 
engine power verification, other than the assessment of recorded engine power 
data of the permanently installed system by the competent authorities. 

Drawing a sample of vessels to undergo a data verification 

In  accordance  with  the  regulations,  operation  of  a  catching  vessel  under  an 
individual fishing effort regime (kW*days), operation of a catching vessel subject 
to  power  limitations  and  a  catching  vessel  having  a  relatively  high  power-to-
tonnage ratio compared to similar vessels in the same fleet, must be considered 
risk factors to be accounted for in the sampling process. It is recommended to 
consider the amount of declared auxiliary power as an additional risk factor.  

The guidance contains a practical example on how to determine the sample size, 
and recommend to select vessels on a recurring basis.  

Data verification 

Selected vessels must undergo a data verification, which consist of analysis and 
cross checking of engine power values and engine power related parameters, to 
identify vessels at risk of non-compliance. In accordance with the (new) Control 
Regulation, as a minimum, the following data sources must be considered: vessel 
position data, fishing logbook data, the EIAPP certificate, Class certificates, the 
sea trial report and the Union fleet register. 

The guidance contains extensive recommendations on how to assess data from 
these  sources  and  recommend  to  document  these  assessments  in  a  data 
verification report, to substantiate the consequential decision whether or not to 
proceed to a physical engine power verification.  

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Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Physical verification 

A  physical  engine  power  verification  is  conducted  when  a  data  verification  as 
described above yields indications of non-compliance, or when a Member State 
has  other  suspicions  of  non-compliance  against  a  vessel.  A  shaft  power 
measurement,  based  on  shaft  torque  and  revolutionary  speed  measurement, 
must  be  part  of  a  physical  verification.  The  principles  recommended  in  the 
guidance concerning physical engine power verifications are: 

Physical  power  verifications  should  be  conducted  on  an  unannounced 
basis. 

Member  States  must  ensure  that  physical  power  verifications  are 
conducted 
in  a  safe  manner.  The  guidance  contains  detailed 
recommendations that aim to contribute to safe working practices.  

Physical power verifications must be adequately prepared. The guidance 
contains detailed recommendations on how to prepare a physical power 
verification.  

The  power  measurement  (and  other,  if  applicable)  equipment  must  be 
accurate  and  calibrated,  and  must  be  installed  in  accordance  with  the 
manufacturer’s instructions.  

Physical  power  verifications  must  be  conducted  by  skilled  and  trained 
personnel.  

Engine power data must be logged and retained to remain available for 
further analysis in case verification results are questioned or disputed or 
are part of an infringement procedure. 

The  amount  of  propulsive  power  required  by  the  vessel  is  affected  by, 
among other factors, the deployment and position of fishing gear in case 
the vessel is equipped with towed gear, and the propeller pitch position 
in  case  the  vessel  is  equipped  with  a  controllable  pitch  propeller.  The 
guidance contains detailed recommendations on how to account for these 
two factors during a physical engine power verification.   

The  amount  of  propulsive  power  required  by  the  vessel  is  affected  by, 
among other factors, external factors: wind, waves, water depth, current 
and steering. The guidance contains detailed recommendations on how to 
account for these factors, and if possible how to mitigate their effect, during 
a physical engine power verification.   

The  engine  must  be  observed  and  its  performance  must  be  assessed 
during the physical power verification, to determine whether the measured 
power is the actual maximum amount of power the engine can produce. 
Which  settings  and  /  or  parameters  must  be  assessed  is  engine  (type) 
specific and elaborated on in the guidance. 

13 

Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

The  power  measured  during  a  physical  engine  power  verification  is  typically 
obtained at the propeller shaft of a vessel under site ambient conditions, which 
may  differ  from  the  declared  engine  power  which  is  specified  as  break  power 
under  reference  ambient  conditions  in  accordance  with  ISO  3046-1:2002.  The 
following factors, which may cause a discrepancy between measured power and 
declared power, are considered in the guidance: 

Energy  efficiency  of  the  gearbox,  which  is  typically  incorporated  in  the 
driveline  between  the  engine  and  the  propeller  shaft.  The  guidance 
contains  recommendations  and  calculation  examples  for  gearboxes  of 
which no official efficiency data are known. The recommended efficiency 
to assume depends on the gearbox direction of rotation, the incorporation 
of  a  clutch,  the  number  of  pre-stages,  and  the  incorporation  of  auxiliary 
drives.  

Energy consumed by non-essential driven auxiliaries such as hydraulic 
pumps and shaft generators. It is recommended to either disengage the 
auxiliary  or,  if  this  is  not  possible,  to  let  it  run  freely.  If  this  is  also  not 
possible, the nominal power of the auxiliary must be applied as correction 
to the measured amount of power. 

The  site  ambient  conditions  on  board  may  differ  from  the  reference 
conditions under which the declared engine power has been determined. 
In  specific  cases,  it  is  recommended  to  apply  the  correction  methods 
provided in ISO 3046-1:2002 to account for these differences.  

It  is  recommended  to  report  the  measurement  results  and  the  consequential 
compliance  assessment  in  a  physical  power  verification  report.  The  guidance 
contains examples for calculations of the correction factors referred to above, an 
example how to apply them in an overall compliance assessment, and a checklist 
for the information and data to be included in the physical engine power report.  

Infringements 

The guidance summarises the regulatory context concerning infringements. The 
criteria for serious infringements related to engine power under the (new) Control 
Regulation are presented, including a calculation example on how to establish a 
serious infringement from a physical engine power verification result.  

Reference  is  made  to  manipulation  of  a  continuous  engine  power  monitoring 
device, which will become more relevant once these devices will be installed on 
a large scale.  

14 

 
 
 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Regularisation 

Regularisation is the process of verifying that the engine can no longer exceed 
the  declared  amount  of  power  after  an  infringement  has  previously  been 
established. The following methods of regularisation are covered in the guidance: 
reducing  the  maximum  engine  power  and  (re)securing  the  derated  settings, 
declaring a higher amount of engine power than before, equipping the vessel with 
a continuous monitoring device, and replacing the engine. 

Which  method  or  combination  of  methods  is  recommended  or  permitted  for  a 
specific vessel depends on national legislation in the Member State which may 
restrict permitted derating, European and / or national legislation that may prohibit 
registration of an engine the power of which exceeds a certain threshold, and the 
technical characteristics of the engine such as its control system that determines 
whether the engine can be adequately derated.  

The guidance contains detailed recommendations on regularisation in different 
scenarios,  considering  the  aspects  referred  to  above.  The  guidance  also 
elaborates on the conditions under which the power measured during a physical 
engine  power  verification  may  be  declared  the  actual  maximum  power  of  the 
vessel.  

Reporting to the Commission 

In accordance with Article 118(1) of the (new) Control Regulation, Member States 
are required to transmit, every five years, a report on the application of the Control 
Regulation  to  the  Commission.  In  accordance  with  Article  39(2)  of  the  Control 
Regulation, as part of this report, Member States need to inform the Commission 
on the control measures they have undertaken to ensure that the certified engine 
power is not exceeded. A detailed list of aspects to be covered in this report is 
presented  in  the  guidance.  The  guidance  also  highlights  Member  States’ 
responsibilities  for  the  quality  and  accurate  reporting  of  engine  power  in  the 
national  fishing  fleet  register  and  the  Union  fleet  register,  which  is  essential  to 
monitor  whether  the  Member  States’  fishing  capacity  ceilings  are  respected  in 
accordance with the CFP requirements. 

Considerations 

Several aspects are presented in the guidance that need to be followed up further 
to  enable  full  implementation  of  the  engine  power  regulations  and  the 
recommendations documented in the guidance to all vessels concerned: 

It  may  be  impossible  to  conduct  a  shaft  power  measurement  on  board 
vessels with certain design characteristics. Therefore it is recommended 
to  ensure  during  the  design  and  construction  of  new  vessels  that  a 
temporary engine power verification can reasonably be conducted and a 
continuous shaft power measurement system can reasonably be installed. 

15 

Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

For the effective application of the certification and verification procedures 
to  electronically  controlled  engines  under  the  (new)  Control  Regulation, 
access  to  the  ECU(s)  that  govern(s)  the  engine  is  required  at  various 
occasions. In practice, the limited harmonisation and availability of IT tools 
and scarcity of (independent) operators of these tools may jeopardise the 
effective  implementation  of  parts  of  the  engine  power  certification  and 
verification guidance. 

Conducting a physical engine power verification based on (propeller) shaft 
torque measurement (and / or the installation of a continuous shaft power 
measurement system) is not possible on board certain vessels within the 
existing fleet of Union catching vessels. It may be considered reasonable 
that certifying authorities demand structural modifications to be made to 
vessels where a physical engine power verification cannot be conducted. 

Several  candidate  methodologies  to  substitute  shaft  torque  and 
revolutionary speed as method to determine or approximate the maximum 
engine  power  of  a  catching  vessel  in  the  context  of  the  (new)  Control 
Regulation are presented in the  guidance, but none of these alternative 
methods are considered suitable for engine power certification purposes 
at this point. 

The guidance identifies the following aspects where Member States may benefit 
from  harmonisation  and  cooperation:  the  suitability  assessment  (of  newly 
installed  engines),  the  development  of  ongoing  compliance  measures  and 
physical engine power verification capacity building. 

The guidance in this document is based on the technical insights at the time of 
writing. Future amendments of the (new) Control Regulation, the development of 
a new Commission Implementing Regulation, new technical insight in the field 
of engine power determination, including but not limited to alternative methods 
that could be considered, may need to be reflected in (a) revised version(s) of 
this guidance. 

16 

Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

1.  Introduction and regulatory context 

1.1. 

Engine power of catching vessels in the Common 
Fisheries Policy 

Engine power and gross tonnage are used to define the fishing capacity of the 
EU  fishing  fleets  within  the  framework  of  the  Common  Fisheries  Policy2 
(hereafter: CFP). In accordance with Article 22(1) of the CFP, Member States of 
the European Union are required to put in place measures to adjust the fishing 
capacity of their fleet to their fishing opportunities over time, taking into account 
trends, and based on scientific advice, with the objective of achieving a stable 
and enduring balance between them. The entry-exit regime laid down in Article 23 
of the CFP aims to prevent the fishing capacity of European fishing fleets from 
growing. Engine power is also one of the determinants of fishing effort in most 
fishing  effort  regimes,  that  are  established  to  protect  specific  areas  and  fish 
stocks.   

Taking the important role of engine power in the European fishing policy context 
into consideration, it is obvious that declared and certified maximum continuous 
engine  power  of  catching  vessels  must  reflect  the  actual  maximum  power  of 
propulsion  engines  installed  on  board.  Full  and  adequate  implementation  by 
Member States of the regulatory requirements to certify and verify engine power, 
as laid down in Council Regulation (EC) No 1224/20093 (hereafter: the Control 
Regulation), is essential for sustainable fisheries management and to realise a 
level playing field among competing fishermen in the European Union.  

2  REGULATION  (EU)  No  1380/2013  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE 
COUNCIL  of  11  December  2013  on  the  Common  Fisheries  Policy,  amending  Council 
Regulations (EC) No 1954/2003 and (EC) No 224/2009 and repealing Council Regulations 
(EC) No 2371/2002 and (EC) No 639/2004 and Council Decision 2004/585/EC. 

3  Council  Regulation  (EC)  No  1224/2009  of  20  November  2009  establishing  a  Community 
control  system  for  ensuring  compliance  with  the  rules  of  the  common  fisheries  policy, 
amending  Regulations  (EC)  No  847/96,  (EC)  No  2371/2002,  (EC)  No  811/2004,  (EC)  No 
768/2005, (EC) No 2115/2005, (EC) No 2166/2005, (EC) No 388/2006, (EC) No 509/2007, 
(EC)  No  676/2007,  (EC)  No  1098/2007,  (EC)  No  1300/2008,  (EC)  No  1342/2008  and 
repealing Regulations (EEC) No 2847/93, (EC) No 1627/94 and (EC) No 1966/2006. (OJ L 
343, 22.12.2009, p. 1.). 

17 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

Council Regulation (EC) No 1224/2009 has been amended by Regulation (EU) 
2023/28424  (hereafter:  the  new  Control  Regulation).  Any  use  of  “new  Control 
Regulation” hereafter refers to the amended Control Regulation.  

Any  use  of  “Commission  Implementing  Regulation”  in  this  guidance  refers  to 
Commission Implementing Regulation (EU) No 404/2011 of 8 April 20115. 

Any use of “(new) Control Regulation” refers to both the Control Regulation and 
the new Control Regulation. 

1.2.  Scope of the guidance 

The  objective  of  the  Technical  guidance  for  the  monitoring,  certification  and 
verification of engine power in EU fisheries control (hereafter: the guidance) is to 
support Member State authorities with the full and harmonised implementation of 
an adequate monitoring, certification and verification system of engine power of 
catching vessels, as required in accordance with Articles 38 to 41 of the (new) 
Control  Regulation. 
the 
implementation of the newly introduced provisions of the new Control Regulation, 
notably Article 39a on the continuous monitoring of the engine power. 

It  also  provides  some 

indication  concerning 

1.3.  Development of the guidance 

This guidance have been developed within the framework of the Technical sub 
Working Group on Engine Power (hereafter: the Working Group) of the Expert 
Group  on  Fisheries  Control.  The  Working  Group,  managed  by  the  European 
Commission (DG MARE) and supported by the external contractor Roos Diesel 
Analysis  BV,  is  composed  of  experts  from  the  Member  States’  competent 
authorities in the field of engine power certification and verification, the European 
Fisheries Control Agency (EFCA), and other external experts that were invited or 
consulted on an ad-hoc basis. 

4  Regulation (EU) 2023/2842 of the European Parliament and of the Council of 22 November 
2023 amending Council Regulation (EC) No 1224/2009, and amending Council Regulations 
(EC) No 1967/2006 and (EC) No 1005/2008 and Regulations (EU) 2016/1139, (EU) 
2017/2403 and (EU) 2019/473 of the European Parliament and of the Council as regards 
fisheries control PE/38/2023/REV/1 (OJ L, 2023/2842, 20.12.2023). 

5  Commission Implementing Regulation (EU) No 404/2011 of 8 April 2011 laying down 

detailed rules for the implementation of Council Regulation (EC) No 1224/2009 establishing 
a Community control system for ensuring compliance with the rules of the Common 
Fisheries Policy.( OJ L 112, 30.4.2011, p. 1). 

18 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

The guidance is based on a compilation of the current implementation of sampling 
plans, data verifications and certification practices in all relevant Member States6, 
the best practices identified from this compilation, relevant output of the Working 
Group meetings, written exchanges within the framework of the Working Group, 
and input from Member States’ and external experts. 

The conclusions and recommendations of the Study on engine power verification 
by Member States7 were taken into account when developing the guidance, and 
incorporated in the result; 

The  document  Relevant  regulatory  framework  and  initial  (non-exhaustive) 
reflections  for  need  on  guidance  and  recommendations8,  compiled  and 
distributed  by  the  European  Commission,  has  been  taken  into  account  when 
developing the guidance. 

1.3.1. 

Consultation of external experts 

1.3.1.1. 

Gearbox manufacturers 

Section 4.6.1 about the correction of power for energy losses in the gearbox has 
been  developed  in  close  cooperation  between  the  Working  Group  and  the 
gearbox manufacturers Hundested, Reintjes and ZF. 

1.3.1.2. 

Classification societies 

Multiple Member State authorities, as described in section 3.1 and permitted in 
accordance with Article 40(3) of the Control Regulation, have assigned (part of) 
their  engine  power  certification  task(s)  to  one  or  more  Classification  Societies. 
Representatives of DG MOVE and the International Association of Classification 
Societies  (IACS)  were  consulted  to  liaise  between  the  Working  Group  and 
relevant  classification  societies.  Representatives  of  Bureau  Veritas  (BV)  and 
Registro  Italiano  Navale  (RINA)  attended  Working  Group  meetings  and 
contributed to the development of the guidance.  

6 

22 Member States: BE, BG, HR, CY, DK, EE, FI, FR, DE, EL, IE, IT, LV, LT, MT, NL, PL, PT, 
RO, SL, ES, SE. 

7  Directorate-General for Maritime Affairs and Fisheries (European Commission), Roos Diesel 
Analysis B.V., Study on engine power verification by Member States, final report, ISBN 978-
92-76-08327-6,  DOI  10.2771/945320,  Luxembourg,  Publications  Office  of  the  European 
Union, 2019 (https://data.europa.eu/doi/10.2771/945320). 

8 

Presented  to  the  Expert  Group  on  Fisheries  control  in  December  2021,  updated 
September 2022 - Ares(2023)928455. 

19 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

1.3.1.3. 

Other experts 

Representatives of two other organisations (Centre for Research and Technology 
Hellas  (CERTH)  and  Danish  Technology  Institute  (DTI))  contributed  to  the 
discussion about the verification of engine power on board vessels where strain 
gauge based shaft power measurement cannot be performed (section 8.3). 

1.4. 

The application of the provisions on Engine 
Power of the Control Regulation, the Commission 
Implementing Regulation and the new Control 
Regulation 

The provisions concerning engine power can be found in in Articles 38, 39, 40 
and 41 of the Control Regulation and Articles 38, 39, 39a, 40 and 41 of the new 
Control Regulation. The provisions concerning engine power in the new Control 
Regulation will become applicable as from 10 January 2028. Until that date the 
provisions of the Control Regulation concerning the monitoring, certification and 
verification of engine power remain applicable together with the provisions of the 
Commission  Implementing  Regulation.  The  main  change  in  the  new  Control 
Regulation concerns the continuous monitoring of engine power (Article 39a).  

The Commission Implementing Regulation contains detailed rules concerning the 
certification  and  verification  of  engine  power  in  articles  61,  62  and  63.  These 
provisions  of  the  Commission  Implementing  Regulation  will  remain  applicable 
until  they  are  amended  to  take  into  account  the  provisions  of  the  new  Control 
Regulation.  The  Commission  may,  by  means  of  implementing  acts,  lay  down 
detailed  rules  concerning  the  certification  and  verification  of  engine  power  in 
accordance with the new Control Regulation. Also, the Commission is required 
to  adopt  detailed  rules  on  the  installation, 
technical  requirements  and 
characteristics of the continuous monitoring systems. Those implementing acts 
will  be  adopted  in  accordance  with  the  examination  procedure  referred  to  in 
article 119(2) of the new Control Regulation.  

The  guidance  provides  Member  States  and  operators  guidance  for  the 
implementation  of  the  provisions  on  monitoring,  certification  and  verification 
system  of  engine  power  of  catching  vessels  in  accordance  with  the  Control 
Regulation,  the  Commission  Implementing  Regulation  and  the  new  Control 
Regulation. 

20 

Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

1.5. 

The new Control Regulation in relation to 
ISO 15016:2015 

International  Organisation 

As  from  10  January  2028,  in  accordance  with  Article  41(3)  of  the  new  Control 
Regulation, Member States are required to apply the requirements adopted by 
recommended 
the 
International  Standard  ISO  15016:20159,  or  equivalent  European  or  national 
recognised  methods,  when  conducting  a  physical  engine  power  verification. 
ISO 15016:2015 has been considered in detail when developing the guidance.  

for  Standardisation 

its 

in 

The purpose of ISO 15016:2015 is to provide procedures and requirements for 
the  performance  of  speed  and  power  performance  trials  of  ships,  and  for  the 
evaluation  and  correction  of  obtained  speed  and  power  measurement  results. 
The  primary  purpose  of  speed  and  power  trials  of  ships  is  to  determine  the 
performance of a ship under prescribed conditions, to ultimately verify whether 
the  attained  vessel  speed  is,  considering  the  vessel’s  propulsion  power, 
satisfactory in relation to the Energy Efficiency Design Index (EEDI) attained by 
the vessel and / or the (construction) contract to which the vessel is subject.  

ISO  15016:2015  contains  requirements  for  the  below  listed  (sub)domains  of 
speed and power trials: 

1.  Responsibilities; 

2. 

3. 

4. 

Trial preparations; 

Installation and calibration; 

Trial agenda and pre-trial meeting; 

5.  Ship’s condition; 

6. 

7. 

Trial boundary conditions; 

Trial procedures; 

8.  Conduct of the trial; 

9.  Data acquisition; 

10.  Analysis procedure; 

11.  Processing of the results; 

12.  Reporting. 

Because the  purpose of  ISO  15016:2015  is to  provide requirements for speed 
and  power  performance  trials,  and  since  there  are  substantial  differences 

9 

ISO 15016:2015, Ships and marine technology — Guidelines for the assessment of speed 
and power performance by analysis of speed trial data. 

21 

 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

between these trials and physical engine power verifications of catching vessels, 
not all procedures and requirements from ISO 15016:2015 can be applied during 
physical  engine  power  verifications  of  catching  vessels.  In  addition,  not  all 
elements  that  are  necessary  to  determine  the  maximum  engine  power  of  a 
catching vessel are accounted for in ISO 15016:2015.  

1.6. 

The (new) Control Regulation in relation to 
ISO 3046-1:2002 

In  accordance  with  article  5  of  Regulation  (EU)  2017/113010,  the  maximum 
engine  power  of  a  catching  vessel  is  determined 
in  accordance  with  
ISO  3046-1:200211.  This  maximum  engine  power  value,  determined  in 
accordance  with  ISO 3046-1:2002,  is  the  value  to  be  certified  and  verified  in 
accordance  with 
In  accordance  with  
(new)  Control  Regulation. 
ISO 3046-1:2002, the (maximum) engine power referred to in the (new) Control 
Regulation is brake power, which in accordance with the same standard is related 
to specified engine operating and ambient conditions. 

the 

The power measured during a verification trial, in accordance with the relevant 
provisions  of  ISO  15016:2015,  is  in  most  cases  propeller  shaft  power  under 
ambient  conditions.  Both  ISO  standards  (3046-1:2002  and  15016:2015)  are 
complementary  to  each  other,  and  the  power  values  obtained  using  both 
standards cannot be used interchangeably. Instead, correction factors shall be 
applied  to  the  power  value  obtained  following  the  procedures  defined  in 
ISO 15016:2015,  to  arrive  at  the  maximum  engine  power  value  determined  in 
accordance with ISO 3046-1:2002, which remains the value to verify under both 
the Control Regulation and the new Control Regulation12. 

10  REGULATION  (EU)  2017/1130  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE 
COUNCIL  of  14  June  2017  defining  characteristics  for  fishing  vessels    (recast  of  Council 
Regulation (EEC) No 2930/86). 

11 

ISO  3046-1:2002,  Reciprocating  internal  combustion  engines  -  Performance  -  Part  1: 
Declarations of power, fuel and lubricating oil consumptions, and test methods.  

12  Section 11.1.2 Power and torque of ISO 3046-1:2002 provides that “For engines delivering 
power through a shaft or shafts, any power in accordance with the requirements of this part 
of ISO 3046 is proportional to the mean torque, calculated or measured, and to the mean 
rotational speed of the shaft or shafts transmitting this torque”. 

The relation between shaft power, shaft speed and shaft torque, determined at one position 
can be described as: 

𝑉𝑥 × 2𝜋

 𝑃𝑥 = 𝑇𝑥   ×

60

Where 

𝑃𝑥 =  𝑠ℎ𝑎𝑓𝑡 𝑝𝑜𝑤𝑒𝑟 (𝑘𝑊) 𝑎𝑡 𝑝𝑜𝑠𝑖𝑡𝑖𝑜𝑛 𝑥 

𝑇𝑥 =  𝑠ℎ𝑎𝑓𝑡 𝑡𝑜𝑟𝑞𝑢𝑒 (𝑘𝑁𝑚) 𝑎𝑡 𝑝𝑜𝑠𝑖𝑡𝑖𝑜𝑛 𝑥 
𝑉𝑥 =  𝑠ℎ𝑎𝑓𝑡 𝑠𝑝𝑒𝑒𝑑 (𝑟𝑝𝑚)𝑎𝑡 𝑝𝑜𝑠𝑖𝑡𝑖𝑜𝑛 𝑥 

22 

 
 
 
 
 
 
 
 
Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

2.  Terms and definitions 

2.1.  Automatic Identification System (AIS) 

Automatic Identification System which meets the performance standards drawn 
up  by  the  International  Maritime  Organisation  according  to  chapter  V, 
Regulation 19, section 2.4.5 of the 1974 SOLAS Convention. 

[Source: Control Regulation, Article 10(1), Directive 2002/59/EC13] 

2.2.  Auxiliary engine 

Engine on board a vessel whose power is primarily used for purposes other than 
vessel propulsion (e.g. powering on-board electrical or hydraulic systems). The 
registered amount of auxiliary power should equal all engine power installed on 
board a vessel not registered as main power. 

2.3.  Auxiliary propulsion system 

System  aimed  at  contributing  to  vessel  propulsion,  not  based  on  a  revolving 
propeller (e.g. wind assistance). 

2.4.  Booster (power) arrangement 

Booster arrangements are systems of special forms of PTI arrangements (2.64), 
that  attribute  incremental  propulsion  power  to  the  propeller  shaft,  while  the 
propulsion engine is operating at its maximum power.  

2.5.  Brake power 

Power  or  the  sum  of  the  powers  delivered  at  the  end  of  the  crankshaft  or  its 
equivalent, with the equipment and auxiliaries fitted as required by the relevant 
satellite ISO standard. 

[Source ISO 15550:201614, clause 3.3.3] 

13  DIRECTIVE 2002/59/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 
27 June 2002 establishing a Community vessel traffic monitoring and information system and 
repealing Council Directive 93/75/EEC (OJ L 208 5.8.2002, p. 10). 

14 

ISO 15550:2016,  Internal  combustion  engines  —  Determination  and  method  for  the 
measurement of engine power — General requirements. 

23 

 
 
 
 
Technical guidance for the monitoring, certification and verification of engine power in  
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2.6.  Catching vessel 

A  vessel  equipped  or  used  for  the  capture  of  marine  biological  resources  for 
commercial purposes. 

[Source: new Control Regulation Article 4(33)] 

2.7.  Certificate of Classification 

The document issued by a recognised organisation certifying the fitness of a ship 
for a particular use or service in accordance with the rules and procedures laid 
down and made public by that recognised organisation. 

[Source: Directive 2009/15/EC15 (recast) Article 2(k)] 

2.8.  Certifying authority 

As used in this guidance: any organisation that actually issues the engine power 
certificate referred to in Article 40(1) of the (new) Control Regulation, which may 
be the Member State’s competent authorities and / or one or more classification 
societies or other operator(s) to which the certification of engine power has been 
assigned. 

2.9.  Classification Society 

Technical organisation to which certification of compliance with IMO conventions 
to  a  certain  extent  has  been  delegated,  which  develop  and  apply  technical 
standards for the design, construction and survey of ships and which carry out 
surveys  and  inspections  on  board  ships.  At  present,  11 classification  societies 
are recognised by the European Commission16. 

[Source:  Directive  94/57/EC17  (recast),  Directive  2009/15/EC  and  Regulation 
(EC) 391/200918 and www.emsa.europa.eu] 

15  DIRECTIVE 2009/15/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 
23 April 2009 on common rules and standards for ship inspection and survey organisations 
and for the relevant activities of maritime administrations (Recast). 

16  Commission  Decision  2022/C  466/07,  List  of  organisations  recognised  on  the  basis  of 

Regulation (EC) No 391/2009. 

17  COUNCIL DIRECTIVE 94/57/EC of 22 November 1994 on common rules and standards for 
ship  inspection  and  survey  organizations  and  for  the  relevant  activities  of  maritime 
administrations. 

18  REGULATION  (EC)  No  391/2009  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE 
COUNCIL of 23 April 2009 on common rules and standards for ship inspection and survey 
organisations (Recast). 

24 

 
 
Technical guidance for the monitoring, certification and verification of engine power in  
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2.10.  Continuous (engine power) monitoring device 

A permanently installed system that continuously measures and records engine 
power, in accordance with the requirements laid down in Article 39a of the new 
Control Regulation. 

2.11.  Continuous power 

Power which an engine is capable of delivering continuously, between the normal 
maintenance intervals stated by the manufacturer, at the stated speed and under 
stated  ambient  conditions,  the  maintenance  prescribed  by  the  manufacturer 
having been carried out. 

[Source: ISO 15550:2016, clause 3.3.4] 

2.12.  Control Regulation 

Council  Regulation  (EC)  No  1224/2009  of  20  November  2009  establishing  a 
Community control system for ensuring compliance with the rules of the common 
fisheries policy.  

2.13.  Controllable pitch propeller (CPP) 

Propeller  with  blades  whose  position  (angle  relative  to  the  centreline  of  the 
propeller shaft) can be adjusted by hydraulic or mechanical means. 

2.14.  Co-rotating gearbox 

Gearbox where the direction of rotation (clockwise or counter-clockwise) of the 
input shaft (engine side) is equal to that of the output shaft (propeller side) while 
operating ahead. 

2.15.  Counter-rotating gearbox 

Gearbox where the direction of rotation (clockwise or counter-clockwise) of the 
input  shaft  (engine  side)  is  opposite  to  that  of  the  output  shaft  (propeller  side) 
while operating ahead. 

2.16.  Data verification report 

A  document  produced  by  the  Member  State’s  authorities  which  describes  the 
conducted data verification procedure of the engine power of a catching vessel 
including its results. The data verification report is written in such a way that it 
justifies any consequential decision taken by the Member State’s authorities to 
install a permanent power measuring device, or to carry out a physical engine 
power  verification,  in  accordance  with  Article 41(2)  of  the  (new)  Control 
Regulation.  The  data  verification  report  contains  a  copy  of  all  documents 
consulted  when  the  data  verification  was  conducted,  and  the  report  clearly 
indicates  which  data  elements  are  considered  to  be  an  indication  of  non-
compliance. A comprehensive list of data to be included in the data verification 
report is presented in section 4.4.8. 

25 

Technical guidance for the monitoring, certification and verification of engine power in  
EU fisheries control 

2.17.  Declared engine power 

The amount of engine power that is, according to the applicant for certification of 
a catching vessel’s engine power (usually its owner), the maximum continuous 
engine  power,  or  sum  of  engine  power(s),  of  the  vessel’s  main  propulsion 
engine(s),  as  declared  in  the  application.  Propulsion  system  variants  shall 
adequately be accounted for when the engine power is declared, in accordance 
with section 3.8 of this guidance. 

Note  that  the  definition  of  declared  power,  as  applied  in  the  context  of  this 
guidance, differs from the definition of ISO 15550:2016, clause 3.3.1 (value of the 
power, declared by the manufacturer, which an engine will deliver under a given 
set of circumstances). 

2.18.  Dependent auxiliary 

Item of equipment, the presence or absence of which affects the final shaft power 
output of the engine. 

[Source: ISO 15550:2016, clause 3.1.1] 

2.19.  Derating 

Reducing the maximum continuous power that can be obtained from the engine 
through (a) technical modification(s) made to the engine such as the change of 
its configuration (parts) or mechanical or electronic settings that affect power such 
as  the  fuel  injection  timing,  maximum  quantity  of  fuel  being  injected  per  cycle, 
maximum engine speed, or a combination, provided that there is no possibility to 
increase  the  performance  of  the  engine  above  the  derated  power  after  the 
deration is completed.  

Derating is considered a technical modification as referred to in Article 61(2) and 
61(3) of the Commission Implementing Regulation. 

[Source:  (modified)  ISO  2710-1:201719,  clause  3.19.8  and  Working  Group 
meeting no. 2] 

2.20.  Diesel-direct propulsion system 

Marine propulsion system where (a) diesel engine(s) is / are driving a propeller 
shaft,  either  directly  coupled  or  connected  through  a  reduction  gearbox  or 
reversal (reduction) gearbox. 

19 

ISO 2710-1:2017, Reciprocating internal combustion engines — Vocabulary — Part 1: Terms 
for engine design and operation. 

26 

 
 
 
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2.21.  Diesel-electric propulsion system 

Marine propulsion system where (a) diesel engine(s) is / are used as a generator 
to produce electrical power, and where this electrical power is used to power an 
electrical motor, which drives a propeller shaft. 

2.22.  Double run 

Two consecutive speed runs (conducted by a vessel) at the same power setting 
on reciprocal headings on, or parallel to, the trial baseline. The trial runs shall be 
conducted  over  the  same  ground  area.  The  engine  throttle  setting(s),  rpm 
setting(s) or pitch setting(s) shall not be altered during this period. 

[Source: ISO 15016:2015, clause 3.4 and clause 10.2] 

2.23.  Electric propulsion system 

Marine propulsion system where electrical power, that has not been produced by 
(a) conventional (diesel) engine(s) on board, is used to power an electrical motor, 
which drives a propeller shaft. 

2.24.  Electronic Control Unit (ECU) 

Computerised control system which is OEM supplied and permanently connected 
to an electronically controlled engine. The timing and quantity of fuel which is per 
cycle injected in each cylinder is controlled by the ECU. In addition, the ECU may 
control other engine systems, contain safety systems, record engine performance 
data,  and  may  interact  with  external  (motor  management)  systems.  The 
characteristics  of  the  software  (settings)  if  an  ECU  are  considered  engine 
characteristics,  as  defined  in  for  example  the  NOx  Technical  File  (where 
applicable). 

that  different  manufacturers  use  different  names 

Note 
(e.g. Electronic Control Module, Digital Control Unit, etc.). 

for 

this  device 

2.25.  Electronically controlled engine 

An  engine  equipped  with  either  electronic  unit  injectors  or  a  common  rail  fuel 
injection  system,  governed  by  a  computerised  control  system  which,  as  a 
minimum,  electronically  determines  the  timing  of  the  beginning  and  the  end  of 
each fuel injection.  

2.26.  Energy Efficiency Design Index (EEDI) 

The  attained  EEDI  is  specific  to  each  ship  and  indicates  the  estimated 
performance of the ship in terms of energy efficiency, and is accompanied by the 
EEDI technical file that contains the information necessary for the calculation of 
the  process  of  calculation.  
the  attained  EEDI  and 

that  shows 

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The  attained  EEDI  is  verified,  based  on  the  EEDI  technical  file,  either  by  the 
administration or by any organisation duly authorised by it. 

[Source: IMO MARPOL Annex VI20, Regulation 22(1)] 

2.27.  Engine International Air Pollution Prevention (EIAPP) Certificate 

A certificate issued by, or on behalf of, the flag Administration, following a pre-
certification  survey  to  ensure  that  the  engine,  as  designed  and  equipped, 
complies with the NOx emission limit contained in Regulation 13 of IMO MARPOL 
Annex VI. 

[Source: NOx Technical Code (2008), clause 2.1(1)] 

2.28.  Engine performance map 

An aspect of the software embedded in an ECU (2.24) which defines the relation 
between the engine speed and the maximum torque that can be obtained from 
the engine at each engine speed. 

2.29.  Engine power 

Engine  power  (main  propulsion)  is  defined  as  the  total  of  the  maximum 
continuous  engine  power  of  each  engine,  determined  in  accordance  with 
ISO 3046-1:2002 at the flywheel of each engine and which can by mechanical, 
electrical,  hydraulic  or  other  means,  be  applied  to  vessel  propulsion,  after  the 
engine has been derated (2.19) if applicable, provided that there is no possibility 
to  increase  the  engine  performance  above  the  stated  maximum  continuous 
engine power of each engine. However, when a gearbox is incorporated into the 
engine, the power shall be measured at the gearbox output flange. 

[Source:  Control  Regulation,  Article  40,  Commission  Implementing  Regulation, 
Article 61, Regulation (EU) 2017/1130, Article 5, and Working Group meeting no. 
2] 

2.30.  Engine power certificate 

Any document issued by, or on behalf of, the certifying authority (2.8), which has 
formally  been  designated  as  the  engine  power  certificate  in  the  meaning  of 
Article 40 of the (new) Control Regulation.  

2.31.  Engine speed 

The revolutionary speed of the crankshaft of the engine, expressed in revolutions 
per minute (rpm or 𝑛 𝑚𝑖𝑛−1). 

20  Articles, Protocols, Annexes and Unified Interpretations of the International Convention for 
the Prevention of Pollution from Ships, 1973 (MARPOL Convention), as modified by the 1978 
and 1997 Protocols. 

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2.32.  Essential auxiliary 

Item of equipment that is essential for the continued or repeated operation of the 
engine. 

[Source: ISO 15550:2016, clause 3.1.3] 

2.33.  Fisheries authority 

Member State authority responsible for the implementation and enforcement of 
national and European fisheries regulations. 

2.34.  Fishing vessel 

A catching vessel or any other vessel used for commercial exploitation of marine 
biological resources, including support vessels, fish processing vessels, vessels 
engaged in transhipment, towing vessels, auxiliary vessels and carrier vessels 
used for the transportation of fishery products, but excluding container vessels 
and vessels used exclusively for aquaculture. 

[Source: new Control Regulation Article 4(31)] 

2.35.  Fixed pitch propeller (FPP) 

Propeller  with  blades  whose  position  (angle  relative  to  the  centreline  of  the 
propeller shaft) cannot be adjusted by any means (except structural deformation, 
for which the propeller needs to be removed from the shaft and heated). 

2.36.  Flag state 

The state in which a vessel is registered, identifying which state, and thus which 
authority, is responsible for the implementation of flag state duties, arising from 
national, Union, and international, legislation, including IMO conventions. 

2.37.  Fuel rack 

A control mechanism to adjust the position of a plunger in a fuel pump which, as 
a  consequence  of  the  helix  shape  of  a  section  of  the  plunger,  results  in 
adjustment of the injected volume of fuel per cylinder, per engine cycle.  

2.38.  Fuel stop power 

Power  which  an  engine  is  capable  of  delivering  during  a  stated  period 
corresponding  to  its  application,  and  stated  speed  and  under  stated  ambient 
conditions, with the quantity of fuel injected per cycle being limited, so that this 
power cannot be exceeded. 

[Source: (modified) ISO 15550:2016, clause 3.3.6] 

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2.39.  Gearbox (marine) 

Equipment  between  the  engine  and  the  propeller  shaft,  which  reduces  the 
revolutionary speed of the propeller relative to the speed of the engine crankshaft 
(reduction  gearbox)  through  gear  transmission.  Clutches  may  be  incorporated 
into  the  gearbox  to  allow  for  running  in  neutral  mode  or  to  engage  a  different 
number  of  gears,  with  the  objective  to  reverse  the  direction  of  rotation  of  the 
output shaft (reversal gearbox). Additional gear driven (or driving) shafts may be 
incorporated to consume engine power for auxiliary applications (or to add power 
to the driven shaft). 

2.40.  Gross Tonnage (GT) 

A  definition  of  the  size  of  a  vessel,  calculated  from  the  moulded  volume  of  all 
enclosed spaces of the ship in accordance with the IMO Tonnage Convention21.  

[Source:  Regulation  (EU)  2017/1130,  Article  4  and  IMO  MARPOL  Annex  VI, 
Regulation 2.1(15)] 

2.41.  High Idle engine Speed 

The highest revolutionary engine speed (2.31) that can be achieved by the engine 
when no load is applied to the engine output flange. 

2.42.  Independent auxiliary 

Item of equipment that uses power supplied from a source other than the engine. 

[Source: ISO 15550:2016, clause 3.1.2] 

2.43.  International Air Pollution Prevention (IAPP) Certificate 

A  certificate  issued  by  or  on  behalf  of  the  Flag  State  (2.36)  administration  to 
vessels and platforms that meet the characteristics laid down in IMO MARPOL 
Annex VI, Regulations 6.1 and 6.2, following the survey procedure defined in IMO 
MARPOL  Annex  VI,  Regulation  5,  if  the  vessel  or  platform  complied  with  the 
requirements of Chapter 3 of IMO MARPOL Annex VI. 

[Source: IMO MARPOL Annex VI, Regulations 6.1 and 6.2] 

21 

International Convention on tonnage measurement of ships, 1969, concluded at London on 
23 June 1969 and registered by the International Maritime Organization on 
28 September 1982. 

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2.44.  International Maritime Organization (IMO) 

A specialised agency of the United Nations which is responsible for measures to 
improve the safety and security of international shipping and to prevent pollution 
from ships. It is also involved in legal matters, including liability and compensation 
issues and the facilitation of international maritime traffic. It was established by 
means  of  a  Convention  adopted  under  the  auspices  of  the  United  Nations  in 
Geneva on 6 March 1948 and met for the first time in January 1959. 

[Source: www.imo.org] 

2.45.  ISO standard power 

Continuous  brake  power  (2.5)  that  the  engine  manufacturer  declares  that  an 
engine is capable of delivering with only the essential dependent auxiliaries fitted, 
between the normal maintenance intervals as stated by the manufacturer, and 
under the following conditions: 

(a)  At  a  stated  speed  at  the  operating  conditions  of  the  engine 

manufacturer’s test bed; 

(b)  With the power, declared by the manufacturer, which an engine 
will  deliver  under  a  given  set  of  circumstances,  adjusted  or 
corrected  as  determined  by  the  manufacturer  to  the  standard 
reference conditions specified in clause 5 of ISO 15550:2016; 

(c)  With  the  maintenance  prescribed  by  the  engine  manufacturer 

having been carried out. 

[Source: ISO 15550:2016, clause 3.3.7.1] 

2.46.  Low Idle engine speed 

The lowest revolutionary engine speed (2.31) that can be achieved by the engine 
when no load is applied to the engine output flange. 

2.47.  Lower Calorific Value (LCV) 

Thermal energy produced by a combustion of fuel, measured as a unit of energy 
per unit mass or volume of substance when the products are cooled to 150 °C, 
expressed as kJ/kg. 

2.48.  Main engine 

Engine on board a vessel whose power is primarily used to propel the vessel. 

2.49.  Marine service standard power 

Continuous  brake  power  (2.5)  that  the  engine  manufacturer  declares  that  an 
engine is capable of delivering with only the essential dependent auxiliaries fitted, 
between the normal maintenance intervals as stated by the manufacturer, which 

31 

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an engine will deliver under a given set of circumstances, adjusted or corrected 
as determined by the manufacturer to the nominal ambient conditions required 
by IACS for ships in unrestricted service. 

[Source: ISO 3046-1:2002, clause 11.4] 

2.50.  MARPOL 

International Convention for the Prevention of Pollution from Ships (MARPOL), 
adopted  by  the  IMO  (2.44)  in  1973  (Convention),  1978  (1978  Protocol), 
1997 (1997 Protocol - Annex VI) and its subsequent amendments. 

2.51.  Maximum Continuous Engine Power 

The  highest  power  which  an  engine  is  capable  of  delivering  continuously, 
between  the  normal  maintenance  intervals  stated  by  the  manufacturer,  at  the 
stated speed and under stated ambient conditions, the maintenance prescribed 
by the manufacturer having been carried out. 

[Source: ISO 15550:2016, clause 3.3.4] 

2.52.  Mechanically controlled engine 

An engine equipped with a mechanical system to govern the quantity of fuel being 
injected per cycle.  

Note that: 

1.  A  mechanical  governor  with  electronic  actuator  is  considered  a 

mechanical control system; 

2.  An electronic actuator governing a mechanical fuel rack to control (a) 
conventional fuel pump(s) or unit injectors is considered a mechanical 
control system. 

2.53.  Member State 

A country that is a member of the European Union.  

2.54.  New Control Regulation 

Council  Regulation  (EC)  No  1224/2009  of  20  November  2009  establishing  a 
Community control system for ensuring compliance with the rules of the common 
fisheries policy, amended by Regulation (EU) 2023/2842 of 22 November 2023 
and in particular the provisions concerning the engine power in Articles 38 to 41. 

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2.55.  Non-essential auxiliary 

Item of equipment that is not essential for the continued or repeated operation of 
the engine. 

[Source: ISO 15550:2016, clause 3.1.4] 

2.56.  NOx Technical Code (NTC) 

Technical code on the control of emission of nitrogen oxides (NOx) from marine 
diesel engines, of which the purpose is to establish mandatory procedures for the 
testing,  survey  and  certification  of  marine  diesel  engines  to  enable  engine 
manufacturers,  shipowners  and  Administrations  to  ensure  that  all  applicable 
marine diesel engines with a power output of more than 130 kW comply with the 
relevant  limiting  emission  values  of  NOx  as  specified  within  Regulation 13  of 
IMO MARPOL Annex VI. 

[Source: NOx Technical Code (2008)22, Introduction] 

2.57.  NOx Technical File 

A record containing all details of parameters, including components and settings 
of an engine, which may influence the NOx emission of the engine, in accordance 
with Article 2.4 of the NOx Technical Code. 

[Source: NOx Technical Code (2008), Article 1.3.15] 

2.58.  Original Equipment Manufacturer (OEM) 

In  the  meaning  of  the  guidance,  OEM  refers  to  the  official  manufacturer  of 
engines  or  gearboxes,  and  explicitly  not  to  independent  service  providers  or 
alternative part producers, or (sub)dealers of engines or gearboxes, that operate 
to a certain extent independent from the OEM. 

2.59.  Parent engine 

For  the  EIAPP  (2.27)  pre-certification  of  serially  manufactured  engines, 
depending on the approval of the Administration, the Engine Family or the Engine 
Group  concept  may  be  applied.  In  such  a  case,  specific  emission  tests  are 
required only for the Parent Engine(s) that represent the Engine Group or Engine 
Family for (pre-) certification purposes. 

[Source: NOx Technical Code (2008), Article 2.2.2] 

22  NOx Technical Code, Technical Code on Control of Emission of Nitrogen Oxides from Marine 

Diesel Engines. 

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2.60.  Performance specifications (engine) 

Collective  designation  (in  this  guidance)  for  the  complete  set  of  software  and 
embedded settings that govern electronic engines. 

2.61.  Performance spec sheet (engine) 

A  document  in  which  all  electronic  engine  characteristics  and  settings  are 
documented. 

2.62.  Personal protective equipment (PPE) 

Clothing, helmets, goggles or other equipment designed to reduce the exposure 
of the wearer to hazards, aiming at protecting the wearer’s body from injury and 
from illnesses that may result from contact with chemical, radiological, physical, 
electrical, mechanical, or other workplace hazards. 

2.63.  Port state 

The  state  that  has  jurisdiction  over  the  port  visited  by  a  vessel  ,  and  whose 
authority is thus responsible for the implementation of port state duties, arising 
from national, Union, and international, legislation, including IMO conventions. 

2.64.  Power take-in (PTI) 

Power produced by a source other than the main propulsion engine(s), which is 
attributed to the propulsion system by electrical, hydraulic or other means.  

2.65.  Power take-off (PTO) 

Power that is generated by the main propulsion engine, but is used to drive non-
essential dependent auxiliaries (2.18 and 2.55).  

2.66.  Product guide (of engines) 

Document  with  technical  information  and  specifications  of  (an)  engine  type(s), 
that is usually more detailed than a product leaflet or brochure. 

2.67.  Propeller (shaft) speed 

The  revolutionary  speed  of  the  propeller  shaft,  expressed  in  revolutions  per 
minute (rpm or 𝑛 𝑚𝑖𝑛−1). 

2.68.  Rated (engine) power 

Value of the power, declared by the manufacturer, which an engine will deliver 
under a given set of Circumstances. 

that,  whereas  declared  power  and  rated  power  may  be  used 
Note 
interchangeably  in  ISO  15550:2016,  this  is  not  the  case  in  this  guidance. 

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Declared  power  (2.17)  in  this  guidance  refers  to  the  declaration  made  by  the 
applicant (for certification), not by the engine manufacturer.  

[Source: ISO 15550:2016, clause 3.3.1] 

2.69.  Rated (engine) speed 

Engine speed corresponding to the rated power (2.68). 

[Source: 15550:2016, clause 3.2.4] 

2.70.  Recognised Organisation (RO) 

Classification society (2.9) which has been assigned by a Flag state (2.36) to act 
on their behalf to carry out statutory survey and certification work of their ships. 
EU Member States can only authorise a classification society recognised by the 
European Commission. 

[Source: www.emsa.europa.eu] 

2.71.  Remapping 

Making changes to the engine performance map (2.28) in an ECU (2.24) of an 
electronically controlled diesel engine. 

2.72.  Sea trial 

A  voyage  of  a  vessel,  which  may  take  place  before  the  Certificate  of 
Classification (2.7) has been issued, with the objective to conduct specific tests 
in order verify one or more aspects of the vessel, including, but not limited to: its 
general seaworthiness, the functioning of safety appliances, its compliance with 
emission  requirements,  validation  of  its  attained  energy  efficiency  index,  or 
verification of its certified maximum continuous engine power.  

2.73.  Seal 

A  mechanical  device  or  substance  that  can  be  installed  to  prevent  the 
unauthorised and / or unnoticed: removal of equipment, access to certain engine 
components and connectors, opening of (a) cover(s), or changes to (a) engine 
setting(s) and / or of its components. 

2.74.  Data set calibration number 

Unique number, used to identify the engine performance specifications (2.60) in 
an ECU (2.24). 

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2.75.  Steady-state ship’s condition 

When  the  measured  values  of  propeller  shaft  speed,  shaft  torque  and  ship’s 
speed are stable, the ship’s condition shall be deemed steady. 

[Source: ISO 15016:2015, clause 10.6] 

2.76.  Steaming 

A vessel’s motion ahead through the water, as a result of propulsion, while no 
fishing gear or other load increasing equipment is being deployed. 

2.77.  Still water vessel speed 

Vessel speed obtained in water that is deep and not affected by current, wind, 
waves or other influencing external factors. 

2.78.  Strain gauge 

Gauge  used  to  measure  the  strain  on  an  object.  As  the  object  is  deformed  it 
causes  a  change  in  electrical  resistance.  This  change  in  resistance,  usually 
measured  using  a  Wheatstone  bridge,  is  related  to  the  strain  by  the  quantity 
known as the gauge factor. 

[Source: ISO 23048:201823, clause 3.1] 

2.79.  Test bed 

A  facility,  usually  located  at  the  engine  manufacturer’s  premises,  where  the 
engine  performance  can  be  tested  under  stable  and  precisely  controllable 
conditions.  At  a  test  bed,  the  engine  load,  generated  by  a  water  brake  or  a 
dynamometer, is controllable.  

2.80.  Type approval certificate (engine) 

A document issued by a classification society (2.9) or flag administration which 
certifies that the engine type design, including drawing appraisal and prototype 
test  performance,  is  compliant  with  all  applicable  classification  and  statutory 
requirements. 

[Source: IACS Unified Requirement (UR) M44] 

23 

ISO  23048:2018,  Ships  and  marine  technology  —  Verification  method  for  portable  power 
measurement using a strain gauge. 

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2.81.  Vessel Monitoring System (VMS) 

A  satellite-based  (or,  where  possible,  a  land-based  mobile  network  or  other 
equivalent  technology)  vessel  monitoring  system  operated  by  the  Member 
States (2.53)  for  effective  monitoring  of  position  and  movement  of  the  fishing 
vessels flying their flag, wherever those vessels may be, and of fishing vessels in  
the Member States’ waters, based on a device installed on board Union fishing 
vessels  which  allows  those  vessels  to  be  automatically  located  and  identified 
through  the  vessel  monitoring  system  by  transmitting  automatically  the  vessel 
position data at regular intervals wherever those vessels may be. 

[Source: new Control Regulation, Article 9(1) and 9(2)] 

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3.  Certification of engine power 

The  requirement  to  certify  engine  power  of  catching  vessels  is  laid  down  in 
Article 40(1)  of  the  (new)  Control  Regulation,  and  applies  to  Union  catching 
vessels  whose  propulsion  engine  power  exceeds  120 kilowatts  (kW),  except 
vessels  using  exclusively  static  gear  or  dredge  gear,  auxiliary  vessels  and 
vessels used exclusively in aquaculture. 

Since the Commission Implementing Regulation entered into force (7 May 2011), 
it is required to issue an engine power certificate for every new propulsion engine, 
replacement propulsion engine and propulsion engine that has been technically 
modified  (to  be) 
these  vessels  (Control  Regulation 
Article 40(2)).  As  from  10 January 2028,  when  the  engine  power  related 
amendments of the new Control Regulation will become applicable, vessels with 
an engine that has been installed, replaced or modified for the last time before 
7 May 2011,  are  no  longer  exempted  from  these  engine  power  certification 
requirements.  

installed  on  board 

The precondition that such a certificate is only issued if the engine is not capable 
of developing more than the stated maximum continuous engine power ((new) 
Control Regulation, Art 40(2)) implies that the certified power must be carefully 
defined, and that Member States have a responsibility to implement measures 
that  aim  to  ensure  that  the  declared  and  certified  engine  power  cannot  be 
exceeded. 

3.1. 

Definition of the engine power certifying authority 

In accordance with Article 40(2) of the Control Regulation, each engine subject 
to the certification requirement must be officially certified by the Member States’ 
competent  authorities.  Member  States’  competent  authorities  may  assign  the 
certification  of  engine  power  to  classification  societies  or  to  other  operators 
having  the  necessary  expertise  for  the  technical  examination  of  engine  power 
((new) Control Regulation Article 40(3)). 

Any organisation that actually issues the engine power certificate referred to in 
Article 40(1)  of  the  Control  Regulation,  which  may  be  the  Member  State’s 
competent  authorities  and  /  or  one  or  more  classification  societies  or  other 
operator(s) to which the certification of engine power has been assigned, will be 
referred to as the certifying authority hereafter, in accordance with the definition 
presented in section 2.8. 

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3.1.1. 

Assigning engine power certification to Classification 
societies or other operators 

The requirements above imply that Member States officially determine and clearly 
communicate  which  governmental  organisation  is  the  competent  authority  for 
certification  of  engine  power,  and  to  which  classification  societies  or  other 
operators it has assigned the certification of engine power, if any, in the context 
of Article 40 of the Control Regulation.  

In case a Member State’s competent authority has assigned the certification of 
engine  power  to  one  or  more  third  parties,  it  remains  responsible  for  the  full 
implementation of the requirement that such a certificate can only be issued if the 
engine is not capable of developing more than the stated maximum continuous 
engine power. Member States’ competent authorities and the operator(s) to which 
the  certification  of  engine  power  has  been  assigned  are  recommended  to 
document  in  detail  how  the  aspects  covered  by  sections  3.2  to  3.12  are  to  be 
implemented.  

Member States’ competent authorities may consider accreditation by a national 
the 
accreditation  body 
organisation(s) to which the certification of engine power has been assigned, as 
demonstration of having the necessary expertise for the technical examination of 
engine power, as required by Article 40(3) of the (new) Control Regulation. 

(EC)  765/200824  Article  2.11)  of 

(Regulation 

the  Member  State’s  competent  Authority 

Voluntary  or  mandatory  accreditation  by  a  national  accreditation  body  of  the 
organisation(s)  to  which  the  certification  of  engine  power  has  been  assigned, 
its 
does  not  discharge 
responsibility to ensure full implementation of the certification duty in accordance 
with  the  requirements  of  the  (new)  Control  Regulation  and  the  Commission 
Implementing Regulation. Nor does it empower a national accreditation body to 
approve at its discretion that the certification of engine power is based on a power 
determination  method  that  is  not  (explicitly)  prescribed  by  the  (new)  Control 
Regulation and / or the Commission Implementing Regulation.  

from 

3.2. 

Definition of the engine power certificate 

A Member State may have reasons to declare an existing type of certificate to be 
the  engine  power  certificate  in  the  context  of  Article  40  of  the  (new)  Control 
Regulation. This practise is not prohibited under the (new) Control Regulation, 
and may offer advantages, such as a lower administrative burden, a lower chance 

24  REGULATION  (EC)  No  765/2008  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE 
COUNCIL  of  9  July  2008  setting  out  the  requirements  for  accreditation  and  market 
surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93. 

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of administrative errors associated with fewer document to be (cross) checked, 
etc., relative to establishing a separate single purpose engine power certificate. 

However, an engine power certificate can only be issued if the individual engine 
concerned  is  not  capable  of  developing  more  than  the  stated  maximum 
continuous  engine  power,  and  if  there  is  no  possibility  to  increase  the 
performance of the propulsion engine above the certified power ((new) Control 
Regulation  Article  40(3)).  Therefore,  certificates  that  are  issued  following  a 
procedure that insufficiently guarantees compliance with these conditions and / 
or  at  a  moment  in  time  before  the  certifying  authority  has  had  a  realistic 
opportunity  to  conduct  procedures  that  can  ensure  compliance  with  these 
conditions, are not suitable to be considered an engine power certificate for the 
purpose of Article 40 of the (new) Control Regulation. Furthermore, certificates 
that apply to an engine type or an engine family group instead of an individual 
engine are not suitable to be considered an engine power certificate. 

Examples  of  certificates 
requirements laid down in Article 40 of the (new) Control Regulation include: 

that  are  not  compatible  with 

the  certification 

●  EIAPP certificate; 

●  Type approval certificate. 

Notwithstanding  that  these  certificates  are  not  suitable  to  be  considered  the 
engine power certificate in the meaning of Ar.t 40 of the (new) Control Regulation, 
they may be considered a useful source of information in the wider engine power 
certification  and  verification  process  (e.g.  in  the  scope  of  data  verification  to 
identify risk vessels (section 4.4)). 

The following document could be used as engine power certificate in the context 
of the (new) Control Regulation: 

●  The  Machinery  Particulars  (or  equivalent)  document,  linked  to  the 

Certificate of Classification (or equivalent). 

Considering the Machinery Particulars or the Certificate of Classification to be the 
engine  power  certificate  in  the  meaning  of  Article  40  of  the  (new)  Control 
Regulation  would  however  require  the  Member  State’s  certifying  authority  to 
formally designate this document as the engine power certificate. Furthermore, it 
would  require  all  information  related  to  the  power  rating  (section  3.3)  and  all 
measures applied to ensure ongoing compliance of the engine (section 3.10) to 
be stated on the certificate or on a document formally connected to the certificate, 
with the possibility to adapt or reissue the certificate, or the connected document, 
in case the engine is modified or replaced, or when engine parameters or ongoing 
compliance measure (e.g. sealing details) change over time. 

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A  separate,  single  purpose,  engine  power  certificate  may  be  issued  by  the 
competent authorities, instead of merging engine power certification with another 
application in an existing document.  

Whichever document is designated the engine power certificate in the meaning 
of Article 40 of the (new) Control Regulation, it is recommended that the engine 
power certificate shall be a single document. 

3.3. 

Declaration of engine power 

The maximum continuous engine power of a catching vessel, in accordance with 
Article 5 of Regulation (EU) 2017/1130, has to be determined in accordance with 
clause  11  of  ISO  3046-1:2002.  This  standard  applies  to  internal  combustion 
engines and hence does not take into account booster power arrangements and 
/ or diesel-electric propulsion systems, which, if applicable, have to be accounted 
for when declaring the main propulsion engine power of a catching vessel. The 
remainder  of  section  3  applies  to  vessels  with  a  diesel-direct  propulsion 
configuration. Accounting for booster power and diesel-electric propulsion will be 
discussed in sections 3.8.2 and 3.8.4, respectively. 

3.3.1. 

The amount of rated engine power 

The certifying authority is required to determine the maximum continuous rated 
engine  power,  and  engine  speed  at  the  rated  engine  power,  of  every  engine, 
before any potential derating is conducted. The rated power must be stated in 
kW, and the rated engine speed must be stated in rpm.  

3.3.2. 

The type of statement of engine power 

The  certifying  authority  is  required  to  state  the  type  of  declared  maximum 
continuous engine power (ISO standard power, service standard power, marine 
service  standard  power,  or  power  at  engine  manufacturer  defined  ambient 
conditions). ISO standard power is measured at, or corrected to, the ISO standard 
reference conditions specified in clause 5 of ISO 15550:2016, whereas marine 
service standard power is measured at, or corrected to, the ambient conditions 
specified in clause 11.4 of ISO 3046-1:2002. 

3.3.3. 

The type of power application 

The declared power application must be continuous fuel stop engine power. The 
(new) Control Regulation does not contain any provisions which allow overriding 
the continuous engine power by any available overload power. Therefore, in case 

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overload power is nevertheless available, the continuous maximum engine power 
to  be  declared  for  the  purpose  of  the  Control  Regulation  must  include  the 
available overload power.  

3.3.4. 

The type of engine power 

The certifying authority must state that the type of declared rated power is brake 
power. Other types of power (e.g. indicated power) are not compatible with the 
(new) Control Regulation.  

3.3.5. 

Auxiliaries fitted to the engine 

Auxiliaries are classed in accordance with clause 3.1 of ISO 15550:2016 as: 

1.  Dependent vs. independent auxiliaries; 

2.  Essential vs. non-essential auxiliaries; 

3.  Standard Production Equipment (SPE). 

Because dependent auxiliaries consume power, it is necessary for the certifying 
authority to determine whether the declared rated brake power is produced when 
only essential auxiliaries are installed, or whether also non-essential auxiliaries 
are installed, and if so, which non-essential auxiliaries. 

At  a  test  bed,  the  engine  is  typically  tested  with  only  essential  dependent 
auxiliaries and SPE items fitted. On board, there may be non-essential auxiliaries 
fitted to the engine. 

3.3.6. 

ISO power coding designation 

It  is  recommended  that,  unless  the  declared  engine  power  is  stated  as  a  type 
different  type  than  ISO  standard  power,  service  standard  power,  or  marine 
service  standard  power  (section  3.3.2),  the  coding  system  in  clause 12  of 
ISO 3046-1:2002 is used to state the declared rated engine power, in accordance 
with sections 3.3.2 to 3.3.5, on the engine power certificate.  

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Example 1 – ISO 3046-1:2002 coded designation of engine speed and power rating 

Declaration of rated power and rated speed in accordance with the ISO 3046-1:2002 clause 12 power 
designation with the following specifications: 

•  Amount of rated power and speed (3.3.1): 
Type of statement of power (3.3.2):   
• 
Type of power application (3.3.3): 
• 
Type of power (3.3.4): 
• 
•  Auxiliaries fitted (3.3.5): 

221 kW at 1800 rpm 
ISO power  
Continuous fuel stop power  
Brake power 
The  power  is  available  using  only  the  essential 
dependent auxiliaries 

ISO 3046-1:2002 clause 12 power designation:  

I C F N   221 kW – 1800 𝒎𝒊𝒏−𝟏 

3.4. 

Derating 

Derating is defined as: 

reducing the maximum continuous power that can be obtained from the 
engine through (a) technical modification(s) made to the engine such as 
the change of its configuration (parts) or mechanical or electronic settings 
that  affect power  such as the fuel  injection  timing, maximum  quantity  of 
fuel being injected per cycle, maximum engine speed, or a combination, 
provided  that  there  is  no  possibility  to  increase  the  performance  of  the 
engine above the derated power after the deration is completed.  

Methods  to  ensure  ongoing  compliance  of  derated  engines  are  described  in 
section 3.10. 

3.5. 

Certified maximum continuous engine power  

The certified ((new) Control Regulation Article 40) maximum continuous engine 
power is defined as: 

the  total  of  the  maximum  continuous  engine  power  of  each  engine, 
determined in accordance with ISO 3046-1:2002 at the flywheel of each 
engine and which can by mechanical, electrical, hydraulic or other means, 
be  applied  to  vessel  propulsion,  after  the  engine  has  been  derated  in 
accordance  with  section 3.4  if  applicable,  provided  that  there  is  no 
possibility to increase the engine performance above the stated maximum 
continuous  engine  power  of  each  engine.  However,  when  a  gearbox  is 
incorporated into the engine, the power shall be measured at the gearbox 
output flange. 

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3.6. 

Engine selection 

Prior  to  the  intended  installation  of  a  new  or  replacement  engine  on  board  a 
catching  vessel,  in  a  diesel-direct  propulsion  configuration,  either  on  board  an 
existing vessel or a vessel yet to be constructed, the fisheries control authority 
and the certifying authority are recommended to carry out a joint assessment of 
the suitability of the proposed engine. The purpose of this suitability assessment 
is to prevent under-declaration of engine power, and in particular to prevent large 
discrepancies between the declared  engine  power  and the  potential  maximum 
continuous  engine  power  of  the  proposed  engine.  The  suitability  assessment 
should result in a written notice from the authorities to the applicant, stating the 
acceptance or rejection decision of the proposed engine. 

Alternatively  to  conducting  case-by-case  suitability  assessments,  authorities 
could  publish  a  database  with  the  lowest  permissible  engine  power  to  be 
registered per engine type.  

The following guiding principles should be applied when assessing the suitability 
of an engine: 

1.  A proposed  engine should not  be installed  if  a  less powerful  engine 
model,  with  a  maximum  continuous  engine  power  equal  to  or 
exceeding  the  registered  power  of  the  vessel,  is  available  from  the 
same engine manufacturer. 

2.  Any  limitation  to  permissible  derating  resulting  from  European  or 
national  law,  expressed  in  kW  or  as  a  percentage  of  the  maximum 
continuous rated engine power, will be related to the highest available 
maximum continuous power rating available for the respective engine 
type when the suitability assessment is conducted. 

3.  Special  attention  will  be  given  to  engine  types  for  which  different 
ratings  are  available,  in  particular  if  the  only  difference  between  the 
respective ratings originates from electronic control characteristics of 
the engine. In such cases, the available rating / engine variant with the 
highest maximum continuous power value should be used to assess 
the engine suitability and to quantify the applied derating, if applicable.  

4. 

It may occur that an engine will be operated on board a catching vessel 
at  a  maximum  speed  which  is  lower  than  the  engine  speed  at  the 
engine’s rated power output, as declared by the engine manufacturer. 
When assessing the engine suitability, no correction will be made to 
the maximum continuous engine power assigned to the engine model 
because of any difference between the declared rated engine speed 
and  the  anticipated  actual  maximum  engine  speed  on  board  the 
vessel.  

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If it is confirmed during the application procedure of the intended installation of a 
new or replacement engine, either on board an existing vessel or a vessel yet to 
be constructed, that the catching vessel concerned is, or will be at the date of 
certification,  equipped  with  a  permanently  installed  system  that  measures  and 
records engine power25, that meets all requirements laid down in Article 39(a) of 
the new Control Regulation and all detailed rules concerning such systems laid 
down in the Commission Implementing acts, the fisheries control authority and 
the certifying authority may decide that a joint assessment of the suitability of the 
proposed engine is not required. 

3.7. 

Suitability assessment 

A suitability assessment of an engine in a diesel-direct propulsion arrangement 
should as a minimum comprise the following steps: 

1. 

2. 

3. 

The applicant files a request to install a specific engine brand, type, 
and variant if applicable, as the main propulsion engine to be installed 
on board a specific catching vessel. This request should also state the 
engine power the applicant intends to declare for the engine. 

The  certifying  authority  determines the  maximum  continuous engine 
power of the proposed engine. The certifying authority will in no case 
only refer to the engine documentation submitted by the applicant or 
the engine (re)seller in relation to the proposed engine. As a minimum, 
the  official  brochure  and  product  guide  as  published  by  the  original 
equipment  manufacturer  (OEM)  should  be  consulted  to  collect  all 
available  ratings  for  the  proposed  engine  type.  If  the  engine  is 
expected to be operated at a lower maximum engine speed than the 
rated  speed  corresponding  with  the  highest  available  power  rating 
according  to  the  official  information,  no  correction  can be  applied  to 
the highest available power value assigned to the engine.   

In case the engine is subject to a derating prohibition under national 
law,  the  declared  engine  power  should,  in  line  with  guiding 
principles 3.6 (2) and (3), be equal to the highest available continuous 
power rating. In case the engine is subject to a derating limitation, the 
lowest  permissible  registered  engine  power  should  likewise  be 
calculated from the highest available continuous engine power rating. 

4. 

In case the applicant proposes to declare less engine power than the 
highest available power rating of the engine proposed to be installed 
(i.e.  the  applicant  proposes  to  derate  the  engine),  the  certifying 

25  Either  on  a  voluntary  basis  or,  as  a  result  of  the  risk  analysis  of  Article  39(a)(1)  or 
Article 39(a)(8), or as a result of the requirements laid down in Article 39(a)(2) of the new 
Control Regulation. 

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authority  should  extensively  analyse  the  existence  of  less  powerful, 
usually  smaller  in  terms  of  swept  volume,  engine  models  available 
from  the  same  engine  brand,  and  assess  their  relative  suitability.  In 
case a less powerful engine model is available from the same engine 
brand,  which meets  all other  applicable requirements  (e.g.  emission 
standards),  the  certifying  authority  should,  in  line  with  guiding 
principle 3.6 (1), reject the application and  may propose that engine 
model to be installed instead of the proposed engine model. 

It must be noted that selecting an engine in accordance with the aforementioned 
steps does not entirely prevent under declaration of engine power because: 

1.  When  a  limited  amount  of  derating  is  permitted,  or  when  the  least 
powerful  alternative  principle  is  applied  (section  3.6(1)),  a  relatively 
small  difference  between  the  declared  engine  power  and  the 
maximum  continuous  engine  power  of  the  approved  engine  type 
remains possible; 

2. 

In  the  context  of  the  engine  suitability  assessment,  derating  is 
calculated  from  the  highest  available  continuous  power  rating. 
However  higher  power  ratings  may  be  available  for  non-continuous 
(intermittent)  use  (also  see  example  2).  If  the  vessel  operates  in  a 
cyclical  load  profile,  the  operator  might  have  the  opportunity  to  use 
more engine power, on an intermittent basis, if the operator manages 
to set the engine to the intermittent rating engine specifications. 

Example 2 – Determination of maximum power 

Based on the rating categories defined by an engine manufacturer as presented in table 1, 
only ‘rating 1’ ratings should be considered for the  determination of the highest continuous 
power rating of an engine type. However, some manufacturers may not have rating 1 in their 
catalogues for a particular engine, in which case rating 2 may be considered. 

Table 1. Description of ratings (fictive engine manufacturer). 

Rating 1 

For  commercial  vessels  with  displacement  hulls  in  heavy  operation.  Load 
and  speed  could  be  constant,  and  full  power  can  be  used  without 
interruption. 

Rating 2 

Rating 3 

Rating 4 

For commercial vessels with semi planing or displacement hulls in cyclical 
operation. Full power could be utilized max 4 h per 12 h operation period. 
Between full load operation periods, engine speed should be reduced at least 
10% from the obtained full load engine speed. 

For  commercial  vessels  or  craft  with  high  demands  on  speed  and 
acceleration, planing or semi-planing hulls in cyclical operation. Full power 
could be utilized maximum 2 h per 12 h operation period. Between full load 
periods, engine speed should be reduced at least 10% from the obtained full 
load engine speed. 

For  light  planing  craft  in  commercial  operation.  Recommended  speed  at 
cruising = 25 knots. Full power could be utilized max 1 h per 12 h operation 
period. Between full load operation periods, engine speed should be reduced 
at least 10% from the obtained full load engine speed. 

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In  case  the  official  engine  manufacturer’s  product  guide  specifies  available  ratings  for  a 
proposed fictive engine type ‘X’ to be as displayed in table 2, the highest maximum continuous 
power  of  the  engine  type  should  be  determined  at  368 kW.  In  case  a  derating  prohibition 
applies  to  the  vessel,  the  declared  engine  power  should  be  no  less  than  368 kW.  In  case 
permissible  derating  is  regulatory  maximised  at  20%,  the  declared  engine  power  of  any 
type ‘X’ engine should not be less than (1 – 0,2) x 368 = 294,4 kW. 

Table 2. Available ratings of fictive engine type ‘X’, according to OEM product guide. 

Model X-1 

Model X-2 

Model X-3 

Model X-4 

Model X-5 

Model X-6 

Model X-7 

Rating no. 

1 

1 

1 

2 

2 

3 

4 

kW 

294 

331 

368 

404 

441 

515 

588 

rpm 

1800 

1800 

1800 

1900 

1900 

2300 

2300 

In case no derating prohibition or limitation applies to the engine, the certifying authority should 
as a minimum consult the official engine manufacturer product guide to determine whether a 
less powerful engine, with a maximum continuous rated engine power equal to or higher than 
the vessel’s registered engine power, is available from the same engine manufacturer. If this 
is  the  case,  and  the  less  powerful  engine  meets  all other  applicable  requirements  such  as 
emission standards, the certifying authority should reject the application and may propose the 
less powerful engine type to be selected.  

Consider the case where the previously presented engine type ‘X’ was proposed as engine to 
be  installed.  Consider  the  intended  declared  amount  of  engine  power  to  be  200 kW.  If,  for 
example, the same OEM also offers engine type ‘Y’ with the specifications as listed in table 3, 
the certifying authority should reject the application and may propose the less powerful type 
(type ‘Y’) to be selected for installation in the vessel.  

In case documentation is provided by the engine (re)seller, or another party, stating that the 
specific engine variant of engine type ‘X’ to be installed in the vessel has a rated output of just 
200 kW, this is no reason to reconsider the determined maximum continuous output of engine 
type ‘X’ to be 368 kW, and that of type ‘Y’ to be 261 kW, which implies that engine type ‘Y’ 
may  still  be  proposed  for  installation  in  the  vessel  under  consideration.  Also  limiting  the 
maximum engine speed of a type ‘X’ engine to for example 1200 rpm, is no reason to accept 
the installation of a type ‘X’ engine, in accordance with section 3.7(2).  

Table 3. Available ratings of fictive engine type ‘Y’, according to OEM product guide. 

Model Y-1 

Model Y-2 

Model Y-3 

Model Y-4 

Model Y-5 

Model Y-6 

Rating no. 

1 

1 

1 

2 

3 

4 

rpm 

1800 

1800 

2200 

2200 

2200 

2600 

kW 

221 

261 

261 

313 

313 

368 

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3.8. 

Accounting for propulsion system variants 

3.8.1. 

Alternative or multi-fuel engines 

In case a multi fuel engine is proposed (e.g. a diesel and gas dual fuel engine) to 
be  installed  on  board  a  new  or  existing  catching  vessel,  the  acceptance  test 
needs  to  be  performed,  and  the  engine  power  needs  to  be  determined,  using 
liquid fuel, in accordance with clause 6.2.5.12 of ISO 15550:2016. 

3.8.2. 

Booster arrangements 

Booster  arrangements  are  systems  that  provide  additional  power  to  the 
propulsion line through hydraulic or electric motors, that are powered by auxiliary 
engines  and  /  or  from  battery  packs.  The  maximum  engine  power  of  the  main 
engine, when considering its suitability for installation on board a new or existing 
catching  vessel,  needs  to  be  the  registered  engine  power  minus  the  highest 
available booster power.  

Example 3 – Correction for booster power 

Consider a vessel with a registered main propulsion engine power of 250 kW, and a single main engine 
and an electric booster motor, which has a maximum power of 50 kW. 

The maximum permissible engine power is 250 – 50 = 200 kW. The engine selection and assessment 
is similar to the process described in sections 3.6. and 3.7, including example 2, for a maximum engine 
power of 200 kW. 

3.8.3. 

Multiple main engines 

In  case  a  vessel  is  equipped  with  multiple  main  engines  in  a  diesel-direct 
configuration, irrespective of whether these engines are driving one or multiple 
propeller shafts, the main propulsion power is the sum of the maximum engine 
power of all propulsive engines combined. 

3.8.4. 

Diesel-electric propulsion systems 

In case a catching vessel’s propulsion system is diesel-electric, the main engine 
power  is  the  sum  of  the  maximum  power  of  each  electromotor  driving  the 
propeller shaft(s). 

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3.9. 

Pre-installation physical engine power verification 

It  is  recommended  to  conduct  a  physical  engine  power  verification  of  every 
engine to be installed on board a catching vessel, with a total main engine power 
of 120 kW or more, prior to its installation on board (hereafter referred to as the 
pre-installation physical verification). The purpose of this verification is to ensure 
that,  at  the  time  the  verification  takes  place,  the  engine  is  not  capable  of 
producing more power than its declared amount. The following principles should 
be applied to the pre-installation physical verification: 

1. 

2. 

3. 

is 

power 

engine 

determined 

The 
accordance  with  
ISO 3046-1:2002 during the pre-installation physical verification. This 
implies that the verification is conducted with the engine running on a 
test  bed,  which  will  normally  be  at  a  dedicated  test  facility  at  the 
premises  of  the  engine  manufacturer,  engine  dealer  or  engine 
(re)seller. 

in 

The  pre-installation  physical  engine  power  verification  needs  to  be 
witnessed  by  a  representative  of  the  certifying  authority.  The 
representative of the certifying authority cannot delegate (part of) the 
observation,  collection,  compilation  or  documentation  of  the  engine 
speed,  power  and  other  performance parameters  to  any other  party 
(including, but not limited to, the engine supplier that hosts the test bed 
trial). 

The  pre-installation  physical  engine  power  verification  may  be 
combined with any other test bed trial, such as the acceptance test in 
the meaning of clause 3.5.1 of ISO 15550:2016. The test must in any 
case be conducted on the exact individual engine to be certified, and 
never  on  another  engine  that  may  be  considered  to  be  identical  or 
similar. 

3.9.1. 

Pre-installation physical engine power verification test 
programme 

The purpose of the pre-installation physical verification is to verify the maximum 
engine power, and to document the engine settings and performance parameters 
when  the  maximum  power  is  being  produced.  Therefore,  the  pre-installation 
physical  verification  cannot  be  replaced  by  (part  of)  any  other  engine  test 
conducted by, or on request of, the engine manufacturer, the engine buyer, the 
certifying authority or any other relevant party, which aims to validate the engine 
quality,  the  engine’s  exhaust  gas  emissions,  its  safety,  its  conformity  with  the 
specifications  agreed  between  the  engine  buyer  and  the  seller  or  any  other 
aspect. 

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It  is  recommended  to  conduct  the  pre-installation  physical  verification  of  the 
engine power after all other test bed trials and other tests have been completed 
satisfactory. 

The  recommended  pre-installation  physical  engine  power  verification  test 
programme consists of the following three steps: 

1.  Determination of the low idle engine speed; 

The  engine  is  operated  with  the  speed  request  signal  to  the  engine  at  the 
minimum  value  without  any  brake  load  being  induced  by  the  test  bed.  The 
observed engine speed must be documented. 

2.  Determination of the high idle engine speed; 

The speed request signal to the engine is gradually increased to the maximum 
value while the brake load induced by the test bed is maintained at the lowest 
possible value. The observed high idle engine speed value must be documented. 

3.  Determination of the engine power. 

While the speed request signal to the engine is maintained at the maximum value, 
the brake load induced by the test bed is gradually increased which will result in 
an  increase  of  the  observed  engine  power.  The  increase  of  the  brake  load  is 
continued until the point where the engine power does not increase further, just 
before increasing the induced load further causes the engine power to decrease 
again.  This  point  marks  the  maximum  power  of  the  engine.  The  observed 
maximum engine power and engine speed at maximum engine power must be 
documented. 

In case the engine is electronically controlled, the maximum power should also 
be determined at multiple other engine speeds, e.g. 200 rpm and 400 rpm below 
the  nominal  engine  speed,  to  ensure  that  the  declared  engine  power  is  not 
exceeded at any point within the engine speed range. In case it is anticipated that 
the engine will be operated after installation on board at a maximum speed lower 
than the nominal speed, the engine power must also be measured at that engine 
speed. The representative of the certifying authority verifies that it is not possible 
to exceed the declared engine power at any engine speed.  

3.9.2. 

Pre-installation physical engine power verification test 
report 

The  representative  of  the  certifying  authority  that  attends  the  pre-installation 
physical engine power verification documents the low idle engine speed, the high 
idle  engine  speed,  the  maximum  engine  power  and  the  engine  speed  at 
maximum  engine  power  observed  during  the  tests.  In  addition  to  the 
aforementioned parameters, the representative of the certifying authority collects 

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and  documents  all  engine  control  software  identification  numbers  (data  set 
calibration  numbers)  and  settings  and  all  engine  performance  parameters  that 
may  aide  future  compliance  assessments  of  the  engine,  while  the  engine  is 
producing its maximum power at the test bed. 

An  example  test  report  form  to  be  completed  during  the  test  bed  trial  by  the 
certifying  authority  representative  is  presented  in  Annex  1.  A  copy  of  the  test 
report should be provided to the fisheries control authority without delay. 

3.10. 

Ensuring ongoing compliance 

After  the  certifying  authority  has  confirmed  during  the  pre-installation  physical 
engine  power  verification  (section  3.9)  that  the  maximum  engine  power  of  the 
engine  to  be  certified  equals  the  declared  engine  power,  and  all  engine 
characteristics,  settings  and  performance  parameters  have  been  documented, 
the certifying authority needs to apply measures to ensure ongoing compliance 
of the engine with its declared engine power, unless the engine is certified at the 
highest available rating for the engine type, considering all variants of the engine 
type and power ratings for intermittent use.  

It is recommended that the Member State’s certifying authority, before approval 
is granted to an applicant to install a specific engine on board a vessel, informs 
the applicant in writing of the exact ongoing compliance measures that will need 
to be applied to the engine for which an application has been filed. This implies 
that when an application for a specific engine type and variant is received for the 
first  time,  the  certifying  authority  needs  to  produce  an  ongoing  compliance 
measures document for that engine, stating how the ongoing compliance of that 
engine,  and  all  future  engines  of  the  same  type  and  variant  for  which  an 
application may be received, must be ensured. 

Although developing and providing such a document may be considered a natural 
task and responsibility of the certifying authority, it is recommended that certifying 
authorities  consult  internal  and  external  experts,  including  but  not  limited  to 
representatives  of  the  relevant  engine  manufacturer,  in  order  to  develop 
requirements that are both practically implementable and, once implemented, will 
provide  the  required  certainty  of  ongoing  compliance  of  the  engine  with  its 
declared engine power. 

An  example  of  an  Ongoing  Compliance  Measures  document  is  provided  in 
Annex 2. 

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It is recommended that: 

1.  Ongoing compliance measures are developed and implemented in a 

harmonised manner across the Member States; 

2.  Certifying authorities publish their ongoing compliance measures, for 
all  engine  types  and  variants  for  which  such  measures  have  been 
developed, on a publicly available platform, to facilitate their efficient 
implementation.  

3.10.1. 

The application of seals 

It  may  be  required  to  apply  seals,  as  one  of  the  measures  to  ensure  ongoing 
compliance  of  certified  engines  with  their  declared  power,  for  the  following 
purposes: 

1. 

The affixation of a component to an engine; 

Seals may be used to prevent entire components, such as fuel pumps, governors 
or  ECU devices,  to  be  exchanged  unnoticed,  even  if  the  type  plate  of  the 
component under consideration is replaced or forged. 

2. 

The prevention of access to confined spaces; 

Seals may be used to prevent the unnoticed opening of doors of control cabinets 
where critical connectors or computers are located, or to prevent the unnoticed 
removal of covers, e.g. from a fuel pump or governor. The set bolt of the maximum 
speed or fuel rack setting may be located behind such a cover.  

3. 

The prevention of unauthorised changing of settings. 

Engine settings (e.g. the maximum engine speed setting) on specific governors 
can be altered by extending or shortening the limiting side of the set bolt, which 
is achieved by turning that bolt deeper or less deep into the governor housing. 
When the application of a seal prevents such bolt from being turned, the set bolt 
is effectively  secured.  Note  that  in  case a shorter  bolt is associated with  more 
speed and / or power, the length of the bolt may also be manipulated in other 
ways, e.g. through grinding the limiting end. Therefore, the length of the set bolt 
should also be documented in cases where that is possible. 

Note that producing adequate sealing instructions as an element of the ongoing 
compliance measures for an engine, requires knowledge of the specific engine 
and  all  its  speed  and  power  control  mechanisms.  In  certain  cases,  special 
bushings or limit blocks may need to be machined in order to effectively limit and 
seal the maximum fuel rack position. Specific covers may need to be produced 
to shield ECU connectors.  

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3.10.1.1.  Selecting the correct seal 

Seals  are  produced  with  a  wide  variety  of  characteristics,  which  makes  it 
important to adequately select seals for the purpose of sealing engine settings. 
Characteristics to consider when selecting the type of seal to be used include: 

1.  Size 

Sealing wire will need to be applied through bores in relatively small bolts and 
nuts.  The  sealing  wire  thickness  should  be  the  virtual  balance  point  between 
ruggedness (associated with a thicker wire) and applicability (associated with a 
thinner wire). For most bolts and nuts to be sealed, a wire of 1,5 mm (bores to be 
drilled  at  2,0 mm)  suffices,  but  in  specific  bolts  (e.g.  special  bolts  securing  the 
cover on certain governor types), 2,0 mm bores cannot be drilled and the use of 
thinner sealing wire may thus be required.  

2.  Material and design 

Suitable seals are typically single-use devices made of metal ‘locks’ and metal 
wire to ‘close’ the lock, which exhibit tell-tale evidence of tampering attempts. It 
is  considered  very  difficult  to  manipulate  seals  of  this  design  unnoticed 
(e.g. cutting  the  wire,  removing  the  wire  from  the  lock,  and  reinstalling  an 
alternative piece of wire in the lock after having manipulated the engine settings). 

3. 

Traceability 

Seals  need  to  be  uniquely  marked,  numbered  and  registered  to  counter  the 
unauthorised  replacement  of  seals  (after  engine  settings  may  have  been 
changed  unauthorised),  and  to  improve  traceability  from  the  Member  State's 
authority that has distributed the seals, to the organisation and individual that has 
applied the seal and to the moment in time at which the seal has been applied. 
Meticulous  administration  of  applied  seals  greatly  improves  the  potential 
contribution  of  traceable  seals  to  ensuring  ongoing  compliance  of  certified 
engines with their declared engine power. 

It  is  recommended  to  apply  the  identification,  quality  and  tamper-proofing 
requirements as defined in ISO 17712:201326 for freight container seals, to seals 
used for the purpose of ensuring ongoing compliance with certified engine power 
of  catching  vessels,  except  for  the  strength  requirements  (as  these  are 
associated with wires of a thickness that cannot be used on engines). 

Lead or plastic disc seals, as traditionally applied e.g. by engine manufacturers, 
are not suitable for the purpose of ensuring ongoing compliance of the engine 
with its declared engine power, as this type of seal is typically not traceable and 
easy to manipulate and / or replace.  

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ISO 17712:2013, Freight containers – Mechanical seals. 

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3.10.1.2.  Correct application of seals 

Seals need to be applied in a manner which ensures  that the purpose of their 
application as defined in section 3.10.1 is met. When securing bolts or nuts that 
may not be detached or turned, the sealing wire must be pulled tight and twisted 
in such a way that direction of rotation corresponding with loosening the bolt or 
nut corresponds with further tightening the sealing wire, to prevent the power from 
being increased without breaking the sealing wire. 

Applied seals may be exposed to vibrations and chafing for extended periods of 
time, which may eventually cause the sealing wire to break. Application of special 
paint at high risk areas reduces this risk.  

3.10.1.3.  Documentation of applied seals 

Once  all  seals  have  been  applied  in  accordance  with  the  ongoing  compliance 
measures document provided by the certifying authority, the unique number of 
each seal need to be registered. In addition, clear pictures should be taken of all 
seals.  Efforts  need  to  be  made  to  visualise  the  (unique)  seal  identification 
(number) in the picture, as well as the details of the sealed item and the wire. The 
sealing  information  should  be  comprehensively  documented,  registered  and 
shared with the fisheries authorities without delay. Meticulous administration of 
applied seals enables detection of tampering attempts at a later moment in time. 

An example of a sealing plan is included in Annex 3. 

3.10.1.4.  Verification of applied seals 

Member States are required to ensure that the applied seals remain untampered 
with, through regular inspections of applied seals, during surveys conducted by 
the certifying authority, and during unannounced onboard inspections conducted 
by the fisheries control authority. 

3.10.1.5.  Maintaining effective sealing throughout the service life of the 

engine 

Despite precautionary measures, sealing wire may occasionally break as a result 
of chafing. In addition, vessel operators may have legitimate reasons to remove 
some  or  all  seals  from  the  engine,  e.g.  to  conduct  scheduled  maintenance  or 
repair  works.  Vessel  operators  should  be  required  to  inform  the  certifying 
authority without delay about any broken or removed seals.  

The certifying authority should ensure that the engine is resealed at the earliest 
convenient moment, but at least within four weeks from the moment that the seal 

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break was reported. The ongoing compliance measures document, as produced 
by the certifying authority, should instruct in detail the resealing conditions, i.e. 
under which conditions the engine power needs to be physically reverified and / 
or when a verification of specific engine parameters suffices. 

3.10.1.6.  Examples of effective sealing of mechanically controlled 

engines 

Figure 1 – Mechanically controlled in-line fuel pump and governor of a 
Mitsubishi S6A300 diesel engine (overview, sealed). 

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Figure 2 – Fuel pump shown in Figure 1, affixed by a seal to the engine block. 

Figure 3 – High idle bolt of governor shown in figure 1 sealed, engine control lever 
indicated by red arrow. The control end (yellow arrow) must be measured as grinding 
the control-end of the set bolt would result in an increase of the high-idle engine speed. 

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Figure 4 – Mechanical fuel rack limiter of fuel pump shown in Figure 1, fuel rack limiter 
indicated by yellow arrow (cover removed for setting and measurement). 

Figure 5 – Fuel rack setting of fuel pump shown in Figure 1, covered and sealed. 

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Figure 6 – Mechanically controlled fuel pump of a Stork-Wärtsilä engine. The 
maximum fuel rack position is restricted by applied and sealed bushing (red arrow) to 
the indicated stroke (yellow arrow). 

Figure 7 – Typical setting of mechanical governor (Regulateurs Europa 1104 governor 
on a Deutz TBD 645 L6F engine), front cover removed, low and high idle set bolts 
indicated by arrows. 

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Figure 8 – Regulateurs Europa 1104 governor with front cover reinstalled and sealed 
to protect high idle and low idle settings. 

3.10.2. 

Electronic derating of engines 

Seals may be applied to electronically (ECU) controlled engines to ensure that 
the original ECU remains affixed to the engine. This does not necessarily prevent 
that access can be obtained to the ECU, or that a secondary ECU is connected 
to actually govern the engine.  

3.10.2.1.  Sealing the ECU connector 

It may be attempted to prevent the connection of IT tools to the ECU connector 
with the objective to prevent tampering with the electronic settings of the engine 
by sealing this connector. However, blocking the ECU connector also obstructs 
access to the ECU for legitimate maintenance activities such as the registration 
of new fuel injectors. Furthermore, it is not overly complicated to circumvent the 

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blocked ECU connector and intervene in the cabling elsewhere. Considering the 
above, sealing the ECU connector is not considered very effective. 

3.10.2.2.  Restricting the engine speed or power request externally 

The engine power of an electronically controlled engine could be limited when the 
motor  management  system  is  programmed  in  such  a  way  that  the  maximum 
engine  speed  or  power  request  to  the  engine  is  restricted,  without  limiting  the 
actual  engine  capacity  as  defined  in  the  ECU.  This  can  be  considered  the 
electronic equivalent of restricting the range of the external engine control lever, 
without actually limiting the maximum engine speed and / or fuel rack, which is 
not an acceptable method to ensure ongoing compliance. 

3.10.2.3.  Restricting the ECU engine performance settings 

An  electronically  controlled  engine  may  be  marketed  at  various  capacities  in 
terms  of  maximum  engine  power  and  engine  speed  (ratings),  sometimes 
available for different load profiles (sections 3.6 and 3.7). If an engine operates 
in accordance with, and governed by, the original factory settings, it is not derated 
according to the ‘normal’ definition of rating and derating (e.g. clause 3.19.8 of 
ISO 2710:2017).  However,  if  a  higher  (power)  continuous  rating  exists  for  the 
engine type under consideration (section 3.6) it may be considered derated in the 
context  of  the  implementation  of  the  (new)  Control  Regulation.  Engine 
manufacturers do not use unified terminology to describe the electronic engine 
settings  of  the  engines  they  produce.  In  this  guidance,  the  term  performance 
specifications  is used to  describe  the  complete set  of software  and embedded 
settings that govern electronically controlled engines. Performance specifications 
are  typically  identified  by  a  data  set  calibration  number,  for  which  an  engine 
performance spec sheet can be obtained from the engine manufacturer, in which 
all electronic engine characteristics and settings are documented. 

A special part of the engine performance specification is the engine performance 
map,  which  defines  the  relation  between  the  engine  speed  and  the  maximum 
torque that can be obtained from the engine at each engine speed. The engine 
performance  map  also  defines  the  relation  between  the  engine  speed  and  the 
maximum engine power at each speed. Some software versions in ECUs permit 
changes  to  the  engine  performance  map  (remapping)  to  be made,  while  other 
software versions do not. 

The  certifying  authority  needs  to  obtain  the  exact  engine  performance 
specification  of  the  engine  it  certifies  as  part  of  the  processes  described  in 
sections 3.6 and 3.7. The certifying authority needs to verify whether the declared 
engine  performance  specification  corresponds  with  the  governing  software  as 
installed  in  all  (main  and  backup,  if  any)  ECUs  connected  to  the  engine,  and 
whether  the  actual  output  of  the  engine  is,  during  the  physical  pre-installation 

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engine  power  verification  described  in  section  3.9,  as  expected  based  on  the 
declared performance specification. 

The  certifying  authority  needs  to  obtain  from  the  engine  manufacturer  the 
following information: 

1.  A list of changes that can be made to the engine performance settings 

within the applicable engine performance specification; 

2.  A confirmation whether  any remapping  can  be conducted  within the 

applicable engine performance specification; 

3. 

4. 

In case remapping is possible, a confirmation of the remapping limits 
(e.g. maximum +/- 10% torque at all speeds); 

In case remapping is possible, confirmation whether a non-overridable 
password  can be applied to the engine mapping after completion of 
the remapping process. 

The information above needs to be provided by the engine manufacturer. This 
information  may  be  requested  and  provided  through  a  local  official  engine 
(sub)dealer, but cannot be a statement from this (sub)dealer (but from the original 
engine manufacturer instead). 

Based on the information provided by the engine manufacturer in relation to the 
declared  and  verified  electronic  performance  specification  of  an  electronically 
controlled  engine,  the  following  ongoing  compliance  measures  should  as  a 
minimum be applied by the certifying authority: 

1. 

If the engine operates at the factory engine settings as documented in 
the engine performance spec sheet, and remapping is not possible:  

No further ongoing compliance measures need to be applied.  

However, the following shall be verified by the certifying authority, at 
least during every renewal and intermediate survey of the vessel: 

(a)  The data set calibration numbers of the engine control software 
in  every  ECU  connected  to  the  engine  have  not  changed  (no 
indication of unauthorised change of ECU software); 

(b)  The cumulative operating hours of all ECUs are plausible relative 
to  the  operating  time  of  the  vessel  since  the  installation  of  the 
engine/ECU(s)  concerned 
indication  of  unauthorised 
(no 
exchange  of  the  ECU(s)),  and  the  engine  has  predominantly 
been governed by the main ECU; 

(c)  The  historic  engine  performance  data,  as  far  as  applicable  / 
available,  do  not  provide  indications  that  the  engine  has  been 
operating  at  a  higher  engine  speed  or  engine  power  than 
expected  based  on  its  registration  and  the  installed  engine 

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performance  specification  (no  recorded  indications  of  non-
compliance).  

2. 

If the engine operates at the factory engine settings as documented in 
the engine performance spec sheet, but remapping is possible, but the 
remapped  settings  can  be  secured  by  means  of  a  non-overridable 
password:  

Derating through remapping is permitted, up to a final power not lower 
than  the  lowest  permitted  output  in  accordance  with  section 3.6, 
provided that: 

(a)  The  remapped  settings  are  secured  by  a  non-overridable 
password, to be set by the certifying authority, which cannot be 
shared with any other party, including the vessel owner and the 
engine (sub)dealer; 

(b)  Remapping the engine does not cause non-compliance with any 
other  requirement  applicable  to  the  engine,  including  but  not 
limited to those originating from NOx emission regulations. 

In addition, the following needs to be verified by the certifying authority, 
at least during every renewal and intermediate survey of the vessel: 

(a)  The data set calibration numbers of the engine control software 
in  every  ECU  connected  to  the  engine  have  not  changed 
(no indication of unauthorised change of ECU software); 

(b)  The  adjusted  engine  performance  map  (torque  vs.  speed)  has 

not changed since the initial (verified) remapping; 

(c)  The cumulative operating hours of all ECUs are plausible relative 
to  the  operating  time  of  the  vessel  since  the  installation  of  the 
indication  of  unauthorised 
(no 
engine/ECU(s)  concerned 
exchange  of  the  ECU(s)),  and  the  engine  has  predominantly 
been governed by the main ECU; 

(d)  The  historic  engine  performance  data,  as  far  as  applicable  / 
available,  do  not  provide  indications  that  the  engine  has  been 
operating  at  a  higher  engine  speed  or  engine  power  than 
expected  based  on  its  registration  and  the  installed  engine 
performance  specification  (no  recorded  indications  of  non-
compliance).  

3. 

If  it  is  possible  to  derate  the  engine  through  remapping,  but  not  to 
uprate the engine, and the remapped settings cannot be secured by 
means of a non-overridable password:  

Derating through remapping, relative to the rated power as stated on 
the  engine  performance  spec  sheet,  verified  in  accordance  with  the 
procedure described in section 3.9, is not permitted. 

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In addition, the following needs to be verified by the certifying authority, 
at least during every renewal and intermediate survey of the vessel: 

(a)  The data set calibration numbers of the engine control software 
in  every  ECU  connected  to  the  engine  have  not  changed  (no 
indication of unauthorised change of ECU software); 

(b)  The cumulative operating hours of all ECUs are plausible relative 
to  the  operating  time  of  the  vessel  since  the  installation  of  the 
engine/ECU(s)  concerned 
indication  of  unauthorised 
(no 
exchange  of  the  ECU(s)),  and  the  engine  has  predominantly 
been governed by the main ECU; 

(c)  The  historic  engine  performance  data,  as  far  as  applicable  / 
available,  do  not  provide  indications  that  the  engine  has  been 
operating  at  a  higher  engine  speed  or  engine  power  than 
expected  based  on  its  registration  and  the  installed  engine 
performance  specification  (no  recorded  indications  of  non-
compliance).  

4. 

If  it  is  possible  to  uprate  the  engine  through  remapping,  or  if  it  is 
possible to make overload power available: 

The  declared  engine  power  is  the  maximum  overload  power,  or  the 
highest  attainable  uprated  power,  whichever  is  higher.  No  derating 
from this power can be permitted. 

In addition, the following needs to be verified by the certifying authority, 
at least during every renewal and intermediate survey of the vessel: 

(a)  The data set calibration numbers of the engine control software 
in  every  ECU  connected  to  the  engine  have  not  changed  (no 
indication of unauthorised change of ECU software); 

The cumulative operating hours of all ECUs are plausible relative 
to  the  operating  time  of  the  vessel  since  the  installation  of  the 
indication  of  unauthorised 
(no 
engine/ECU(s)  concerned 
exchange  of  the  ECU(s)),  and  the  engine  has  predominantly 
been governed by the main ECU; 

(b)  The  historic  engine  performance  data,  as  far  as  applicable  / 
available,  do  not  provide  indications  that  the  engine  has  been 
operating  at  a  higher  engine  speed  or  engine  power  than 
expected  based  on  its  registration  and  the  installed  engine 
performance  specification  (no  recorded  indications  of  non-
compliance).  

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3.11. 

Sea trial 

The certifying authority needs to attend a sea trial of the vessel, after an engine 
has been installed on board, prior to the engine is put into service. A sea trial is 
normally conducted in the context of vessel certification, among others to verify 
whether the engine performance is as required and its safety appliances operate 
normally.   

In the context of the engine power certification process, the objectives of the sea 
trial are: 

1.  Verification whether engine settings have not changed since the pre-

installation physical engine power verification; 

2.  Verification  whether  ongoing  compliance  measures,  such  as  seals, 
have  not  been  removed  or  tampered  with  since  the  pre-installation 
physical engine power verification; 

3. 

The  engine  performance  parameters  are  as  expected  based  on  the 
pre-installation physical engine power verification (section 3.9) results, 
under all circumstances. 

If  any  aspect  above  cannot  be  verified  or  confirmed  during  the  sea  trial,  the 
engine power needs to be measured on board as described in section 3.12.  

3.11.1. 

The verification of engine performance parameters 
during the sea trial 

The  engine  performance  parameters  need  to  be  verified  under  the  conditions 
where the engine may be expected to develop its maximum power (e.g. under 
fishing and steaming conditions, for a vessel with towed gear). A full description 
of  the  verification  conditions  that  should  be  met  and  considered  is  provided  in 
sections 4.5.6 and 4.5.7. 

The engine parameters to be verified during the sea trial are all parameters that 
have been documented in the pre-installation physical engine power test report 
(section 3.9.2). 

In  addition  to  the  engine  performance  parameters,  the  vessel  performance 
parameters should be observed and documented as described in section 4.5.10. 

The  certifying  authority  should  produce  a  sea  trial  report  in  which  the  trial 
procedure  and  the  exact  verification  conditions  as  listed  in  section 4.5.7  are 
described,  as  well  as  the  measured  and  observed  engine  and  vessel 
performance parameters. 

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3.12. 

Certification of engines already installed on board 

As  described  in  sections  3.7  to  3.10,  when  a  new  engine  is  to  be  installed  on 
board a catching vessel, several steps are recommended to be taken as part of 
the engine power certification process (suitability assessment of the engine, pre-
installation  physical  engine  power  verification  and  the  application  of  ongoing 
compliance measures). 

Situations  may  occur  where  an  engine,  that  has  not  undergone  the  steps 
described in sections 3.7 to 3.10, requires engine power certification. Examples 
of  such  cases  include  engines  that  undergo  a  technical  modification  on  board 
which results in a change of engine power, and the entry of an existing vessel 
(previously operating under a different flag) into a Member State’s fishing fleet.  

Removing these engines from the vessel in order to test these on a test bed in 
accordance  with  section 3.9  is  permitted,  but  may  be  considered  excessive. 
Alternatively, the engine power may be measured by means of a propeller shaft 
power  measurement, 
in 
section 4.5.5, during a sea trail as described in section 3.11. If a physical engine 
power measurement is to be conducted as part of the certification process, the 
following conditions need to be met: 

the  procedure  described 

in  accordance  with 

1. 

The engine runs on either reference fuel or commercial fuel specified 
by the engine manufacturer. It is recommended to measure The Lower 
Calorific  Value  of  the  fuel  in  accordance  with  ASTM  D  240,  or  to 
estimate it in accordance with ASTM D 3338/D 3338M. The measured 
Lower  Calorific  Value  should  not  be  less  than  the  LCV  of  the  fuel 
specified by the engine manufacturer. If the engine manufacturer has 
not  specified  the  LCV  of  the  commercial  fuel  to  be  used,  a  LCV  of 
42700 kJ/kg must be applied; 

2. 

The  engine  power  measurement  should  not  be  conducted  on  an 
unannounced basis; 

3.  An engineer may be present to adjust engine settings (derate, uprate), 
if  permitted  by  the  certifying  authority,  and  if  the  maximum  derating 
principles as described in section 3.6 are respected; 

4. 

5. 

6. 

The  impact  of  non-essential  dependent  auxiliaries  need  to  be 
minimalised (section 4.6.2); 

The  power  needs  to  be  corrected  for  energy  losses  in  the  gearbox 
(section 4.6.1); 

The  certifying  authority  must  determine  whether  the  engine  is  self-
adjusting for variation of ambient conditions. If this is not the case, the 
measured  engine  power  should  be  corrected  to  ISO  standard 
in 
reference  conditions, 

the  procedure  described 

following 

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section 4.6.4, or to other reference conditions if specified by the engine 
manufacturer.  

A shaft power measurement may under no circumstance be replaced by another 
power determination method in order to determine the engine power of an engine 
that  is  already  installed  on  board  for  the  purpose  of  certification  of  its  engine 
power in the context of the Control Regulation.  

When the sea trial is completed, and the engine power has been established, the 
ongoing  compliance  measures  described  in  section  3.10  should  be  applied, 
documented and shared with the fisheries control authority without delay.  

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4.  Engine power verification 

4.1. 

Vessels equipped with a permanently installed 
system that measures and records engine power 

As  from  10  January  2028,  a  catching  vessel  equipped  with  a  permanently 
installed  system  that  measures  and  records  engine  power,  that  meets  all 
requirements  laid  down  in  Article  39(a)  of  the  new  Control  Regulation  and  all 
detailed  rules  concerning  such  systems  laid  down  in 
the  Commission 
implementing  acts,  is  not  required  to  undergo  a  data  verification  or  physical 
engine power verification, other than the assessment of recorded engine power 
data of the permanently installed system by the competent authorities.  

4.2. 

Vessels not equipped with a permanently 
installed system that measures and records 
engine power 

Active  catching  vessels  that  are  not  equipped  with  a  continuous  power 
measurement system as described in section 4.1 must, following a risk analysis 
and  sampling  procedure,  undergo  a  data  verification.  In  accordance  with 
Article 41(2) of the new Control Regulation, if there are indications that the engine 
power  of  a  catching  vessel  is  greater  than  the  power  indicated  on  the  fishing 
license  or  in  the  Union  or  national  fleet  register  (hereafter:  indications  of  non-
compliance), Member States are required to proceed with a physical verification 
of  its  engine power,  or  ensure  that  the  catching vessel  concerned  is equipped 
with a permanently installed engine power measurement system as referred to in 
section 4.1.  

4.3. 

Risk analysis and sampling 

Member States are required to draw a sample of vessels from those vessels that 
are  not  equipped  with  a  permanently  installed  power  monitoring  system  as 
described  in  section 4.1.,  and  which  meet  one  or  more  of  the  risk  criteria 
considered in the sampling plan.  

In accordance with Article 62(1) of the Commission Implementing Regulation, the 
sampling plan needs to include at least three risk indicators:  

1. 

The allocation of individual kW*days effort to the vessel; 

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2. 

3. 

The vessel being subject to power limitations resulting from European 
or national law; 

The vessel power-to-tonnage ratio being 50% lower than the average 
ratio of vessels in the same fleet segment.  

A  separate  random  sample  must  be  taken  from  each  group  of  vessels 
corresponding to one of the risk criteria of the sampling plan. 

The Member State should produce an annual sample report, containing at least 
the lists of vessels that were considered part of the risk criteria established by the 
Member States, and the list of vessels that were consequently randomly selected 
to  undergo  a  data  verification  as  described  in  section  4.4.  This  report  could, 
among other purposes, be used to demonstrate effective implementation of the 
requirements  following  from  Article  62  of  the  Commission  Implementing 
Regulation.  

A sample has to be drawn once per year. If a Member State has (a) legitimate 
reason(s) why an annual frequency cannot be achieved, it needs to document 
these reason(s) and aim for the shortest possible interval exceeding one year, 
between  drawing  the  consecutive  samples  of  vessels  to  undergo  a  data 
verification. The Member State needs to demonstrate, through documentation of 
actions  it  has  taken,  that  reasonable  efforts  have  been  made  to  minimize  the 
interval between drawing the consecutive samples of vessels.  

4.3.1. 

Individual kW*days fishing effort 

Member States are required to produce a list of all catching vessels, equipped 
with  an  inboard  engine,  that  have  an  individually  allocated  kW*days  capacity 
ceiling.  This  list  should  be  included  in  the  sample  report.  A  sample  of  vessels 
equal to the square root of all vessels identified as having an allocated individual 
kW*days effort ceiling has to be randomly selected to undergo a data verification. 
The  list  of  randomly  selected  vessels  should  also  be  included  in  the  sample 
report. 

4.3.2. 

Subject to power limitations 

Member States are required to produce a list of all catching vessels, equipped 
with an inboard engine, that have operated at any moment during the year prior 
to  selecting  the  sample  in  any  geographical  area  where  an  engine  power 
limitation resulting from European or national law applies.  

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Examples of such areas are the Plaice Box (221 kW)27, the Gulf of Lion (316 kW), 
Baltic Sea Area 22 (21 kW) and Limfjorden (130 kW). This list should be included 
in the sample report. A sample of vessels equal to the square root of all vessels 
identified as having operated in an area where engine power limitations apply has 
to  be  randomly  selected  to  undergo  a  data  verification.  The  list  of  randomly 
selected vessels should also be included in the sample report. 

4.3.3. 

Power to tonnage ratio 

Member  States  are  required  to  compare  the  power-to-tonnage  ratio  of  all 
individual  vessels  in  the  fleet  that  are  equipped  with  an  inboard  engine  to  the 
average power-to-tonnage ratio of similar vessels. To construct groups of vessels 
that  may  be  expected  to  be  broadly  comparable  in  terms  of  power-to-tonnage 
ratio, the entire fleet of catching vessels equipped with an inboard engines may 
in accordance with Article 62(1)(c) of the Commission Implementing Regulation 
be divided by one or more of the following criteria: 

1. 

2. 

3. 

Fleet segmentation or management units defined in national law; 

Length categories; 

Tonnage categories; 

4.  Gears authorised; 

5. 

Target species. 

The criteria used to divide the fleet into groups of similar vessels, as well as the 
list of all vessels that have a power-to-tonnage ratio of 50% or lower relative to 
the average power-to-tonnage ratio of similar vessels should be included in the 
sample  report.  A  sample  of  vessels  equal  to  the  square  root  of  all  vessels 
identified as having a power-to-tonnage ratio of 50% or lower relative to similar 
vessels has to be randomly selected to undergo a data verification. The list of 
randomly selected vessels should also be included in the sample report. 

4.3.4. 

Additional risk criteria 

In  accordance  with  Article  62(2)  of  the  Commission  Implementing  Regulation, 
Member  States  may  add  additional  risk  criteria  to  select  vessels  for  a  data 

27 

In accordance with Article 39a(1a) of the Control Regulation, catching vessels using bottom 
trawls  or  Danish  seines  equipped  with  inboard  propulsive  engines  with  a  certified  engine 
power  between  120kW  and  221kW  operating  in  this  area  shall  be  equipped  with  a 
permanently  installed  system  to  measure  and  record  engine  power,  as  of  the  date  of 
application of this article. Until then, Article 62(1b) of the Implementing Regulation shall apply 
to  the  vessels  operating  in  this  area,  meaning  that  these  vessels  are  considered  as  a 
separate group of high risk vessels for the risk analysis exercise under the sampling plan. 

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verification.  Every  applied  additional  criterion  will  be  described  in  the  sample 
report.  A  list  of  all  vessels  that  meet  the  Member  State’s  own,  additional,  risk 
criteria should be included in the sample report. A sample of vessels equal to the 
square  root  of  all  vessels  that  meet  the  Member  State´s  own,  additional,  risk 
criteria  has  to  be  randomly  selected  to  undergo  a  data  verification.  The  list  of 
randomly selected vessels should also be included in the sample report. 

A risk criterion recommended to consider is the incorrect designation of (a) main 
engine(s)  as  an  auxiliary  engine  in  the  National  and  /  or  Union  fishing  fleet 
register, and the consequential incorrect attribution of the power of this / these 
engine(s) to the vessel’s amount of registered auxiliary power instead of its main 
power. Analysis of the ratio of the registered amount of auxiliary power, relative 
to the registered amount of main power may identify vessels at risk of this type of 
engine  power  misregistration,  and  the  consequences  thereof  on  the  Member 
States’ reporting requirements (see section 7.1). 

Auxiliary-to-main power ratio: 

(𝑇𝑜𝑡𝑎𝑙 𝑟𝑒𝑔𝑖𝑠𝑡𝑒𝑟𝑒𝑑 𝑎𝑢𝑥𝑖𝑙𝑖𝑎𝑟𝑦 𝑒𝑛𝑔𝑖𝑛𝑒 𝑝𝑜𝑤𝑒𝑟 (𝑘𝑊)
𝑇𝑜𝑡𝑎𝑙 𝑟𝑒𝑔𝑖𝑠𝑡𝑒𝑒𝑟𝑒𝑑 𝑚𝑎𝑖𝑛 𝑒𝑛𝑔𝑖𝑛𝑒 𝑝𝑝𝑜𝑤𝑒𝑟 (𝑘𝑊)

) 

Two indications of possibly misregistered auxiliary engines are: 

1.  An extraordinary high auxiliary-to-main power ratio of a vessel, relative 

to the ratio of similar vessels; 

2.  An exact integer as auxiliary-to-main power ratio. 

4.3.4.1. 

A high auxiliary-to-main power ratio 

To compare the auxiliary-to-main power ratio as describe in section 3.4.3(1), the 
fleet of catching vessels equipped with (an) inboard engine(s) may be divided into 
groups of similar vessels by one or more of the following criteria:  

1. 

2. 

3. 

Fleet segmentation or management units defined in national law; 

Length categories; 

Tonnage categories; 

4.  Gears authorised. 

A  vessel  with  an  auxiliary-to-main  power  ratio,  exceeding  the  average  ratio  of 
similar  vessels  by  50%  or  more,  should  be  considered  to  be  at  risk  of  non-
compliance.  

The criteria used to divide the fleet into groups of similar vessels, as well as the 
list  of  all  vessels  that  have  an  auxiliary-to-main  power  ratio  that  exceeds  the 
average  power-to-tonnage  ratio  of  similar  vessels  by  50%  or  more  should  be 
included in the sample report.  

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A sample of vessels equal to the square root of all vessels identified as having 
an auxiliary-to-main power ratio that exceeds the ratio of similar vessels by 50% 
or more has to be randomly selected to undergo a data verification. The list of 
randomly selected vessels should also be included in the sample report. 

4.3.4.2. 

An exact integer as auxiliary-to-main power ratio 

If  a  vessel  is  equipped  with  a  twin  (or  triple)  screw  propulsion  system,  it  is 
relatively common that each shaft of the vessel is driven by an identical engine. 
A  registered  amount  of  auxiliary  power  being  an  exact  multiple  of  registered 
amount of main power (i.e. when the auxiliary-to-main engine power ratio is an 
exact integer), may be considered a risk indicator.  

Authorities may in this case verify the propulsion configuration of the vessel from 
their  records  (e.g.  survey  reports  with  visual  confirmation  of  the  number  of 
propellers and / or the number of engines driving each shaft), or select a sample 
of the vessels that have an exact integer auxiliary-to-main engine power ratio.  

The  size  of  the  sample  should  be  equal  to  the  square  root  of  the  number  of 
vessels  that  have  an  exact  integer  auxiliary-to-main  power  ratio,  for  which  the 
authorities have not confirmed by other means that the installed engines and their 
respective power have been assigned correctly. 

4.3.5. 

Considerations 

1.  When  drawing  the  risk  based  sample  of  vessels  to  undergo  a  data 
verification, all vessels equipped with inboard engines whose engine 
power contributes to the Member State fleet size in terms of the kW 
capacity  ceiling,  need  to  be  considered  eligible  for  verification. 
Although the certification requirement as laid down in Article 40 of the 
Control  Regulation  does  not  apply  to  catching  vessels  whose 
propulsion  engines  power  does  not  exceed  120kW  and  to  vessels 
exclusively  using  static  gear  or  dredge  gear,  auxiliary  vessels  and 
vessels  used  exclusively  in  aquaculture,  not  (all  of)  these  catching 
vessels should be excluded from the sampling process. For example, 
it  should  not  be  ruled  out  on  forehand  that  catching  vessels  with  a 
declared  engine  power  lower  than  120kW  represent  a  high  risk  of 
under declaration of engine power. 

2.  A catching vessel may meet more than one risk criteria (e.g. it operates 
in  an  area  where  power  limitations  apply,  and  it  has  a  power-tot-
tonnage  ratio  of  50%  or  less  relative  to  similar  vessels).  In  this 
scenario,  the  vessel  will  be  part  of  the  random  sampling  from  both 
groups.  This  implies  that  it  could  theoretically  be  selected  for  data 
verification  twice.  In  forthcoming  cases,  the  selected  vessel  will  be 

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removed  from  the  sample  in  one  of  the  groups,  and  a  replacement 
vessel  will  be  randomly  selected  from  that  group  to  undergo  a  data 
verification.  

3.  Because the sampling in principle takes place on an annual basis, in 
accordance with section 4.3, it is possible that a vessel is selected for 
multiple consecutive years. In this case, the vessel will not be removed 
from the sample on this basis, because the fact that a vessel has been 
verified  once  does  not  result  in  a  guaranteed  verification  exemption 
thereafter.  

4. 

In case the sample size, equal to the square root of the group size of 
vessels  that  meet  certain  criteria,  is  not  an  integer,  the  size  of  the 
group of vessels to be selected for data verification has to be rounded 
up  to  the  nearest  integer  in  accordance  with  Article  62(4)  of  the 
Commission Implementing Regulation.  

Example 3 – Group size determination 

Consider a Member State which has a fleet of 200 catching vessels equipped with inboard engines, of 
which  105  have  operated  in  an  area  where  power  limitations  apply  at  any  point  during  the  past 
12 months.  The  square  root  of  105  is  10,2.  Rounding  up  to  the  nearest  integer  gives  11.  A  random 
sample of 11 vessels will be drawn from the 105 vessels that have operated in an area where power 
limitations apply to undergo a data verification in accordance with section 4.4. 

The Member State under consideration has a (simplified) homogenous fleet in terms of target species, 
tonnage etc, but can be divided in 2 length categories: vessels with a length of ≤ 20 m and > 20 m. Both 
groups consist of 100 vessels. The average power-to-tonnage ratio of the first group is 4,0. Assume that 
the first group has no vessels with a power-to-tonnage ratio of 2,0 or less. The second group has an 
average power-to-tonnage ratio of 3,4. Assume that 25 vessels from this group have a power-to-tonnage 
ratio of 1,7 or less. This implies that 5 vessels (the square root of 25) will be randomly selected from the 
25 identified vessels to undergo a data verification in accordance with section 4.4. 

Now assume that one vessel is both selected to undergo a data verification because it operates in an 
area where power limitations apply, and also because it has a low power-to-tonnage ratio. The vessel 
will be removed from one of both samples, and a replacement vessel will be randomly selected from the 
respective sample. In total, 11 + 5 = 16 unique vessels need to undergo a data verification.  

4.4. 

Data verification of selected vessels 

Following the risk based sampling procedure presented in section 4.3, a sample 
of vessels has to be selected on an annual basis, to undergo a data verification 
in accordance with Article 41(1) of the Control Regulation. Member States should 
conduct  as  a  minimum  the  analyses  presented  in  sections  4.4.1  to  4.4.7,  and 
produce a data verification report of every data verification conducted. This report 
should  contain  a  copy  of  all  documents  consulted  and  needs  to  be  sufficiently 
detailed to enable the reproduction of the analysis at a later moment in time. The 
report also has to clearly indicate which data elements are considered to be an 
indication  of  non-compliance,  and  the  grounds  to  justify  the  consequential 
decision to install a permanent power measuring device or to carry out a physical 
engine  power  verification  in  accordance  with  Article  41(2)  of  the  Control 
Regulation. A list of data to be included in the data verification report is presented 
in section 4.4.8. The nature of the various data to be analysed and the analysis 

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to be conducted imply that cooperation might be required between the fisheries 
control authority and the certifying authority as defined in section 3.1.  

4.4.1. 

Vessel position data 

Vessel  position  data,  and  derived  thereof  vessel  speed  data,  can  be  obtained 
from a variety of sources including VMS and AIS systems. The objective of vessel 
position  and  speed  analysis  is  to  derive  a  reliable  still  water  maximum  vessel 
speed,  while  steaming  and  fishing  (in  case  the  vessel  is  equipped  with  towed 
gear). 

The still water maximum vessel speed derived from digital vessel position data 
has to be compared to the reference maximum still water vessel speed values 
recorded  during  the  sea  trial  when  the  maximum  engine  power  was  being 
deployed.  Substantial  exceedance  of  the  reference  maximum  vessel  speed 
should be considered an indication of non-compliance.  

In  order  to  conduct  the  analysis  described  above,  the  availability  of  accurate 
reference still water vessel speed data is required. In case no such information is 
available, the observed still water vessel speed could be compared to the vessel 
speed of similar vessels in terms of declared engine power, length, tonnage and 
fisheries 
individual  vessel 
characteristics  not  reflected  in  the  aforementioned  parameters  may  cause 
substantial speed differences between individual vessels, and that this method 
may not reveal non-compliance in the case of widespread non-compliance within 
a specific fleet (segment).   

it  should  be  noted 

typology.  However, 

that 

Two methods to approximate still water vessel speed from digital vessel position 
date are presented hereafter: the vector method and the averaging method. 

1.  Vector method 

The vector method is used to approximate the vessel’s still water speed through 
a combination of the actual current condition (direction, speed) and the recorded 
vessel speed and course at the same moment. Such analysis is only possible if 
accurate  tidal  data  are  available  for  the  vessel’s  position,  and  if  other  factors 
affecting the vessel’s speed have limited effect (the water shall be deep, the sea 
state shall be calm and the wind force shall be low). The analysis needs to be 
conducted  for  several  measuring  points,  to  avoid  identification  of  a  vessel  as 
being potentially non-compliant based on a single outlier.  

The  vector  of  vessel  speed  as  obtained  from  digital  vessel  position  data, 
represented  by  a  in  figure  9,  needs  to  be  combined  with  the  reported  current 
condition  at  the  respective  position  and  time,  represented  by  b,  to  find  the 
resulting still water speed, represented by c. 

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Figure 9 – Vector addition method based on digital vessel position and current data 

Annex 4 contains an example of application of the vector method.  

2.  Averaging method 

The  averaging  method  is  used  to  approximate  the  vessel’s  still  water  speed 
through  averaging  two  vessel  speed  values  recorded  while  the  vessel  was 
moving in opposite directions. The time between recording two speed values has 
to be kept to a minimum, the parallel distance between the two measuring points 
should be as small as possible and the difference of the vessel heading between 
the two measuring points has to be as close as possible to 180 degrees, in order 
to minimise the impact of any difference in sea state, current or wind conditions 
between both measurement points, and to resemble the ‘double run’ described 
in section 4.5.7.4 as closely as possible. The analysis should be repeated several 
times, to avoid a vessel being identified as potentially non-compliant based on a 
single outlier. 

If  a  vessel  track  as  presented  in  figure  10  is  considered,  the  still  water  speed 
value  would  be  the  average  value  of  speed  values  collected  in  direction  a, 
averaged with the average of speed values in direction b. The available weather, 
sea state and current conditions at the time and position of data collection have 
to be documented in the data verification report.  

Figure 10 – Averaging method vessel still water speed approximation based on digital 
vessel position data. 

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The averaging method is only suitable for catching vessels operating towed gear 
in a typical ‘zig-zag’ pattern, as the track of other vessels do normally not result 
in the required data to analyse a double run. The main relative advantage of the 
averaging  method  compared  to  the  vector  method  is  its  lower  dependency  on 
accurate current data and its lower susceptibility to influences of wind and sea 
state. 

Annex 5 contains an example of application of the averaging method.  

The vessel speed analysis recommended in this section cannot be performed for 
catching  vessels  that  do  not  provide  VMS  or  AIS  data.  In  accordance  with 
Article 9(2) of the (new) Control Regulation, a VMS transponder is mandatory for 
all  Union  fishing  vessels  with  a  length  of  12  metres  overall  or  more28.  In 
accordance with Article 10 of the (new) Control Regulation, fishing vessels whose 
overall length exceeds 15 metres, shall be equipped, and maintain in continuous 
operation, an AIS system. 

4.4.2. 

Fishing logbook data 

The following parameters could be derived from the fishing logbook: 

1.  Catch volume per unit time per fish species 

The catch volume per unit time allows for comparison with peer vessels in terms 
of length, tonnage, gear type, geographical area of operation and declared engine 
power. Substantially higher catch volumes reported by a verified vessel could be 
an  indication  of  non-compliance.  Catch  volume  per  unit  time  per  species  is  a 
suitable parameter to cross-check indications of non-compliance obtained from 
vessel speed analysis, to verify whether a relatively fast vessel has also landed 
relatively large catch volumes.  

To enable a meaningful comparison between the catch of a verified vessel and 
that  of  peer  vessels,  Member  States  should  identify  vessels  of  similar 
characteristics (e.g. similar length, that have operated in the same geographical 
area, at the same time, preferably for an extended period of time, have operated 
the  same  gear  type,  have  landed  catches  of  a  comparable  composition  etc.). 
Accounting  for  a  larger  number  of  vessels  in  the  analysis  provides  a  more 
accurate  average  catch  per  unit  time  value,  and  more  information  about  the 
variation  of  catch  quantities  reported  by  individual  operators.  The  number  of 

28  Member States may exempt Union fishing vessels of less than 15 meter of this obligation, 
under the conditions of Article 9(5) of the Control Regulation. As of the date of application of 
Article 9(2) of the Control Regulation, each Union fishing vessel shall have installed on board 
a fully functioning device allowing the vessel to be automatically located and identified by a 
vessel  monitoring  system  through  transmitting  automatically  the  vessel  position  data  at 
regular  intervals.  Under  the  conditions  of  Article  9(3)  of  the  Control  Regulation,  catching 
vessels of less than 9 meter may be exempted of this obligation. 

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vessels to be included in the analysis of peer vessels depends on the fleet size, 
the work load associated with conducting this analysis and the variation in the 
reported catch volume per vessel (a large variation in catch volume per unit time 
requires more vessels to be evaluated in order to produce reliable averages). 

This method is less effective to identify non-compliant vessels in a fleet (segment) 
where non-compliance with declared engine power is widespread, because non-
compliance of peer vessels reduces the observed difference of a verified vessel 
relative to its peer vessels in terms of catch volume per unit time.  

2. 

The actual operation in effort zones 

Plotting catch volumes caught in effort zones by vessels subject to an individual 
kW*days  effort  allocation  relative  to  the  time  the  vessel  under  consideration 
actually spent in the respective effort zone(s), indicates the effectiveness of (high-
risk) vessels in (high-risk) specific zones. Comparative analysis of catch volume 
per  unit  time  similar  to  the  analysis  described  above  should  be  conducted. 
Equally to the analysis of catch volume per unit time per species presented under 
point  1  of  this  section,  this  method  is  less  effective  to  identify  non-compliant 
vessels in a fleet (segment) where non-compliance with declared engine power 
is widespread. 

In case a vessel is part of the sample of vessels eligible for a data verification 
because  of  its  operation  in  a  kW*days  effort  regime  (also  see  section 4.3.1), 
logbook data will disclose the relative activity of the vessel in areas where this 
individual effort regime applies.  

3. 

The actual operation in engine power restricted areas 

Plotting catch volumes caught by vessels operating in (an) area(s) where engine 
power restrictions apply, relative to the time actually spent in the engine power 
restricted area, indicates the effectiveness of vessels in engine power restricted 
areas.  Comparative  analysis  of  the  catch  volume  per  unit  time,  similar  to  the 
analysis described above, should be conducted. Equally to the analysis of catch 
volume per unit time per species presented under points 1 and 2 of this section, 
this method is less effective to identify non-compliant vessels in a fleet (segment) 
where non-compliance with declared engine power is widespread. 

In case a vessel is part of the sample of vessels eligible for a data verification 
because of its operation in an area where engine power restrictions apply (also 
see section 4.3.2), logbook data will disclose the actual activity of the vessel in 
areas where this engine power restrictions apply.  

Other parameters that could be evaluated based on fishing logbook data include 
the  transit  time  between  the  port  and  fishing  grounds,  but  individual  vessel 
characteristics such as hull and propeller design, as well as the exact distance 
between the fishing grounds and the port make this type of analysis difficult and 
less meaningful. 

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4.4.3. 

The Engine International Air Pollution Prevention 
(EIAPP) Certificate  

The purpose of the EIAPP certificate is to confirm that an engine, as designed 
and equipped, complies with the maximum relative NOx emission as laid down in 
the  form  of  Tier  levels  in  IMO  MARPOL  Annex  VI  regulation  13.  The  EIAPP 
applies to an engine, whereas the International Air Pollution Prevention (IAPP) 
certificate applies to a vessel. It is required that the propulsion engine installed in 
a  catching  vessel  which  has  an  IAPP  certificate  issued,  also  has  (an)  EIAPP 
certificate(s) issued to the engine(s) installed in the vessel. However, vessels with 
a  gross  tonnage  less  than  400 GT  and  /  or  vessels  engaging  exclusively  in 
domestic  voyages  are  exempted  from  the  IAPP  certification  requirement. 
Nevertheless, flag state authorities have to establish an alternative NOx control 
measure to ensure compliance with the NOx emission requirements laid down in 
regulation 13 of MARPOL  Annex  VI,  for main propulsion  diesel engines  with  a 
power output of more than 130kW, installed on or after 1 January 2000, on board 
vessels that are not subject to the IAPP requirement. The documentation related 
to  this  alternative  NOx  control  measure  may  be  verified  in  the  context  of  the 
engine power data verification instead of the EIAPP certificate, where applicable.  

The EIAPP certificate specifies the rated (maximum continuous) engine power 
and the rated engine speed for which the EIAPP certificate has been issued. It 
should be noted that an EIAPP certificate may be issued as a pre-certificate under 
the  so-called  family  concept,  if  the  certified  engine  has  been  constructed 
identically to a parent engine which has been tested on a test bed to demonstrate 
compliance with the applicable NOx emission limits. 

In  the  context  of  the  engine  power  data  verification,  authorities  need  to  verify 
whether the engine power documented on the EIAPP certificate corresponds to 
the declared engine power of the vessel. In case these values do not match, the 
authorities have to determine whether a new EIAPP certificate should have been 
issued. 

In  case  the  engine  power  documented  on  the  EIAPP  certificate  exceeds  the 
declared engine power of the engine, the engine may have been derated or its 
power  may  have  been  under-declared,  which  are  both  indications  of  non-
compliance.  

The  EIAPP  is  directly  linked  to  a  so-called  Technical  File,  which  documents 
among others the NOx critical engine components and settings, that may not be 
changed  in  order  to  maintain  the  validity  of  the  EIAPP  certificate  and  thus  to 
ensure  ongoing  compliance  with  the  applicable  NOx  emissions  limits.  In  the 
context of the engine power data verification, the authorities have to identify those 
components  described  in  the  Technical  File  that  are  associated  with  engine 
power  and  speed,  and  their  respective  verification  methods.  A  copy  of  the 
reviewed EIAPP certificate and the respective Technical File must be included in 

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the data verification report. An example of the standardised EIAPP certification 
and Technical File is included in Annex 6. 

4.4.4. 

Class certificates 

Certificates issued by recognised ship inspection and survey organisations within 
the meaning of Directive  94/57/EC include one or more certificates that state the 
main  engine  power  value.  The  most  important  certificate  is  the  Certificate  of 
Class, or equivalent document, which certifies that the vessel meets all applicable 
class  rules  and  requirements.  The  main  engine  power  of  the  vessel  is 
documented on the Certificate of Class, or Member State equivalent certificate, 
or in the connected machinery particulars document, and should in principle be 
equal to the engine power as found in the register of ships, and the engine power 
stated  on  the  fishing  license(s)  of  the  vessel.  Any  discrepancy  between  the 
certified power and the power as declared on any of the other documents should 
be considered an indication of non-compliance in the context of the engine power 
data  verification.  An  example  of  a  Certificate  of  Class  certificate  is  included  in 
Annex 7. 

4.4.5. 

Sea trial report 

A  sea  trial  is  typically  performed  before  a  vessel  enters  into  service,  to  verify 
whether it meets all class and regulatory requirements, and to verify whether the 
performance of the vessel is in accordance with the contractual requirements as 
agreed between the shipyard and its client. A sea trial may also be conducted 
after a major conversion, which may include the replacement of the main engine.  

A  sea  trial  report  typically  contains  engine  and  vessel  performance  data.  Any 
engine  power  value  or  other  engine data reported in  the  sea trial  report  which 
suggests the availability of excess power should be considered an indication of 
non-compliance  in  the  context  of  the  engine  power  data  verification.  Where 
available,  the  reported  vessel  speed  at  the  reported  engine  power  should  be 
compared to recent speed data collected through digital vessel position systems, 
as described in section 4.4.1.  

4.4.6. 

Union Fleet Register 

The engine power values collected from the sources and documents discussed 
in  sections 4.4.1  to  4.4.5  have  to  be  compared  to  the  main  engine  power 
registered in the EU fleet register and to the main engine power registered in the 
Member State’s National Fleet Register. Attention must be given to ensure that 
main and  auxiliary  engine power  are  accurately reflected in  both  registers  and 
correctly derived from the sources and documents referred to in sections 4.4.1 to 

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4.4.5.  Any  discrepancy  between  those  values  are  to  be  considered  as  an 
indication of non-compliance in the context of the engine power data verification.  

4.4.7. 

Other documents  

Any  other  document(s)  providing  relevant  information  on  vessel  power  or  any 
related  technical  characteristics  may  be  considered  for  evaluation  against  the 
engine  power  values  and  other  vessel  performance  parameters  obtained  from 
the sources and analyses described in sections 4.4.1 to 4.4.6.  

4.4.8. 

Data verification report 

As described in section 4.4, the Member State should produce a data verification 
report.  The  following  elements  should,  based  on  the  procedures  presented  in 
section 4.4.1 to 4.4.7, as a minimum be documented in this report:  

1.  All  data  evaluated  in  the  context  of  the  vessel  speed  analysis 

(section 4.4.1): 

(a)  A list of vessel speed data points: date, time, position and speed 

over ground of the verified vessel; 

(b)  A description of the conditions at each data point: water depth, 

current, wind and sea state (if available); 

(c)  The results of vector or averaging still water speed calculations; 

(d)  Similar  to  the  above  mentioned  data  points  and  corresponding 
description  of  condition:  list  format  data  for  the  evaluation  of 
speed of peer vessels (if applicable and available); 

(e)  The  calculation  of  peer  vessels’  still  water  speed  (if  applicable 

and available); 

(f)  A comparison between the verified vessel’s speed and the peer 

vessels’ speed (if applicable and available). 

2.  All  data  required  to  reproduce  the  conducted  analysis  of  the  fishing 
the  respective  analysis 

findings  of 

the 

logbook,  as  well  as 
(section 4.4.2): 

(a)  A copy of all raw data used for the  catch  volume  per unit  time 

calculation of the verified vessel; 

(b)  A list of vessels included in the peer analysis and all criteria used 

for their selection; 

(c)  A copy of all raw data used for the  catch  volume  per unit  time 

calculation of all peer vessels; 

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(d)  The  calculation  of  catch  volume  per  unit  time  of  the  verified 

vessel and all peer vessels, including a comparative analysis; 

(e)  The  assessment  of  vessel  operation  in  (an)  area(s)  where 
individual kW*days effort allocation applies (if applicable); 

(f)  The assessment of vessel operation in (an) area(s) where engine 

power limitations apply (if applicable).  

3.  A  copy  of  the  EIAPP  certificate  and  the  respective  Technical  File 

(section 4.4.3); 

4.  Copies of all certificates issued by the recognised ship inspection and 
survey  organisation  that  were  reviewed  in  the  context  of  the  engine 
power data verification (section 4.4.4); 

5.  A copy of the sea trial report (section 4.4.5): 

(a)  A summary and analysis of all reported data considered relevant 

in the context of the engine power data verification.  

6. 

The  main  engine  power  of  the  vessel  obtained  from  the  union  fleet 
register and from the Member State’s National Fleet Register (section 
4.4.6); 

7.  Copies of all other documents analysed in the context of the engine 

power data verification (section 4.4.7). 

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4.5. 

Physical engine power verification 

4.5.1. 

Selection of vessels for physical engine power 
verification 

A  vessel  selected  to  undergo  a  data  verification  must  thereafter  undergo  a 
physical engine power verification, or have a permanent power measuring device 
installed  referred  to  in  Article  39a(1)  and  Article  39(7)  of  the  new  Control 
Regulation as of the date of application of these articles (10 January 2028), in 
case at least one of the analyses described in sections 4.4.1 to 4.4.7 yields an 
indication of non-compliance. The Member State will also proceed to a physical 
verification, or have a permanent power measuring device installed referred to in 
Article 39a(1) and Article 39(7) of the new Control Regulation as of the date of 
application  of  these articles (10  January  2028),  if  one or  more of  the  following 
situations apply: 

1.  More  than  one  of  the  analyses  described  in  sections  4.4.2  (fishing 
logbook),  4.4.4  (Certificate  of  Class  or  Member  State  equivalent 
certificate),  4.4.5  (sea  trial  report)  and  4.4.6  (Union  fleet  register) 
cannot be performed; 

2.  An  active  vessel  that  is  legally  required  to  be  equipped  with  a  VMS 
and  /  or  AIS  transponder  as  described  in  section  4.4.1,  but  whose 
vessel  position  data  cannot  be  analysed,  irrespective  of  the  reason 
why the analysis cannot be conducted; 

3.  A vessel equipped with an engine that is legally required to be EIAPP 
certified  as  described  in  section  4.4.3,  but  whose  EIAPP  certificate 
cannot be analysed, irrespective of the reason why the analysis cannot 
be conducted. 

In case the sampling and data verification process described in sections 4.3 and 
4.4  does  not  yield  any  indication  that  any  vessel  needs  to  undergo  a  physical 
engine power verification for two consecutive years, it is recommended to select 
a  sample  of  vessels  from  all  vessels  that  have  undergone  a  data  verification 
during  the  most  recent  verification  cycle,  to  undergo  a  physical  engine  power 
verification. The size of this sample should, as a minimum, be equal to the square 
root  (rounded  up  to  the  nearest  integer)  of  the  number  of  vessels  that  had  to 
undergo a data verification during the most recent verification cycle.   

In addition to the risk-based selection described in the previous sections, Member 
States may select additional vessels for physical verification following their own 
considerations. These considerations and a list of the consequentially selected 
vessels should be included in the sample report described in section 4.3. 

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4.5.2. 

Principles regarding early notification of vessels selected 
for physical engine power verification 

Member States are recommended to take all possible actions to conduct physical 
engine  power  verifications  on  an  unannounced  basis.  In  order  to  protect  the 
element  of  surprise  to  maximise  the  physical  engine  power  verification 
effectiveness, the following principles apply: 

1.  Member  States  will  not  inform  the  vessel  operator  by  any  means 
earlier  than  strictly  necessary  about  the  fact  that  a  vessel  has  been 
selected to undergo a physical engine power verification.  

2.  Member States will not replace a physical engine power verification, 
following the selection of a vessel to undergo a physical engine power 
verification 
in 
sections 4.3 and 4.4, by any other form of inspection.  

the  procedures  described 

in  accordance  with 

3.  Member  States  will  not  conduct  a  pre-inspection,  any  other  form  of 
check or otherwise pre-notify the vessel owner between the moment 
of selection of the vessel for a physical engine power verification and 
the moment when the physical engine power verification takes place, 
as this could serve as warning to the vessel owner about the upcoming 
physical engine power verification. 

4.5.3. 

Responsibilities 

Member States need to ensure that all legal requirements are met and practical 
preparations are completed to ensure that the selected vessel can undergo all 
steps of the physical engine power verification as described in this document.  

In accordance with Article 104 of the Commission Implementing Regulation, the 
duration  of  an  inspection  should  not  exceed  4  hours.  In  accordance  with 
Article 104(4),  this  limit  does  not  apply  where  the  officials  need  further 
information. In those cases where the verification cannot be finalised within the 
available 4 hours, obtaining an adequate verification result may be considered a 
need for further information, which justifies the extension of the verification to the 
shortest  duration  required  to  obtain  an  adequate  verification  result,  to  the 
assessment of the officials. 

In case the verification yields indications of non-compliance, this (detection of an 
apparent  infringement)  justifies  in  accordance  with  Article  104(4)  of  the 
Commission Implementing Regulation the (further) extension of the verification 
duration to enable investigation of these indications and the collection of further 
evidence.  

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In  case multiple  entities  are  involved  in  the  physical  engine  power  verification, 
e.g.  (an)  external  contractor(s)  for  the  measurement  of  shaft  power  and  /  or 
electronic engine diagnostics, it is particularly important to consider that external 
contractors  have  no  authority  to  board  the  vessel  unless  explicit  permission  is 
granted by either the vessel operator or the Member State’s authority. In addition, 
the Member State’s authorities are required to inform all involved entities about 
their duty to contribute to the preservation of the unannounced character of the 
verification, as described in section 4.5.2. 

Above all, it should be clearly communicated by the Member State’s authorities, 
that  the  physical  engine  power  verification  can  only  be  conducted  if  all  parties 
involved agree that all tasks can be completed in a safe and responsible manner. 
Every individual involved in the verification process is required to assess whether 
his task can be performed safely before commencing any task.  

In case any individual involved in the verification observes an unsafe situation, 
the verification works needs to be suspended until the unsafe situation has been 
resolved or, in case this is not possible, the verification must be aborted.  

Prior to the verification, it needs to be verified that it is safe to install the measuring 
equipment  and  to  conduct  a  trial  voyage  with  the  vessel  and  all  required 
personnel  (crew,  Member  State(s)  official(s)  /  inspector(s)  and  external 
contractor(s)): 

1.  Prior to approaching the vessel, the Member State’s authorities need 
to ensure that all required personnel and external contractor(s) that will 
be  on  board  during  the  verification,  are  qualified,  physically  fit  and 
sufficiently inducted to take part in the verification;  

2.  Prior  to  commencing  the  installation  works,  the  escape  routes  on 
board  need  to  be  observed  and  verified  that  these  are  free  of 
obstacles; 

3.  Prior to commencing installation works, it needs to be ensured that the 
engine  is  switched  off  and  may  not  be  started  until  the  engineer 
installing  the  measurement  equipment  informs  the  master  that  all  is 
clear and the engine may be started;  

4.  Prior  to  commencing  installation  works,  the  surrounding  of  the 
(propeller)  shaft  and  the  engine  need  to  be  inspected  for  potential 
hazards. This includes, but is not limited to, slip and trip hazards, hot 
the  presence  of  hazardous  substances,  electrical 
surfaces, 
installations and the evacuation capability of the engineer that will be 
working at the shaft. It also needs to be ensured that the working place 
is  well  lit  to  maximise  visibility  of  the  working  area  and  potential 
hazards; 

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5.  Prior to commencing the works, it should be considered that e.g. the 
absence of communication devices or language barriers will increase 
the  risk.  It  should  be  considered  that  the  Member  State  authority’s 
representatives and the external contractor(s), if applicable, will likely 
work in high risk areas such as in the engine room and on the deck, 
while the engine is operating at its maximum capacity and the vessel 
might perform fishing or bollard pull operations; 

6.  Prior  to  commencing  the  engine  power  verification  voyage,  the 
Member State’s authorities are required to observe that the required 
lifesaving  appliances  are  in  place.  Since  the  number  of  people  on 
board may differ from the crew size during a normal fishing trip, special 
attention need to be paid to floatation devices such as life jackets and 
life raft capacity.  

During  the  entire  verification,  safety  aspects  to  consider  include,  but  are  not 
limited to: 

7. 

8. 

The  correct  use  of  adequate  personal  protective  equipment  (PPE) 
appropriate and / or required for the task. This may include protective 
clothing,  helmet,  protective  footwear,  protective  eyewear,  hearing 
protection, life jacket, protective gloves, breathing apparatus, etc.; 

The correct use of all equipment used in the context of the verification 
and  in  accordance  with  the  manufacturer’s  specifications  and  /  or 
recommendations.  

In  addition,  Member  States’  authorities  must  be  aware  and  should  clearly 
communicate to vessel operators that neither the authority nor the contractor can 
be held liable for damage to the engine, gear(s) or any other part of the vessel, 
or any other vessel or structure, or for injury to or the loss of life of any person as 
a result of any event related to the physical engine power verification. 

4.5.4. 

Preparation of the verification 

As will be discussed further in section 4.5.5, the vessel’s main engine power must 
in  principle  be measured by means of  a strain gauge  based torque  meter and 
revolutionary speed meter. Therefore it is assumed throughout the remainder of 
section 4 that the power measurement is strain gauge based.  

In case the length of the available propeller shaft segment on board a vessel to 
be inspected is known, and information about the accessibility is known, it can to 
a  certain  extent  be  predicted  whether  such  a  strain  gauge  based  shaft  power 
measurement can be conducted on board a target vessel. This information is not 
normally  available  to  fisheries  control  authorities,  and  inspecting  the  vessel 
shortly before the verification with the sole objective of collecting this information 
could  jeopardise  the  unannounced  character  of  the  verification.  It  is  therefore 

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recommended  to  collect  the  following  information  of  all  vessels  that  may  be 
selected for engine power verification during regular inspections or surveys: 

1. 

2. 

3. 

The  length  of  the  available  propeller  shaft  segment.  In  order  to 
obtain an accurate measurement result, the strain gauge needs to be 
mounted on a homogeneous portion of the propeller shaft. The length 
of the shaft must be at least twice the diameter of the shaft in case of 
a solid shaft, and should offer sufficient space to mount the transmitter, 
battery and cabling at the shaft or at a nearby flange.  

The presence of obstructing equipment near the propeller shaft. 
The  shaft-mounted  equipment  (typically  the  gauge,  cabling,  battery 
and transmitter) need to stay clear of all surrounding equipment while 
the  shaft  is  revolving.  It  must  therefore  be  verified  that  there  is 
sufficient  clearance  between  the  shaft  and  nearby  equipment.  How 
much  clearance  is  required  depends  on  the  dimensions  of  the 
equipment  used,  but  5  cm  is  sufficient  for  most  common  portable 
torque  measurement  systems.  When  assessing  the  obstruction  of 
nearby  equipment,  it  must  be  considered  whether  the  surrounding 
equipment  may  be  expected  to  vibrate  in  operation,  whether  the 
equipment is a potential source of water or oil leakage, and to what 
extent  the  equipment  will  obstruct  the  installation  of  the  equipment 
(e.g.  because  it  is  located  in  the  line  of  sight  between  the  installing 
engineer and the propeller shaft). 

The  reachability  of  the  shaft.  Whether  or  not  the  measurement 
equipment can be installed at a certain position depends to a certain 
extent  on  the  skill,  size  and  flexibility  of  the  installing  engineer.  It  is 
recommended  that,  during  one  of  the  aforementioned  regular 
inspections  or  surveys,  an  inspector  checks  whether  the  shaft  is 
reachable by attempting to grab around the shaft with two hands after 
the shaft has been confirmed to be in standstill. If this is possible, a 
specialist engineer is as a rule of thumb likely to be able to install the 
measurement equipment.  

When the suitability of a vessel to undergo a physical engine power verification 
is assessed during a regular inspection or survey, following the steps above, it is 
recommended  to  support  the  findings  of  this  inspection  with  pictures.  When 
dimensions  are  verified  (e.g.  the  length  of  the  available  shaft  segment,  or  the 
clearance between the shaft and the nearest obstructing piece of equipment), it 
is recommended to place an element with known dimensions in the picture, such 
as a ruler or a tape measure. 

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Figure 11 – The useful segment on the propeller shaft is indicated by the red arrow. It 
is recommended to verify whether the shaft segment is safety reachable with two 
hands, sufficiently long and free of surrounding obstacles. 

Figure 12 – Example of a propeller shaft segment (red arrow) which is too short to 
obtain reliable measurement results. 

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Figure 13 – Example of a propeller shaft (indicated by the red arrow) which cannot be 
reached to mount power measurement equipment on it, unless a substantial amount of 
equipment (pumps, piping) is removed. 

In addition to information about the suitability of the (propeller) shaft to conduct a 
physical verification on board the selected vessel, it is recommended to collect 
the following information in preparation of the verification: 

1.  Risk indicators observed during the data verification; 

2.  Main  vessel  information  such  as  the  vessel’s  dimensions  and  the 

fishing gear it operates; 

3.  Engine information such as the brand and type of the installed engine, 
the  registered  and  rated  engine  power  and  nominal  engine  speed. 
Information  about  the  engine  installed  on  board  is  critical  to  ensure 
that the correct (IT) tools can be made available during the verification; 

4.  Operational data such as the vessel’s recent geographical area(s) of 
operation, the average duration of a fishing trip, typical landing times 
and ports, but also the speed of the vessel during recent fishing and 
transit voyages. 

In  case  the  Member  State’s  authorities  rely  on  an  external  contractor  for  the 
assessment  of  the  vessel’s  compliance,  the  information  listed  in  this  section 
should be shared with the contractor well in advance, to enable selection of the 
correct IT tools and other equipment and preparation of the verification in detail. 

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4.5.5. 

Physical measurement of power 

In accordance with ISO 15016:2015, the vessel’s main engine power in principle 
has  to  be  measured  by  means  of  a  strain  gauge  based  torque  meter  and 
revolutionary  speed  meter.  In  case  there  is  a  suitable  segment  of  clear  shaft 
available  and  accessible  at  the  immediate  output  of  the  engine,  the  torque 
measuring  equipment  should  be  installed  at  that  position.  In  case  there  is  no 
suitable shaft segment available at the immediate output of the engine, the torque 
measuring equipment has to be installed at the propeller shaft. In case no suitable 
shaft segment is available either at the immediate output of the engine or at the 
propeller  shaft,  the  engine  power  verification  as  described  in  this  document 
cannot be conducted. This scenario is discussed in section 8.3 of this document.   

4.5.5.1. 

Equipment 

The  Member  State´s  authority  need  to  ensure  that  the  equipment  used  to 
measure the vessel’s engine power, has been calibrated in accordance with the 
procedures described in ISO 23048:2018, not longer than 12 months prior to the 
physical  verification.  The  average  error  rate  of  the  power,  determined  in 
accordance  with  ISO  23048:2018,  must  not  exceed  2,5%,  and  a  copy  of  the 
measurement equipment calibration report has to be included in the engine power 
verification report.  

4.5.5.2. 

Personnel 

The Member State´s authority need to ensure that the shaft power measurement 
equipment  is  installed  and  operated  by  qualified,  skilled  and  experienced 
personnel. Engineers responsible for the installation and operation of shaft power 
measurement equipment need, as a minimum, to have: 

1. 

Followed and successfully completed a training about the installation 
and correct operation of the equipment used; 

2.  Demonstrable experience in  the  performance of  strain gauge based 
shaft  power  measurements,  including  experience  on  board  catching 
vessels. 

4.5.5.3. 

Installation 

A strain gauge based system is based on the principle that torque applied to the 
shaft induces a material deformation which can be measured at the surface of 
the  propeller  shaft,  known  as  (micro)strain.  A  typical  (full)  Wheatstone  bridge 
strain gauge consists of 4 resistors oriented 45 degrees relative to the centreline 
of the shaft (schematic full bridge strain gauge layout in figure 14).  

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The  resistance  of  each  resistor  will  decrease  or  increase,  depending  on  its 
relative  orientation  and  the  direction  of  the  torque,  as  a  result  of  extraction  or 
compression  of  the  shaft  material.  The  application  of  an  electrical  voltage 
between positions B and D, will result in a measured voltage between positions A 
and C. The output of the gauge (mV/V) will, within the working range of the strain 
gauge, change proportionally to the change of the shaft torque. 

The  strain  gauge  is  applied  to  the  propeller  shaft  in  accordance  with  the 
instructions provided by the manufacturer(s) of the measuring device, the strain 
gauge and the adhesive used. As a minimum, the following generic steps need 
to be considered: 

1.  Surface preparation. The area of the propeller shaft where the strain 
gauge  will  be  mounted  must  be  prepared  in  accordance  with  the 
instructions of the gauge and adhesive manufacturers. In general, the 
surface needs to be free of scratches and dents, and to be grinded to 
the correct roughness (not too smooth / too rough), homogeneously 
over  the  prepared  surface.  Subsequently,  the  surface  needs  to  be 
rinsed and pH neutralized.  

2.  Gauge  alignment.  The  centre  line  of  the  strain  gauge  needs  to  be 

aligned with the propeller shaft.  

3.  Adhesive selection. The selected adhesive needs to be suitable for 
the  application,  certified  and  cannot  be  past  its  expiry  date.  The 
selection of the adhesive may depend on the expected time the gauge 
will  need  to  remain  usable,  the  ambient  temperature,  the  ambient 
humidity and the available installation time. Any adhesive needs to be 
applied  strictly  in  accordance  with  the  adhesive  manufacturer’s 
instructions.  

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Figure 14 – Schematic full-bridge strain gauge. 

Figure 15 – Example of a strain gauge installed on a propeller shaft. 

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Figure 16 – Example of a strain gauge (red arrow), transmitter (yellow arrow) and 
battery (green arrow) mounted on a propeller shaft. 

In  order  to  arrive  from  a  gauge  output  (mV/V)  at  a  torque  (Nm)  value,  certain 
parameters must be known, measured or assumed: 

1. 

2. 

The gauge factor quantifies the relation between the measured gauge 
output and the material (micro)strain. The gauge factor is specified by 
the strain gauge manufacturer.  

The below listed shaft properties are required to determine how much 
torque corresponds with the observed amount of (micro)strain: 

(a)  The external shaft diameter; 

(b)  The internal shaft diameter; 

(c)  The G-Modulus of the shaft steel. 

The  external  diameter  of  the  propeller  shaft  can  be  measured,  by  means  of 
calibrated callipers or another suitable calibrated method.  

If the propeller shaft is hollow, for example because the vessel is equipped with 
a  controllable  pitch  propeller,  the  internal  diameter  of  the  shaft  must  also  be 
determined. If a drawing of the propeller shaft is available, this could provide the 
required  information.  Alternatively,  the  internal  diameter  can  be  determined  by 
measuring  the  shaft  material  thickness  by  means  of  a  calibrated  ultrasound 
thickness  gauge.  Deducting  twice  the  material  thickness  from  the  external 
diameter gives the internal shaft diameter. 

In case the G-modulus of the (magnetic) shaft steel is unknown, a value of 82400 
𝑁/𝑚𝑚2 has to be assumed, in accordance with clause 6.1 of ISO 15016:2015. 

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All  parameters  used  to  convert  the  strain  gauge  output  into  torque  have  to  be 
documented and reported. 

Figure 17 – Example of the use of callipers to measure the external diameter 
(110 mm) of a propeller shaft. 

Before starting the engine and commencing the trial, the unloaded output (mV/V) 
of  the  applied  strain  gauge  has  to  be  recorded  and  documented.  A  too  high 
(absolute) output or varying output of an unloaded strain gauge are indications of 
a faulty installation. The maximum permissible (absolute) output of an unloaded 
strain  gauge  is  specified  by  the  strain  gauge  manufacturer  and  has  to  be 
observed at all times.  

The  setup  of  the  data  acquisition  and  processing  software  must  associate  the 
unloaded strain gauge output with zero Nm. In the event of a lengthy verification, 
or  when  temperature  effects  on  the  unloaded  strain  gauge  output  may  be 
expected,  it  is  recommended  to  verify,  and  if  necessary  adjust,  the  zero Nm 
setting at sea, shortly before the first verification run is commenced. In case the 
zero  Nm  setting  is  adjusted  at  sea,  it  must  be  verified  that  the  shaft  is  indeed 
unloaded at that moment.  

Before starting the engine and commencing the trial, the accuracy of the signal 
processing  and  data  acquisition  system  needs  to  be  verified  using  either  the 
shunt  calibration  technique,  or  by  temporarily  replacing  the  strain  gauge  by 
resistors with exactly known properties. The results of the on board verification of 
the  signal  processing  and  data  acquisition  system  has  to  be  documented  and 
reported. 

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In addition to shaft torque, the shaft revolutionary speed must be measured to 
enable  the  calculation  of  power.  The  most  common  sensor  type  for  portable 
power measurement systems is the infrared (reflector) sensor.  

Figure 18 – A torque measurement system mountel at a propeller shaft, covered by 
protective foil. The reflector (red arrow) and strain signal receiver with integrated speed 
pick-up (yellow arrow) of the infrared shaft speed measurement system are visible. 

4.5.5.4. 

Speed, torque and power data recording 

During the physical engine power verification, the measured revolutionary shaft 
speed, shaft torque and shaft power values need to be recorded and logged at 
fixed intervals that should not exceed 10 seconds. It is recommended to retain an 
unprocessed copy of the raw data for at least 5 years, or longer depending on 
Member State specific national legislation, to remain available for further analysis 
in  case  verification  results  are  questioned  or  disputed  or  are  part  of  an 
infringement procedure.  

4.5.6. 

Vessel operating conditions during the verification 

The objective of the physical engine power verification is to determine whether 
the  registered  engine  power  of  the  vessel  can  be  exceeded  by  the  engine 
installed  on  board  the  vessel.  The  actual  engine  power  is  the  balance  point 
between the load generated by the vessel, its gear, propeller, loading conditions, 
hull condition and the load affecting external factors at one side, and the power 
being produced by the engine at the other side. Both the load generated by the 

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vessel and the power produced by the engine are to a certain extent controllable, 
and therefore need to be considered. 

In  order  to  observe  the  maximum  engine  power,  it  is  particularly  important  to 
understand the effect of the propeller pitch and the deployment of fishing gear on 
the power demand generated by the vessel. Whether a vessel is equipped with 
a  controllable  pitch  propeller,  or  active  fishing  gear,  determines  which  trial 
procedure shall be followed.  

In any case, a steady-state ship’s condition needs to be pursued throughout each 
verification run. No fixed time before the ship reaches a steady state can be given. 
In order to verify that the ship reached the steady ship’s condition, the measured 
values  of  propeller  shaft  speed,  shaft  torque  and  ship’s  speed  have  to  be 
monitored. When all three values are stable the ship’s condition can be deemed 
‘steady’. 

4.5.6.1. 

Passive gear, fixed pitch propeller 

The  main  link  between  engine  power  and  productivity  of  catching  vessels  that 
exclusively use passive gear, is that more engine power enables the vessel to 
transit faster between ports and fishing grounds. The engine power of this type 
of vessel shall be verified when the vessel is steaming. If the pitch position of the 
vessel’s propeller is fixed, i.e. not controllable, the maximum engine power will 
normally coincide with the highest attainable engine speed. In case there is doubt 
whether the maximum engine power coincides with the maximum engine speed 
(e.g. for planning fast craft), the engine speed may be gradually reduced, starting 
at  the  highest  attainable  engine  speed,  until  the  maximum  engine  power  is 
observed. 

4.5.6.2. 

Passive gear, controllable pitch propeller 

Similar to a vessel with passive gear and a fixed pitch propeller, the engine power 
of a vessel with passive gear and a controllable pitch propeller shall be verified 
while steaming. Since the propeller pitch is controllable, it needs to be set to the 
position which results in the maximum power being delivered by the engine. This 
position can be found by first setting the engine speed to maximum, with the pitch 
in  a  near-zero  position,  whereafter  the  pitch  is  gradually  increased,  which  will 
cause the measured power to increase. There may be a point where increasing 
the pitch beyond that point results in an engine speed drop-off and shaft power 
drop-off. If this is the case, the maximum engine power can be found at the pitch 
setting just below this drop-off point.  

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4.5.6.3. 

Towed gear, fixed pitch propeller 

Vessels  with  towed  gear  may  utilize  more  power  while  fishing  than  while 
steaming.  Measuring  the  engine  power  only  under  steaming  conditions  is 
therefore not sufficient to verify the maximum engine power of a vessel equipped 
with a fixed pitch propeller and towed gear.  

The maximum engine power under both steaming and fishing conditions can be 
observed when the engine speed demand is set to maximum. It should be noted 
that the highest power could be measured while fishing, but also while steaming. 
The  latter  may  occur  if  the  engine  power  under  fishing  conditions  is  restricted 
through limitation of the fuel supply, but the maximum engine speed has not been 
limited, or limited to a speed substantially higher than the engine speed that is 
observed when the vessel is fishing. 

When  a  vessel  is  equipped  with  beam  trawls,  the  engine  power  should  be 
measured  with  the  gears  positioned  just  below  the  water  surface.  This  gear 
position is generally associated with a slightly higher load relative to the gears 
positioned at the seabed, and generates a very stable load as well.  

4.5.6.4. 

Towed gear, controllable pitch propeller 

Similar to the previous section, vessels with towed gear may utilise more power 
while fishing than while steaming. However, independent control of the engine 
speed and propeller pitch offers the possibility to regulate the engine load to a 
large extent by means of the pitch control. In some cases, the engine power can 
be verified without deployment of the fishing gear.  

It is recommended to first measure the engine power under steaming conditions. 
Similar to vessels with a controllable pitch propeller and passive gear, the engine 
speed  must  be  set  to  maximum,  whereafter  the  propeller  pitch  is  gradually 
increased,  starting  from  near-zero.  If  it  is  observed  that  increasing  the  pitch 
beyond a certain position results in a drop-off of the engine speed, the maximum 
engine  power  has  already  been  obtained  (at  the  pitch  position  just  below  that 
drop-off point). Deploying the gear would induce additional load, but this would 
not result in additional engine power, since it has already been established that 
the engine cannot produce additional power. Therefore, deploying the gear in this 
situation is not required to observe the maximum engine power. It could however 
still be useful to deploy the gear, in order to record the vessel’s fishing speed. As 
described  in  section 4.5.10  of  this  document,  the  vessel  speed  is  a  relevant 
parameter in the broader power verification context.  

If  no  drop-off  point  is  observed  within  the  propeller  pitch  control  range  under 
steaming conditions, i.e. if the power has continued to rise as a result of additional 
pitch up to 100% pitch under steaming conditions, it is necessary to deploy the 
gear in order to generate incremental load and to determine the maximum engine 

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power.  Once  the  gear  is  deployed,  the  procedure  is  similar;  the  engine  speed 
must be set to maximum whereafter the propeller pitch is gradually increased. If 
a power drop-off is observed from a certain pitch position, the maximum power 
can be measured with the pitch just below that drop-off point. In case no drop-off 
is observed, the pitch must be increased to 100%.  

Similar to the previous section, when a vessel is equipped with beam trawls, the 
engine  power  should  be  measured  with  the  gears  positioned  just  below  the 
surface. 

Figure 19 – Recommended position of beam gear during an engine power verification. 

4.5.7. 

External factors that affect the engine load during the 
verification 

It  has been discussed in  the  previous  sections that  the  produced  power  is the 
result of the load induced by the vessel, its fishing gear and its propeller, and the 
engine capacity. There are also external factors, such as the water depth and sea 
state,  that  affect  the  induced  load.  The  verifier  must  understand  how  each  of 
these  factors  affects  the  engine  load,  and  account  for  these  factors  when 
conducting  the  verification  and  interpreting  its  results.  As  a  minimum,  the 
following factors should be accounted for: 

1.  Wind; 

2.  Waves; 

3.  Depth; 

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4.  Current; 

5.  Steering. 

4.5.7.1.  Wind 

During  every  verification  run,  the  wind  force  should  be  observed  and 
documented. In most cases, the effect of a vessel being exposed to wind on the 
engine  load  is  marginal,  but  the  impact  of  the  consequential  waves  can  be 
substantial. In addition, there may be an effect of wind on the observed vessel 
speed. The wind force is recommended to be documented on the Beaufort scale 
and may be obtained from the most convenient source (e.g. weather report, on 
board equipment); the use of a special anemometer is not required. 

4.5.7.2.  Waves 

Waves may induce a pattern of increasing and decreasing load on the engine, 
which makes them relevant to consider in the context of engine power verification. 
The sea state should be observed and documented during every verification run. 
It is recommended to use the Douglas sea scale to quantify the sea state. The 
sea state may be visually observed and estimated, or be obtained from a weather 
report. A copy of the Douglas sea scale is enclosed in Annex 8. 

Waves  may  cause  substantial  engine  load  variations,  up  to  the  point  where  a 
reliable engine power verification can no longer be conducted. In such cases, the 
engine power verification must be aborted or postponed. The highest acceptable 
sea  state  depends  on  the  characteristics  of  the  vessel,  which  implies  that 
determining whether the observed sea state is acceptable requires professional 
judgement.  

In  case  a  trial  is  being  conducted  when  the  sea  state  is  substantial,  two 
consecutive runs should be conducted, heading into and following the dominant 
wave direction, in accordance with clause 10.4 of ISO 15016:2015. 

4.5.7.3. 

Depth 

The depth of the water under the vessel, also referred to as Under Keel Clearance 
(UKC), must be observed and documented during every verification run. When 
the UKC exceeds three times the vessel’s draught, the effect of the seabed on 
the engine load can be considered negligible. Operation in shallower waters is 
associated with higher load. To avoid impact of the verification result by operation 
in shallow water, efforts must be made to conduct the engine power verification 
in deep water.  

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4.5.7.4. 

Current 

Current has an effect on the engine load in relatively shallow waters, which is 
another reason to make efforts to conduct an engine power verification in deep 
water. In case fishing gear is being towed over the seabed during the 
verification, part of the tidal effect on engine power remains also in deep water.  

In addition to any effect on engine load, the vessel’s Speed Over Ground (SOG) 
is affected by the current. It is therefore recommended to conduct a double run 
(two  verification  runs  in  opposite  directions)  under  each  vessel  operating 
condition  (fishing,  steaming)  when  a  verification  is  being  conducted  on  tidal 
waters. Ideally, these runs shall be conducted with little time between them, over 
the  same  ground  area,  in  accordance  with  the  ship’s  track  during  the  trial 
described  in  clause  10.2  of  ISO  15016:2015.  The  average  speed  of  both  runs 
may for data verification purposes (also see section 4.4.1) be considered the still 
water vessel speed.  

4.5.7.5. 

Steering 

Steering causes the engine load to temporarily increase, which affects the engine 
power verification. Therefore, efforts must be made to conduct the engine power 
verification where a steady course can be maintained for at least 10 minutes, and 
substantial  steering,  due  to  the  characteristics  of  the  fairway  or  other  marine 
traffic, is not expected. In accordance with clause 10.5 of ISO 15016:2015, rudder 
amplitudes in excess of 5 degrees should be avoided.  

4.5.8. 

Observation of the engine and the gearbox 

Before the verification is commenced, the characteristics and details of the engine 
should, as far as possible, be determined. The observed specifications should be 
compared to the details as recorded in the fleet register and on all other relevant 
documents, such as the EIAPP certificate, if applicable. Only those components 
for which disassembly of (part of) the engine is not required, have to be inspected 
at  this  stage.  As  a  minimum,  the  following  items  must  be  inspected  and 
photographically documented: 

1. 

2. 

The engine manufacturer; 

The main visual characteristics (e.g. the number and arrangement of 
cylinders, presence of turbocharger(s) and charge air cooling, etc.); 

3. 

The engine identification plate. 

Also the specifications of the gearbox have to be determined, as far as possible 
without (partial) disassembly of the gearbox: 

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1. 

2. 

3. 

4. 

The gearbox manufacturer; 

The main visual characteristics (e.g. the presence of Power Take Off 
the 
(PTO)  shafts  and  gearbox  driven  auxiliary  equipment, 
arrangement  of  transmission  shafts  (as  far  as  practically  possible), 
etc.); 

The presence of Power Take In (PTI) / booster motors; 

The gearbox identification plate. 

4.5.9. 

Observation of the engine performance during the 
verification 

When  the  vessel  operating  conditions  are  in  accordance  with  one  of  the 
conditions described in section 4.5.6, and the external conditions are satisfactory 
in accordance with section 4.5.7, the engine need to be observed. The objectives 
of this observation are: 

1. 

2. 

3. 

To determine which engine control mechanism is responsible for the 
instantaneous limitation of the observed engine power (e.g. position of 
bridge control lever, engine speed lever in maximum position, fuel rack 
in maximum position, etc.); 

To  determine  to  what  extent  the  setting(s)  responsible  for  the 
instantaneous limitation of the observed engine power are secured or 
can be adjusted to increase the engine power; 

To  assess  whether  mechanisms  are  in  place  to  circumvent  the 
instantaneous limitation of the engine power (tampering systems). 

A  certain  amount  of  general  knowledge  about  marine  propulsion  engines,  and 
understanding of the specific engine type installed on board the verified vessel, 
is required to draw meaningful conclusions about the engine performance.  

4.5.9.1. 

Observation of the performance of a diesel engine equipped 
with an electronic control system 

Electronically controlled diesel engines in the context of this guidance are engines 
equipped  with  either  electronic  unit  injectors  or  a  common  rail  fuel  injections 
system,  governed  by  a  computerised  control  system  which,  as  a  minimum, 
electronically  determines  the  timing  of  the  beginning  and  the  end  of  each  fuel 
injection.  

Mechanically controlled fuel pumps governed by an electronic governor system 
are not covered by this section, but by section 4.5.9.3. 

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An  electronically  controlled  engine  is  equipped  with  an  Engine  Control  Unit 
(ECU). Although different manufacturers use different names for this device (e.g. 
Electronic Control Module, Digital Control Unit, etc.), ECU will be used throughout 
this section. When observing an electronically controlled engine, it is important to 
distinguish between the ECU and the motor management system. The ECU is an 
OEM supplied control system, which belongs to the individual engine. Without an 
ECU,  an  electronically  controlled  engine  cannot  operate.  Its  specification  and 
identification details are usually detailed in among others the NOx Technical file, 
and  the  engine  specific  ECU  is  already  fitted  when  the  engine  undergoes  an 
emission or acceptance test. 

A motor management system, if present, acts as interface between the vessel’s 
crew and the engine. It may be supplied by a dealer or independent enterprise, 
and its functionalities as well as the data it displays may be customised or altered 
after installation on board.  

When  obtaining  engine  performance  data  from  an  electronically  controlled 
engine,  it  is  recommended  to  do  so  directly  from  the  ECU  instead  of  from  the 
motor management system, as data (e.g. load factor, relative torque, etc.) from 
the latter source have a higher probability of being manipulated.  

In order to be able to obtain these data, authorities need to put effort into ensuring 
that a specialist equipped with the IT tools required to connect to the engine is on 
board during the physical engine power verification. It should be noted that the 
hardware  required  to  connect  to  marine  diesel  engines  of  various  brands  and 
types is standardised only to a limited extent, and the required software is not 
standardised at all. It is therefore required to involve a brand and type specific 
specialist.  It  is  recommended  to  ensure  that  the  involved  expert  is  fully 
independent and not related to the vessel subject to verification (e.g. working for 
the  engine  dealer  that  sold  the  engine  to  the  vessel  owner,  or  working  for  the 
enterprise that regularly maintains the engine), to avoid any conflict of interest or 
jeopardisation of the surprise element of the verification.  

Which instantaneous engine performance data and historic engine performance 
statistics can exactly be obtained from an electronically controlled engine, and 
how the available data are exactly defined, varies between engine brands and 
types. It is beyond the scope of this guidance to detail the exact verification steps 
for all engines.  

1.  General recommendations: 

(a)  When  observing  instantaneous  engine  performance  data,  it  is 
essential  to  observe  and  document  the  engine  speed  (rpm), 
torque (Nm or % of maximum) and load (kW or % of maximum – 
the load factor) and analyse their interrelation.  

(b)  When  observing  historical  engine  performance  data,  it  is  for 
many  ECU  systems  possible  to  extract  the  historical  engine 

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speed, load factor, and torque expressed as a range (e.g. 90% - 
100% load factor) versus a unit of time (e.g. running hours, or a 
percentage of the total running hours of the engine). It is essential 
to  extract  and  document  these  data  during  the  engine  power 
verification. 

2.  Observing the ECU particulars: 

(a)  Compare the ECU type and serial number, as well as all details, 
numbers and settings of the installed software programme and 
mapping  that  were  collected  during  the  acceptance  test  or 
documented  elsewhere,  with  the  electronic  data  obtained  from 
the ECU on board. 

(b)  Observe  the  total  running  hours  of  the  ECU  and  assess  the 
plausibility  of  this  value  considering  the  operating  time  of  the 
vessel  since  the  installation  of  the  engine,  and  its  ECU  in  the 
vessel. 

(c) 

(d) 

In case the engine is equipped with a secondary (back-up) ECU 
that  is  permanently  affixed  to  the  engine,  also  collect  the  data 
listed above for this ECU. 

In case any difference between the particulars of the ECU(s) on 
board  and  the  documented  data  is  observed,  this  should  be 
reported to the certifying authority. Also the OEM (preferably not 
the  engine  dealer  or  other  intermediate  party)  should  be 
consulted to obtain the performance data of the ECU (settings) 
encountered on board.  

3.  Observing the instantaneous engine speed: 

(a)  The  instantaneous  engine  speed  (rpm)  has  to  be  compared  to 
the values documented in the files submitted to the authorities in 
the  context  of  the  engine  certification  process,  and  the  values 
observed during the engine acceptance test, and / or reported in 
the pre-installation physical engine power verification test report 
(see section 3.9.2) if applicable.  

(b)  The  instantaneous  engine  speed  has  to  be  compared  to  the 

historical engine speed data obtained from the ECU. 

(c) 

In case the instantaneous engine speed is lower than the original 
value as documented / reported during the certification process, 
or lower than the highest historical engine speed value stored in 
the  ECU,  it  should  be  investigated  why  the  engine  speed  is 
(artificially) low during the engine power verification.  

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4.  Observing the instantaneous load factor: 

(a) 

(b) 

(c) 

In case the load factor is below 100%, it needs to be determined 
why  that  is  the  case.  There  could  be  a  legitimate  reason  (e.g. 
when  the  engine  operates  at  its  nominal  speed,  but  not  at  its 
maximum torque,  under  relatively low load conditions)  or  there 
could  be  a  system  activated  that  artificially  holds  back  the 
maximum engine speed or torque. 

In case the load factor is 100%, it needs to be verified whether 
the  instantaneous  shaft  power  measurement  value  is  as 
expected,  compared  to  the  engine  specifications  and  declared 
amount of power of the engine.  

In case the observed shaft power at 100% load factor is not as 
expected,  whereas  the  instantaneous  engine  speed  is  as 
expected,  all 
instantaneous  engine  parameters  such  as 
temperatures  but  in  particular  charge  air  pressure,  should  be 
compared to the values recorded in the acceptance test report 
and / or the pre-installation physical engine power verification test 
report (see section 3.9.2) of the engine. 

Figure 20 – Example of a covered and sealed Electronic Control Unit (yellow arrow) 
and the connector for IT tools (blue arrow). 

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4.5.9.2. 

Observation of the performance of a diesel engine equipped 
with a mechanically controlled in-line fuel pump and a 
mechanical governor 

The  mechanically  controlled  in-line  fuel  pump  with  mechanical  governor  is  a 
system (still) frequently found on relatively small, existing engines. Discussing all 
variants of pumps and governors in detail is beyond the scope of this guidance. 

During  a  physical  engine  power  verification,  it  needs  to  be  verified  whether 
positioning  the  (bridge)  control  lever  in  the  maximum  position  results  in  a 
maximum engine speed request. On many in-line fuel pump mounted mechanical 
governors this is relatively easy to determine, as the engine speed control lever 
and the minimum and maximum speed limiters are mounted externally. This is 
also the case for some rotating fuel pumps.  

To measure the maximum engine power, it is required that the lever reaches the 
limiter. If this is not the case, the mechanical, pneumatic or electronic system that 
controls this lever must first be adjusted to ensure that the governor speed control 
lever actually reaches the limiter. 

It may also be possible to temporarily disconnect the mechanical, pneumatic of 
electronic  control  from  the  engine  speed  control  lever  at  the  governor,  and 
manually press the lever to the maximum position. However, this should never 
be done without prior notice, and everyone involved in the verification should be 
aware that this induces two substantial incremental risks in the verification: 

1. 

2. 

The master has temporarily no control over the engine, and can thus 
not reduce speed for navigational or manoeuvring purposes. 

If the setting of the limiter is at an unacceptably high position, there is 
a risk  of  engine failure due  to  overheating  /  overloading,  which  may 
result in an engine failure and all possible consequences. 

The general steps listed below should as a minimum be taken when verifying an 
engine equipped with a mechanically controlled in-line fuel pump and mechanical 
governor. 

1.  Observing the maximum engine speed: 

(a)  The  maximum  stabilized  engine  speed  has  to  be  measured 
during  every  verification  run.  It  is  recommended  to  obtain  the 
engine speed data from an infrared speed pick-up directly at the 
flywheel  (e.g.  a  calibrated  handheld  device),  because  the 
meter(s)  on  board  may  deviate  substantially,  and  the  gearbox 
reduction ratio (required to calculate back the engine speed from 
the propeller speed), obtained from the identification plate may 
not always be correct.  

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(b) 

(c) 

(d) 

It  needs  to  be  verified  whether  the  maximum  engine  speed 
setting  is  adequately  secured  (e.g.  sealed)  or  appears  to  have 
been adjusted recently. 

It is recommended to measure and document the length of the 
maximum engine speed limiter.  

It is recommended to compare the maximum engine speed under 
various  operating  conditions  to  the  values  reported  during  the 
engine  acceptance  test  and  /  or  in  the  pre-installation  physical 
engine  power  verification  test  report  (see  section 3.9.2),  and 
make efforts to explain any observed difference. 

2.  Observing the fuel rack: 

(a)  Efforts  have  to  be  made  to  verify  whether  the  engine  power  is 
determined  during  each  verification  run  by  the  engine  speed 
control,  or  by  the  fuel  rack  limitation,  or  by  a  tampering 
mechanism. 

(b) 

It needs to be verified whether the fuel rack setting is adequately 
secured (e.g. sealed) or appears to have been adjusted recently. 

(c)  The verifier must be aware that when the vessel operates under 
loaded  conditions  (e.g.  fishing),  and  there  is  still  clearance 
between the fuel rack and the limiter, the addition of even more 
load (e.g. through changing the propeller pitch or the gear) could 
result in the delivery of more engine power. 

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Figure 21 – In-line mechanical fuel pump with mechanically controlled governor. 

Figure 22 – Close-up of engine speed control lever and minimum / maximum speed 
setting (area in red square in figure 21). Maximum engine speed setting indicated by 
red arrow. 

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4.5.9.3. 

Observation of the performance of a diesel engine equipped 
with mechanically controlled one-per-cylinder fuel pumps and 
a governor 

Engines  with  an  individual  fuel  pump  for  every  cylinder  are  usually  relatively 
powerful, medium speed engines. These engines have a governor that actuates 
a common fuel rack, connected through linkages to individual fuel pumps. The 
output of the governor is among others determined by the pneumatic, mechanical 
or electronic signal it receives. Some governors are equipped with a possibility to 
manually control the governor, and / or may have a governor output indicator.  

Efforts have to be made to verify, when the bridge control lever is in the maximum 
position,  whether  the  governor  receives  the  signal  that  corresponds  with  the 
maximum engine speed request.  

Discussing all types of governors and fuel pumps in detail is beyond the scope of 
this guidance, but the general steps listed below should be taken when verifying 
an engine equipped with one-per-cylinder fuel pumps and a governor. 

1.  Observing the maximum engine speed: 

(a)  The  maximum  stabilized  engine  speed  has  to  be  measured 
during  every  verification  run.  It  is  recommended  to  obtain  the 
engine speed data from an infrared speed pick-up directly at the 
flywheel  (e.g.  a  calibrated  handheld  device),  because  the 
meter(s)  on  board  may  deviate  substantially,  and  the  gearbox 
reduction ratio (required to calculate back the engine speed from 
the  propeller  speed)  obtained  from  the  identification  plate  may 
not always be correct; 

(b) 

It  needs  to  be  verified  whether  the  maximum  engine  speed 
setting  is  adequately  secured  (e.g.  sealed)  or  appears  to  have 
been adjusted recently; 

(c)  The  governor  (output)  position  has  to  be  observed  and 

documented during every verification run; 

(d) 

It is recommended to compare the maximum engine speed under 
various  operating  conditions  to  the  values  reported  during  the 
engine  acceptance  test  and  /  or  in  the  pre-installation  physical 
engine  power  verification  test  report  (see  section 3.9.2),  and 
make effort to explain any observed difference. 

2.  Observing the fuel rack: 

(a)  Efforts  have  to  be  made  to  verify  whether  the  engine  power  is 
determined  during  each  verification  run  by  the  engine  speed 
control,  or  by  the  fuel  rack  limitation,  or  by  a  tampering 
mechanism; 

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(b) 

In case the common fuel rack, or the individual fuel pumps have 
scales (usually mm), the fuel rack setting of the common fuel rack 
and  the  individual  fuel  pumps  have  to  be  observed  and 
documented.  The  observed  fuel  rack  settings  have  to  be 
compared to the values documented in the  engine acceptance 
test report and / or in the pre-installation physical engine power 
verification test report (see section 3.9.2), and efforts have to be 
made to explain potential differences; 

(c) 

It needs to be verified whether the fuel rack setting is adequately 
secured (e.g. sealed) or appears to have been adjusted recently; 

(d)  The verifier must be aware that when the vessel operates under 
loaded  conditions  (e.g.  fishing),  and  there  is  still  clearance 
between the fuel rack and the limiter, the addition of even more 
load (e.g. through changing the propeller pitch or the gear) could 
result in the delivery of more engine power.  

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Figure 23 – Example of the fuel rack to control the fuel delivery per cycle of an 
individual fuel pump. The mm scale on the fuel rack is clearly visible. 

4.5.10. 

Observation of the vessel performance during the 
verification 

When  the  vessel  operating  conditions  are  in  accordance  with  one  of  the 
conditions described in section 4.5.6, and the external conditions are satisfactory 
in  accordance  with  section  4.5.7,  the  vessel’s  stabilized  Course  Over  Ground 
(COG)  has  to  be  observed  and  documented  during  each  verification  run.  It  is 
recommended to observe and document the position and time each run is started. 
COG  data  may  be  obtained  from  GNSS  equipment  available  on  board,  or 
alternatively from handheld devices. 

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4.6. 

Processing the results of the engine power 
measurement 

4.6.1. 

Power correction for energy losses in the gearbox 

If  the  engine  power  is  determined  by  means  of  a  shaft  torque  and  speed 
measurement at the output flange of the engine, the engine power does not need 
to be corrected for energy losses in the gearbox. In case the power is determined 
by means of a shaft torque and shaft speed measurement behind the gearbox, 
between  the  gearbox  and  the  propeller,  a  correction  must  be  applied  to  the 
measured shaft power in order to obtain the corresponding brake engine power.  

In case an official energy efficiency value of the gearbox at nominal speed and 
nominal power has been specified by the gearbox manufacturer for the gearbox 
under consideration, this figure may be used to convert the measured propeller 
shaft  power  into  brake  engine  power.  The  Member  State’s  authorities  need  to 
verify the accuracy and authenticity of any document stating the gearbox energy 
efficiency,  in  particular  when  the  officially  stated  energy  loss  is  lower  than  the 
energy loss to be assumed in accordance with the generally acceptable gearbox 
efficiency  data  from  table  4.  In  such  case  a  copy  of  the  document  stating  the 
official energy efficiency of the gearbox must be attached to the physical engine 
power verification report.  

The relation between energy loss and efficiency of the gearbox can be expressed 
as: 

𝜂𝑔𝑏𝑥 𝑒𝑓𝑓 = (1 − 𝜂𝑔𝑏𝑥 𝑙𝑜𝑠𝑠) 

where: 

𝜂𝑔𝑏𝑥 𝑒𝑓𝑓 

𝜂𝑔𝑏𝑥 𝑙𝑜𝑠𝑠 

= 

= 

gearbox efficiency ratio 

gearbox loss ratio 

In  case  no  official  statement  regarding  the  energy  efficiency  of  the  gearbox  is 
available, the efficiency values presented in table 4 are applied as follows: 

𝑃𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑠ℎ𝑎𝑓𝑡 =   𝑃𝑒𝑛𝑔𝑖𝑛𝑒 × 𝜂𝑔𝑏𝑥 𝑒𝑓𝑓 

where: 

𝑃𝑒𝑛𝑔𝑖𝑛𝑒  

= 

brake engine power (kW) 

𝑃𝑝𝑟𝑜𝑝𝑒𝑙𝑙𝑒𝑟 𝑠ℎ𝑎𝑓𝑡  = 

propeller shaft power (kW) 

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Table 4 – Generally acceptable energy efficiency of gearboxes per configuration 

Reversal gearbox 

Reduction gearbox 

Clutch 

yes 

no 

co-rotating 

counter-rotating 

0,970 

0,976 

Additional pre-stage 

Additional auxiliary drive 

-0,008 

-0,006 

-0,008 

-0,006 

0,985 

0,986 

-0,008 

-0,006 

The above percentages may also be applied to gearboxes for which no technical 
data are available, based on the visually assessed configuration of the gearbox.  

4.6.2. 

Power correction for non-essential dependent auxiliaries 

Non-essential  auxiliary  dependent  equipment  (section  3.3.5)  may  be  driven 
directly by the engine or through gear transmission inside the gearbox. Typical 
auxiliary equipment driven by marine gearboxes are hydraulic pumps and shaft 
generators.  

If  non-essential  dependent  auxiliaries,  either  directly  driven  by  the  engine  or 
through the gearbox, can be disengaged during the verification runs, this should 
be done. If the auxiliaries cannot be disengaged, but can be demonstrated to run 
freely  (no  load applied  to  the  PTOs), this should  be  done.  If  the PTOs can  be 
disengaged or run freely, the engine power should not be adjusted for the PTO 
load. 

If a PTO cannot be disengaged, and cannot run freely (remains loaded during the 
engine power verification run), the nominal PTO power should be added to the 
engine brake power. This equally applies to PTOs that are not gearbox driven.  

The standard oil cooler fitted at the gearbox are not separately be accounted for; 
heat losses resulting from the gearbox oil cooling process are accounted for in 
the generally acceptable gearbox efficiency values presented in table 4.  

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Example 4 – The correction of measured propeller shaft power to brake engine power for 
gearbox energy efficiency 

Consider a vessel with a fixed pitch propeller in combination with a co-rotating reversal gearbox and two 
hydraulic PTO pumps; one connected to the reversal shaft, and one to an additional auxiliary drive. No 
official gearbox energy efficiency data are available. The hydraulic PTO pumps cannot be disengaged, 
but  there  is  no  load  being  applied  to  the  hydraulic  pumps  during  the  verification  runs.  The  power 
measured at the propeller shaft is 200,0 kW. 

The total efficiency to be assumed is 0,970 – 0,006 = 0,964 

The incremental energy loss due to the connected PTOs may be disregarded, because no load is being 
applied. 

The engine power is determined at 

200

0,964

= 207,5 kW. 

4.6.3. 

Correction for Power Take In (PTI) / booster 
arrangements 

Booster arrangements are systems that attribute incremental propulsion power 
to  the  propeller  shaft, while  the  propulsion  engine is operating at  its  maximum 
power. The most common booster arrangement on board catching vessels is the 
auxiliary engine powered gearbox driving electric motor. Efforts have to be made 
to determine whether a gearbox mounted shaft generator, if present, can be used 
as booster motor.  

Booster power qualifies as propulsion (engine) power and must therefore be fully 
deployed during each verification run. In case the booster power cannot be (fully) 
deployed,  or  when  the  verifier  doubts  whether  the  full  booster  power  is  being 
deployed during the verification run, either the maximum booster intake power of 
the gearbox as specified by the gearbox manufacturer, or the nominal power of 
the booster electric motor must be added to the established brake engine power. 

4.6.4. 

Power correction for ambient conditions 

The  maximum  continuous  fuel  stop  diesel  engine  brake  power  is  specified  at 
reference ambient conditions, when the engine is running on reference fuel. If the 
engine  manufacturer  does  not  specify  reference  ambient  conditions,  the 
ISO standard reference conditions specified in clause 5 of ISO 15550:2016, or 
the  service  ambient  reference  conditions  specified 
in  clause  11.4  of  
ISO 3046-1:2002 should be applied. 

The  power  adjustment  factor  ∝  should  be  determined  in  accordance  with  the 
procedure  described  in  clause  10.3  of  ISO  3046-1:2002,  in  order  to  adjust  for 
ambient conditions that differ from the applicable reference conditions.  

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To  enable  calculation  of  𝛼,  and  adjustment  of  the  engine  power  for  ambient 
conditions,  the  following  parameters  must  be  determined  during  the  physical 
engine power verification run: 

(°C)  = 

ambient air temperature on site  

(%)  = 

ambient relative humidity on site 

(kPa)  = 

ambient total barometric pressure on site 

𝑡𝑥 

∅𝑥 

𝑝𝑥 

𝑇𝑥 

(K) 

𝑇𝑒𝑥 

(K) 

𝜂𝑚 

= 

= 

= 

ambient air thermodynamic temperature on site 

ambient charge air coolant thermodynamic temperature on 
site 

engine mechanical efficiency 

If  ∅𝑥  cannot  be  determined,  30%  has  to  be  assumed,  in  accordance  with  ISO 
3046-1:2002, clause 10.3.2 note 3.  

If 𝑝𝑥 cannot be determined, 101,3 kPa has to be assumed (the sea level value 
listed in ISO 3046-1:2002, table B.2, sea level value. 

If 𝜂𝑚 cannot be determined, and is not specified otherwise, 0,8 has to be assumed 
in accordance with clause 10.3.3 of ISO 3046-1:2002.  

The formula reference of numerical values for power adjustment defined by the 
manufacturer,  and  corresponding  exponents,  should  be  used.  If  the  formula 
reference is not available, the correct formula reference and exponents should 
be obtained from ISO 3046-1:2002, table 2.  

The  measured  engine  power  may  be  adjusted  for  ambient  conditions  by 
application of formula (1) in clause 10.3.1 of ISO 3036-1:2002 if all of the following 
conditions are met: 

1. 

2. 

3. 

The engine does not adjust for ambient condition variations; 

The power adjustment factor α exceeds the value of 1,00; 

The  engine  runs  on  commercial  fuel  specified  by  the  engine 
manufacturer, in accordance with clause 6.3.4.14 of ISO 15550:2016 
(acceptance test fuel requirements) of which the Lower Calorific Value 
of  the  fuel  has  been  measured  in  accordance  with  ASTM D 240,  or 
has been estimated in accordance with ASTM D 3338/D 3338M. The 
measured Lower Calorific Value cannot be less than the LCV of the 
fuel specified by the engine manufacturer. If the engine manufacturer 
has not specified the LCV of the commercial fuel to be used, a LCV of 
42700 kJ/kg should be applied.  

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4.7. 

Compliance assessment based on a physical 
engine power verification 

An engine is considered to be non-compliant during the physical engine power 
verification  in  case  the  brake  power,  corrected  for  the  losses  induced  by  the 
gearbox and auxiliary drives, minus the average error rate of the measurement 
equipment  as determined in  accordance with section 4.5.5.1, plus the nominal 
power  of  auxiliaries  that  can  add  power  to  the  propeller  shaft  in  case  these 
auxiliaries  were  not  active  during  the  verification,  exceeds  the  declared  and 
certified engine power of the vessel.  

Example 5 – Accounting for gearbox energy efficiency and shaft power measurement 
equipment accuracy 

Consider the physical engine power verification of a vessel with a declared and certified engine power 
of 221 kW and the verification results listed below. 

1. 

2. 

3. 

4. 

5. 

The maximum propeller shaft power was measured at 220 kW 

The vessel is equipped with a counter-rotating reversal gearbox, without additional PTOs 
or pre stages, and no manufacturer supplied gearbox efficiency data are available. In 
this case, a gearbox efficiency of 0,976 must be assumed in accordance with 
section 4.6.1. 

The vessel is not equipped with auxiliaries that can attribute power to the propeller shaft. 

The average error rate of the measurement equipment has been determined at 2,0% in 
accordance with the procedure described in section 4.5.5.1. 

The calculated power correction factor for ambient conditions (α) is 0,97, so no 
adjustment needed in accordance with section 4.6.4. 

The brake power after correction for the gearbox efficiency is  

220

0,976

 = 225,4 kW 

The brake power after correction for the gearbox efficiency and the average error rate of the equipment 
is (1,000 − 0,020) × 225,4 = 220,9 kW 

The vessel was compliant during the verification. 

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Example 6 - Accounting for gearbox energy efficiency, shaft power measurement equipment 
accuracy and booster power. 

Consider the physical engine power verification of a vessel with a declared and certified engine power 
of 750 kW and the verification results listed below. 

1. 

2. 

3. 

4. 

5. 

The maximum propeller shaft power was measured at 650 kW. 

The vessel is equipped with a reduction gearbox with clutch and one shaft generator that 
can also be used to provide power to the propeller shaft (booster power). No 
manufacturer supplied gearbox efficiency data are available. During the verification, it 
was not possible to engage the electric auxiliary drive with a nominal power of 200 kW.  

The engine is self-adjusting its brake power for ambient condition variations, so no 
adjustment needed in accordance with section 4.6.4. 

In this case, a gearbox efficiency of (0,985 – 0,006) = 0,979 must be assumed in 
accordance with section 4.6.1. 

The average error rate of the measurement equipment has been determined at 2,5% in 
accordance with the procedure described in section 4.5.5.1. 

The brake power after correction for the gearbox efficiency is  

650

0,979

 = 663,9 kW. 

The brake power after correction for the gearbox efficiency and the average error rate of the 
equipment is (1,000 − 0,025) × 663,9 = 647,3 kW. 

The nominal power of the auxiliary drive must be added to the power figure calculated above, resulting 
in a total (engine) power of 647,3 + 200 = 847 kW. 

The vessel is non-compliant. 

4.8. 

Reporting a physical engine power verification 

It  is  recommended  that  the  verifying  organisation  produces  an  engine  power 
verification report that covers the elements addressed in sections 4.8.1 to 4.8.5 
below. In case the verifying organisation is responsible for only a defined element 
of the engine power verification, e.g. an external contractor responsible for the 
propeller shaft power measurement, and another organisation (e.g. the Member 
State fisheries control authority) is responsible for the remaining elements of the 
verification process, the verifying organisation shall only report on the aspects of 
the  verification  that  have  been  carried  out  under  its  responsibility.  A  template 
physical engine power verification report form is provided in Annex 9.  

4.8.1. 

Reporting the vessel, engine and gearbox characteristics 

The engine and gearbox characteristics obtained during the process described in 
section 4.5.8 should be presented in the verification report. Recommended data 
to report are included in the physical engine power verification report template in 
Annex 9.  

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4.8.2. 

Reporting the measured engine power   

The engine power verification report should present the following data for every 
conducted verification run: 

1.  Unadjusted (propeller) shaft power; 

2.  Brake  power  under  ambient  conditions,  adjusted  for  the  gearbox 

efficiency and other energy losses if applicable; 

The engine power report may present for every conducted verification run: 

3.  Brake  power  at  reference  conditions,  adjusted  for  site  ambient 

conditions. 

The  verification  results  listed  above  are  included  in  the  physical  engine  power 
verification report template in Annex 9. 

4.8.3. 

Reporting the ambient conditions 

As  a  minimum,  all  parameters  measured  or  assumed  to  calculate  the  power 
adjustment factor ∝, required to adjust the engine brake power for site ambient 
conditions,  should  be  reported.  These  data  are  listed  in  section  4.6.4  and  are 
included in the engine power verification report template in Annex 9. 

4.8.4. 

Reporting the vessel performance 

The vessel performance data obtained during each verification run in accordance 
with the procedure described in section 4.5.10 should be presented in the engine 
power  verification  report.  The  data  recommended  to  report  are  included  in  the 
engine power verification report template in Annex 9. 

In addition to the data referred to above, the state of external factors that may 
affect  the  load  during  the  engine  power  verification  runs  (see  section  4.5.7) 
should be reported. The data recommended to report are included in the engine 
power verification report template in Annex 9. 

4.8.5. 

Reporting the engine performance 

All data and information regarding the engine performance, obtained during each 
verification  run  in  accordance  with  the  procedure  described  in  section 4.5.9, 
should  be  presented  in  the  engine  power  verification  report.  The  data 
recommended  to  report  are  included  in  the  engine  power  verification  report 
template in Annex 9. 

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4.9. 

Considerations with regards to physical engine 
power verification 

4.9.1. 

Diesel engine arrangements 

Section 4.5 (physical engine power verification) of this guidance on engine power 
verification covers the physical verification of engine power of catching vessels 
with  a  diesel-direct  propulsion  system,  with  or  without  booster  power 
arrangements. The diesel engine arrangements discussed in section 4.5.9 cover 
some general mechanisms found on a selection of diesel engines. Engine types 
found on board catching vessels may have engine control and fuel systems that 
deviate from the examples shown, or work according to a principle not covered 
by this guidance. 

In case a physical engine power verification is being prepared, it is essential to 
study  the  engine  control  and  fuel  system  of  the  engine  installed  on  board  the 
vessel. In-depth understanding of the actual engine installed on board the target 
vessel  helps  to  conduct  the  physical  engine  power  verification  in  a  safe  and 
effective manner.    

4.9.2. 

Diesel-electric propulsion 

Diesel-electric  propulsion  systems  are  systems  where  electrical  power  is 
produced by one or more diesel engines in a generator arrangement, whereafter 
this power is used to feed an electric motor which is usually directly coupled to 
the propeller shaft. The maximum power of the electric motor shall in this setup 
be considered the engine power in the context of a catching vessel’s registration, 
certification and fishing licensing.   

A shaft power measurement as described in section 4.5.5 can be conducted on 
board vessels with a diesel-electric propulsion system, but the engine verification 
steps described in section 4.5.9 are irrelevant. For an effective power verification, 
in-depth  understanding  of  the  digital  control  system  of  the  electric  motor  is 
required,  to  determine  whether  the  electric  motor  is  actually  producing  its 
maximum power during a verification run. For the purpose of the risk assessment 
in  accordance  with  Article  39a(1)  and  Article  39a(7)  of  the  new  Control 
Regulation,  it  is  recommended  to  consider  the  risk  of  non-compliance  of  all 
vessels with diesel-electric propulsion as high due to the complexity of the control 
mechanism  of  the  propulsion  system  to  be  verified,  and,  as  a  result,  it  is 
recommended to install a continuous engine power monitoring device on board 
of these vessels.  

In case there is unclarity about the nominal power of electric motors in a booster 
power  configuration,  the  same  logic  should  be  applied,  and  installation  of  a 

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continuous engine power monitoring device on board these vessels is likewise 
recommended.  

4.9.3. 

Indications of non-compliance 

The compliance assessment described in section 4.7 consists of a comparison 
between  a  vessel’s  declared  (certified)  engine  power,  and  the  measured 
corrected brake engine power. During an actual verification, it may occur that the 
measured power does not exceed the declared engine power, but indications of 
non-compliance are observed. Examples of indications of non-compliance are: 

1. 

2. 

The measured engine power is low relative to the expected amount of 
power,  based  on  the  engine  characteristics  or  on  the  engine 
acceptance test data; 

The still water vessel speed (SOG) is low relative to the normal vessel 
speed observed in the context of the data verification process; 

3.  Abnormal  engine  performance  data  (e.g.  charge  air  pressure, 

temperatures); 

4.  Historical  (digital)  engine  performance  data  demonstrates  that  the 
engine  has  been  operating  at  higher  engine  speeds  or  has  been 
operating at a higher load (factor) than the engine speed and / or load 
factor observed during the physical engine power verification; 

5. 

6. 

Inability of the vessel to manoeuvre in a normal way; 

Indications of physical signs of tampering (e.g. broken seals, broken 
ECU connectors, presence of non-original / additional / unauthorised 
wiring,  visible recent  changes to  mechanical  settings  (such  as fresh 
threads  in  bore  /  set  bolts),  absent  /  damaged  /  falsified  engine 
identification plates etc.).  

In  case  any  of  the  indications  of  non-compliance  listed  above,  or  any  other 
indication  of  non-compliance  not  listed  above,  have  been  observed  during  the 
verification, these observations have to be elaborated on in the physical engine 
power  verification  report.  Indications  of  physical  signs  of  tampering  will  be 
photographically documented. 

Depending on the strength of the observed indications, further investigation of the 
engine  may  be  required.  Establishing  an  infringement  based  on  secondary 
indications  alone  is  considered  difficult,  but  could  possibly  be  viable  in  case 
historical  digital  engine  performance  data  clearly  shows  a  history  of  non-
compliant  operation.  The  decision  whether  or  not  to  pursue  an  infringement 
based  on  such  data  requires  professional  judgement  and  must  be  made  on  a 
case-by-case basis.  

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4.9.4. 

Assigning (physical) engine power verification to an 
external contractor 

The Control Regulation explicitly permits Member State’s competent authorities 
to assign the certification of engine power to classification societies or to other 
operators having the necessary expertise for the technical examination of engine 
power ((new) Control  Regulation Article 40(3) and section 3.1.1). Although not 
explicitly  addressed  in  the  (new)  Control  Regulation  and  /  or  Commission 
Implementing Regulation, Member State’s competent authorities may also assign  
(part of) its (physical) engine power verification task to an external contractor.  

In case a Member State’s competent authority assigns (part of) the verification of 
engine power to one or more third parties, it remains responsible for the full and 
qualitative implementation of all engine power verification requirements. Member 
States’ competent authorities and the operator(s) to which (part of) the verification 
of engine power has been assigned are recommended to document in detail how 
the assigned engine power verification aspects covered by sections 4.5 to 4.9.3 
are to be implemented.  

Member States’ competent authorities may consider accreditation by a national 
accreditation body (Regulation (EC) 765/200829 Art 2.11), or certification by an 
accredited organisation of the organisation(s) to which the verification of engine 
power has been assigned, as demonstration of having the necessary expertise 
for the verification of engine power in accordance with the requirements of the 
(new) Control Regulation and the Commission Implementing Regulation. 

Voluntary  or  mandatory  accreditation  by  a  national  accreditation  body  of  the 
organisation(s)  to  which  the  engine  power  verification  has  been  assigned,  or 
certification  of  such  organisation(s)  by  an  accredited  organisation,  does  not 
discharge  the  Member  State’s  competent  authority  from  its  responsibility  to 
ensure the full implementation of the engine power verification duty in accordance 
with  the  requirements  of  the  (new)  Control  Regulation  and  the  Commission 
Implementing Regulation. Nor does it empower a national accreditation body to 
approve at its discretion that the verification of engine power is based on a power 
determination  method  that  is  not  (explicitly)  prescribed  by  the  (new)  Control 
Regulation and / or the Commission Implementing Regulation. 

29  REGULATION  (EC)  No  765/2008  OF  THE  EUROPEAN  PARLIAMENT  AND  OF  THE 
COUNCIL  of  9  July  2008  setting  out  the  requirements  for  accreditation  and  market 
surveillance relating to the marketing of products and repealing Regulation (EEC) No 339/93. 

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5.  Infringements 

The CFP rules do not provide for any ‘tolerance margin’ other than related to a 
margin of error that  is  associated with  the equipment  used to  measure  engine 
power during the engine power verification procedure (section 4.5.5.1). If having 
accounted  for  this  margin  of  error,  the  verification  measurement,  corrected  for 
gearbox energy losses and / or other applicable power corrections (section 4.6), 
confirms  a  higher  engine  power  than  that  laid  down  in  the  fishing  licence  and 
engine  power  certificate,  the  vessel  in  question  is  in  non-compliance  of  the 
relevant CFP rules, which requires that the competent authorities of the Member 
State  ensures  that  “appropriate  measures  are  systematically  taken”  and  that 
sanctions are systematically applied against those responsible for the offence30.    

In  specific  cases,  the  gravity  of  the  non-compliance  is  such  that  the  act  could 
qualify as a ‘serious infringement’ under EU law, which requires the competent 
authorities of Member States to take the necessary action, including immediate 
enforcement measures, sanctions, and the assignment of points, against those 
responsible for such conducts.  

5.1. 

Serious infringements under the current 
legislation (until 9 January 2026) 

Until  9  January  2026,  non-compliance  with  the  engine  power  provisions  may 
qualify as a serious infringement of the CFP in the following cases:  

(a)  Any  manipulation  of  an  engine  with  the  aim  of  increasing  its 
power beyond the maximum continuous engine power according 
the  Control 
to 
Regulation);  

the  engine  certificate  (Article  90(1)(b)  of 

(b)  Fishing  without  a  valid  fishing  licence  (Article  3(1)(a)  of 

Regulation (EC) No 1005/2009 (‘the IUU Regulation’)). 

Assessing the seriousness of these conducts in practice, however, is a task left 
to the competent authorities of Member States, which are required to determine 
the gravity of the relevant offence on a case-by-case basis, against the backdrop 
of certain specific criteria laid down by Article 90(1) of the Control Regulation, and 
Article 3(2) of the IUU Regulation. 

Whenever the competent authorities of a Member State suspect or conclude that 
a serious infringement of the CFP was committed, they are required to start a full 
investigation and:  

30  Control Regulation, Article 89(1). 

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(a) 

(b) 

take  the  necessary  immediate  enforcement  action31,  including 
ordering the immobilisation of the vessel32,  

impose  effective,  proportionate  and  dissuasive  administrative 
sanctions  to  the  natural  person  that  committed,  or  the  legal 
person held liable for the serious infringement33, and  

(c)  apply penalty points to the holder of the fishing licence34.   

Finally,  Union financial assistance  to  operators  is conditional  upon  compliance 
with  the  CFP  rules35,  including  those  concerning  engine  power.  As  such,  any 
application for financial support made under Regulation (EU) 2021/1139 (EMFAF 
Regulation)  is  inadmissible  in  the  event  of  a  serious  infringement  falling  under 
categories (a) or (b) above has been established36.   

5.2. 

Serious infringements under the new Control 
Regulation (from 2026 onwards)   

As of 10 January 2026, under the new Control Regulation, non-compliance with 
the engine power provisions may qualify as a serious infringement of the CFP in 
the following cases: 

(a)  Fishing without a valid fishing licence (Article 90(2)(a) of the new 

Control Regulation);  

(b)  Any  manipulation  of  an  engine  or  continuous  engine  power 
monitoring  device  with  the  aim  of  increasing  the  power  of  the 
vessel  to  exceed  the  maximum  continuous  engine  power 
according  to  the  engine  certificate  (Article  90(2)(o)  of  the  new 
Control Regulation);  

(c)  The  failure  to  comply  with  certain  obligations  concerning  the 
storage  or  transmission  of  continuous  monitoring  devices  data 
(Article 90(3)(b) of the new Control Regulation); 

31  Article 91 of the Control Regulation. 

32  Article 43(1) of the IUU Regulation, and Article 91 of the Control Regulation. 

33  Articles 90(2) – 90(6) of the Control Regulation. 

34  Control Regulation, Article 92. 

35  Regulation (EU) No 1380/2013, Article 42(1). 

36  EMFAF Regulation, Article 11(1). 

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(d)  The use of an engine power exceeding the maximum continuous 
engine power certified and recorded in the Member State fishing 
fleet register (Article 90(3)(k) of the new Control Regulation). 

The  seriousness  of  these  conducts  is  not  subject  anymore  to  a  case-by-case 
assessment, but it is either objectively pre-identified by the legislation (categories 
(a)  and  (b)  above),  or  is  to  be  assessed  against  the  backdrop  of  specific  and 
harmonised  criteria  laid  down  by  Annex  IV  of  the  new  Control  Regulation 
(categories (c) and (d) above). In particular, with regard to Article  90(3)(b), the 
relevant Annex IV criteria concern interference with a continuous engine power 
monitoring  device,  the  non-transmission  of  data,  the  failure  to  notify  the 
malfunctioning  of  such  a  device  or  recidivism37.  As  for  Article 90(3)(k),  the 
relevant Annex IV criteria concern circumstances when the difference between 
the  verified  engine  power  and  the  power  certified  and  recorded  is  higher  than 
20 % or recidivism.  

Example 7 – Application of Annex IV criteria for serious infringements under Article 90(3)(k) 

Consider the physical engine power verification of a vessel with a declared and certified engine power 
of 221 kW and the verification results listed below. 

1. 

2. 

3. 

4. 

5. 

The maximum propeller shaft power was measured at 265 kW. 

The vessel is equipped with a counter-rotating reversal gearbox, without additional 
PTOs or pre stages, and no manufacturer supplied gearbox efficiency data are 
available. In this case, a gearbox efficiency of 0,976 must be assumed in accordance 
with section 4.6.1. 

The vessel is not equipped with auxiliaries that can attribute power to the propeller shaft. 

The average error rate of the measurement equipment has been determined at 2,0% in 
accordance with the procedure described in section 4.5.5.1. 

The calculated power correction factor for ambient conditions (α) is 0,97, so no 
adjustment needed in accordance with section 4.6.4. 

The brake power after correction for the gearbox efficiency is 271,5 kW. 

The brake power after correction for the gearbox efficiency and the average error rate of the 
equipment is 266,1 kW. 

The established brake power after correction for the gearbox efficiency and the average error rate of 
the equipment exceeds the certified maximum continuous engine power by 20,4%. 

The established infringement is a serious infringement in the meaning of the new Control Regulation. 

37  Whenever a non-serious infringement falling under the scope of the provision is committed 

within 12 months from a confirmed serious infringement of the same provision. 

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Whenever the competent authorities of a Member State suspect or conclude that 
a serious infringement of the CFP was committed, they are required to start a full 
investigation,  take  the  necessary  immediate  enforcement  actions,  including 
ordering the immobilisation of the vessel38, and applying sanctions39. In case of 
a  confirmed  serious  infringement,  falling  under  categories  (a),  (b),  (c)  and  (d) 
above, the competent authorities of a Member State are required to assign the 
specific number of points indicated in Annex III of the new Control Regulation40 
to  both  the  licence  holder  and  /  or  the  master  responsible  for  the  serious 
infringement41. 

Finally,  Union financial assistance  to  operators  is conditional  upon  compliance 
with  the  CFP  rules42,  including  those  concerning  engine  power.  As  such,  any 
application  for  financial  support  made  under  the  EMFAF  Regulation  is 
inadmissible in the event of a serious infringement falling under categories (a), 
(b), (c) and (d) above has been established43. 

5.3. 

Manipulation of an engine or continuous engine 
power monitoring device 

In the context of this guidance, manipulation of an engine is deemed to be an 
action that is characterised by the following elements: 

(a) 

Intentionality: the act of manipulation is performed consciously, 
not necessarily maliciously including serious negligence. 

(b)  Conduct:  the  act  of  manipulation  entails  any  tampering  with 
mechanical  and/or  electronic  engine  settings,  including  but  not 
limited to: 

— 

its 
technical  modifications 
components as referred to in Article 61 of the Commission 
Implementing Regulation, 

the  engine  and 

/  or 

to 

38  New Control Regulation, Article 91(1). 

39  New Control Regulation, Articles 91a and 91b. 

40  Respectively,  7  points  for  Article  90(2)(a),  6  points  for  Article  90(2)(o),  5  points  for 

Article 90(3)(k), and 3 points for Article 90(3)(b). 

41  New Control Regulation, Article 92(4). 

42  Regulation (EU) No 1380/2013, Article 42(1). 

43  EMFAF Regulation, Article 11(1). 

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— 

tampering  with  applied  seals  or  any  measures  to  ensure 
ongoing compliance (section 3.10), 

after the engine has been certified for the purpose of Article 40 
of the (new) Control Regulation, and without having notified the 
Member State certifying authority. 

(c)  Objective: the act of manipulation has the aim to increasing the 
power of the engine to exceed the maximum continuous engine 
power  according 
the  vessel 
concerned. 

the  engine  certificate  of 

to 

Some examples of tampering with mechanical or electronic engine settings are 
provided in section 6.2 and 6.3. 

The criteria for the manipulation of a continuous engine power monitoring device 
are referred to under section 5.2.  

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6.  Regularisation procedure 

In accordance with Article 39(1) of the (new) Control Regulation, it is prohibited 
to fish with a vessel that is equipped with an engine, the power of which exceeds 
the engine power established in its fishing licence. The new Control Regulation 
provides (as from 10 January 2028) for a regularisation procedure for catching 
vessels  exceeding  the  authorised  engine  power  set  out  in  the  fishing  licence. 
Such  a  regularisation  procedure  is  without  prejudice  to  the  effects  (e.g., 
enforcement,  sanctions  and  points)  for  non-compliance  with  the  CFP  rules, 
including  serious  infringements,  as  those  examined  in  section  5,  or  to  the 
responsibilities  of  Member  States  and  operators.  The  regularisation  procedure 
provided for in Article 39(2a) of the new Control Regulation, is subject to the terms 
and conditions established by each flag Member State under national law.  

The following sub-sections (6.1 to 6.5) will examine some of the cases when a 
regularisation may be necessary. 

6.1. 

Under-declaration of an engine operating at its 
rated output 

If it has previously been declared that an engine is derated, and the engine power 
has been certified accordingly, but the engine power verification reveals that the 
actual  engine  power  equals  the  rated  amount  of  power,  and  the  procedures 
described in section 3.12 have been followed during the verification, the certifying 
authority may apply one of the following three regularisation approaches: 

1. 

2. 

The  engine  power  is  redeclared  and  re-certified  at  its  actual  rated 
(maximum continuous) power. 

The engine is derated to the previously underdeclared engine power. 
If it is decided to derate the engine in order to regularise the vessel, 
the following aspects shall be considered by the certifying authority: 

(a)  The  engine  can  only  be  derated  to  the  extent  derating  is 
permitted by the applicable Member State legislation (see also 
section 3.6). In case the Member State does not permit derating, 
or permits derating to an insufficient extent, derating cannot be 
applied to regularise a non-compliant vessel; 

(b)  Derating cannot be applied in case this causes non-compliance 
with  other  regulations  applicable  to  the  vessel,  such  as  NOx 
emission regulations; 

(c)  Derating  can  only  be  permitted  in  case  reliable  ongoing 
compliance  measures,  as  described  in  section  3.10,  can  be 
applied.  If  for  example  the  engine  meets  the  characteristics 

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described in section 3.10.2.3(4) (electronically controlled engine 
with  the  possibility  to  uprate  the  engine  through  remapping,  or 
the possibility to make overload power available), derating is not 
acceptable as regularisation method. 

3. 

The engine power is redeclared and re-certified at the amount of power 
measured during the verification, provided that the requirements under 
point 2 above, and the conditions under section 6.4 below are met. 

6.2. 

Tampering with mechanical engine settings 

In case the engine has become non-compliant due to tampering with mechanical 
engine settings, the procedures described in section 3.12 should be followed to 
measure the engine power. The engine settings need to be (re)adjusted, during 
the  physical  engine  power  measurement,  until  the  maximum  engine  power 
corresponds  (again)  with  the  certified  amount  of  maximum  continuous  engine 
power.  Thereafter,  the  relevant  ongoing  compliance  measures  described  in 
section 3.10 need to be applied or restored. 

Examples of tampering with mechanical engine settings are: 

1.  Removing a seal or seals to adjust the engine settings (i.e. increase 
the  maximum  engine  speed  or  increase  the  maximum  fuel  rack) 
without having notified the Member State certifying authorities; 

2.  Grinding  off  a  limiting  bolt  to  increase  the  travel  of  for  example  the 
engine speed lever, with the objective to increase the maximum engine 
speed.  

6.3. 

Tampering with electronic engine settings 

If  the  electronic  engine  settings have  been  changed  to  increase  the  maximum 
engine  power,  derating  should  no  longer  be  permitted  for  that  engine.  In  such 
cases, the only regularisation options are: 

1.  Declaring the engine power at the highest available continuous rated 
power  for  that  engine  type  (also  see  section  3.6)  and  recertifying 
accordingly (without the need to uninstall the engine to test at the test 
bed again); 

2.  Replacing the engine; 

3.  Equipping  the  vessel  with  a  continuous  engine  power  monitoring 

device.  

Examples of tampering with electronic engine settings are: 

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1.  Altering the engine performance map (that may have been supposed 
to be password protected) in any of the ECUs connected to the engine; 

2. 

3. 

Installing  another  engine  performance  specification  than  declared  in 
any of the ECUs connected to the engine; 

Installing  a  hidden  additional  ECU,  potentially  equipped  with  non-
compliant engine control software specifications, to actually govern the 
engine,  while  the  main  (and  back-up  if  applicable)  ECU(s)  may  still 
have  compliant  engine  performance  specifications  and  engine 
performance maps. 

If  establishment  of  the  infringement  is  based  on  secondary  evidence,  such  as 
historic engine performance data obtained from the ECU (see also section 4.9.3), 
the  vessel  need  to  be  equipped  with  a  continuous  engine  power  monitoring 
device referred to in Article 39a(1)and Article 39(7) of the new Control Regulation 
if the infringement is established after 10 January 2028. 

6.4. 

Using the verification result for certification 
purposes 

In case the engine power has been under-declared (section 6.1), the certifying 
authority  may  permit  to  redeclare  the  engine  at  a  higher  maximum  continuous 
power. In such cases, the certifying authority and vessel operator may decide to 
accept  the  physical  engine  power  verification  as  replacement  of  the  physical 
engine power measurement in the certification context (section 3.12), if all of the 
following conditions are met:  

1. 

The  vessel  operating  conditions  during  the  verification  were  as 
required in accordance with section 4.5.6; 

2.  External factors that affect the engine load during the verification, as 

described in section 4.5.7, are adequately accounted for; 

3.  A  reliable  measurement  of  the  actual  maximum  engine  power  has 
been conducted (note that an infringement may also be established if 
the measured power exceeds the certified amount of power during the 
verification,  but  the  measured  amount  of  power  was  still  not  the 
maximum power of the engine under consideration. This may occur if 
for example the master refuses to put the engine speed demand lever 
in the maximum position. In such cases, the verification result cannot 
be used to recertify the engine power); 

4. 

The engine performance during the physical engine power verification 
has been observed as described in section 4.5.9, and documented as 
described in section 4.8.5; 

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5. 

The vessel performance during the physical engine power verification 
has been observed as described in section 4.5.10, and documented 
as described in section 4.8.4; 

6.  Appropriate  corrections  have  been  applied  for  the  gearbox  energy 
(section  4.6.1),  non-essential  dependent  auxiliaries 

efficiency 
(section 4.6.2) and booster power (section 4.6.3) where applicable; 

7. 

The  fuel  properties  and  ambient  conditions  have  been  recorded  in 
accordance  with  section  4.6.4,  and  reported  as  described  in 
section 4.8.3,  to  enable  correction  for  site  ambient  conditions  to 
reference conditions, if required; 

8.  Ongoing compliance measures have been applied in accordance with 
section 3.10,  where  applicable,  immediately  subsequent  to  the 
verification. 

6.5. 

Regularisation of a vessel where the shaft power 
cannot be measured 

An  infringement  could  possibly  be  established  based  on  secondary  evidence 
such  as  historic  engine  performance  data  obtained  from  the  ECU  (see  also 
section 4.9.3), which implies that an infringement may be established concerning 
a vessel where a physical engine power measurement cannot be conducted.  

The  regularisation  procedures  described  in  sections  6.1  to  6.4  are  to  a  large 
extent based on the certification procedure described in section 3.12 (certification 
of  engines  already  installed  on  board),  of  which  physical  measurement  of  the 
propeller shaft power is an essential element.   

In  case  a  combined  shaft  torque  and  shaft  revolutionary  speed  measurement 
cannot be conducted at the crank shaft or the propeller shaft, after establishment 
of  an  infringement  concerning  an  engine  already  installed  on  board,  the  only 
regularisation options are: 

1.  Declaring the engine power at the highest available continuous rated 
power for that engine type (also see section 3.6) and recertifying the 
engine power accordingly; 

2.  Replacing the engine. 

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7.  Reporting to the Commission 

7.1. 

Reporting obligation on the Union fishing fleet 
register 

The information contained in the Union fishing fleet register should contain all EU 
fishing vessels and is reported by the Member States to the Commission under 
application  of  the  Commission  Implementing  Regulation  (EU)  2017/218.  This 
information  is  used  to  monitor  whether  the  Member  States’  fishing  capacity 
ceilings are respected in accordance with Article 22(7) of the CFP.  

Member States are responsible for the accuracy of the information contained in 
the  national  fishing  fleet  register.  To  this  end  the  Members  States  should 
constantly monitor the quality of such information and ensure that it is regularly 
updated. 

In  accordance  with  Article  5,  6(1)  and  Annex  I  of  Regulation  (EU)  2017/218, 
Member States are required to collect, validate and record without delay in their 
national fleet register the information concerning fishing vessels, and submit to 
the Commission any event, including corrections, concerning this data no later 
than at the end of the working day when the event has been fully registered. 

In accordance with Annex I of this regulation, the heading power of main engine 
in kW is defined in accordance with Article 5 of Regulation (EU) 2017/1130, and 
the power of auxiliary engine in kW shall include all installed engine power that is 
not included under the heading power of main engine.  

In case a vessel is equipped with multiple main engines, irrespective of whether 
these engines are driving one or more multiple propellor shafts, the power of main 
engine  to  be  reported  in  the  national  fleet  register  and  the  Union  fishing  fleet 
register  is  the  sum  of  the  maximum  engine  power  of  all  propulsive  engines 
combined (section 3.8.3). 

7.2. 

Reporting obligation under the Control Regulation  

In accordance with Article 118(1) of the Control Regulation, Member States are 
required to transmit, every five years, a report on the application of the Control 
Regulation  to  the  Commission.  In  accordance  with  Article  39(2)  of  the  Control 
Regulation, as part of this report, Member States need to inform the Commission 
on the control measures they have undertaken to ensure that the certified engine 
power is not exceeded.   

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The  aforementioned  report  on  the  control  measures  undertaken  by  Member 
States  to  ensure  that  the  certified  engine  power  is  not  exceeded  should,  as  a 
minimum, cover the following aspects: 

1.  Vessel risk analysis and sampling (section 4.3); 

2.  Data verification of engine power, including results (section 4.4); 

3.  Physical verification of engine power, including results (section 4.5); 

4.  Engine  power  infringements  established  by  alternative  evidence 

(section 4.9.3); 

5.  Engine  power 

infringements  established  by  continuous  power 

monitoring devices (section 4.1); 

6.  Sanctioning of established infringements (section 5.4); 

7. 

8. 

In  case  of  regularisation,  where  applicable,  updating  the  certified 
engine power in the National fishing fleet register and the Union fishing 
fleet register (section 5.5); 

In  case  of  incorrect  declaration  and  /  or  registration  of  main  and 
auxiliary  power  (section  4.4.6),  the  consequential  update  of  the 
certified  engine  power  in  the  National  fishing  fleet  register  and  the 
Union fishing fleet register. 

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8.  Exceptions, considerations and future 

developments 

8.1. 

Design requirements for newly built catching 
vessels 

All catching vessels may be selected for a physical engine power verification at 
some point in time. In addition, a number of catching vessels will be required to 
have  a  continuous  power  monitoring  system  installed  in  the  near  future. 
Furthermore, additional catching vessels may be identified as being a high risk 
vessel in terms of compliance with its declared and certified engine power, and 
therefore  also  be  required  to  be  equipped  with  a  continuous  power  monitoring 
system in accordance with the new Control Regulation. 

Considering the currently available power measurement systems, both temporary 
and  continuous  power  measurements  should,  in  accordance  with  the  (new) 
Control  Regulation,  be  based  on  a  (propeller)  shaft  power  measurement. 
Therefore, it is strongly recommended that certifying authorities only approve the 
technical  modification  of  an  engine  installed  on  board  a  catching  vessel,  the 
installation of a propulsion system on board a newly constructed catching vessel, 
or  the  engine  room  layout,  design  and  arrangement  of  a  newly  constructed 
catching vessel in general, in case the following requirements are met: 

1.  A temporary engine power verification can reasonably be conducted; 

2.  A  continuous  shaft  power  measurement  system  can  reasonably  be 

installed.  

Practical 
measurement are described in section 4.5.4.  

to  conduct  a 

requirements 

temporary  physical  shaft  power 

8.2. 

Access to electronically controlled engines 

For  the  effective  application  of  the  certification  and  verification  procedures  to 
electronically controlled engines under the (new) Control Regulation, access to 
the ECU(s) that govern(s) the engine is required at various occasions: 

1.  During the pre-installation physical verification (section 3.9.1); 

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2.  During  the  sea  trial  after  the  engine  has  been  installed  on  board 
(section 3.11), in particular when the engine needs to be certified after 
it has been installed on board, e.g. in the event of fleet entry or derating 
(section 3.12); 

3.  During a physical engine power verification (section 4.5.9.1). 

In  the  context  of  engine  power  certification  (events  1  and  2  described  above), 
access to the ECU(s) may be provided by the engine (sub)dealer, distributor or 
an  independent  engine  maintenance  enterprise.  However,  in  the  context  of  an 
engine  power  verification,  it  is  recommended  that  access  to  the  ECU(s)  is 
provided  by  an  actor  that  is  fully  independent  from  the  vessel  subject  to 
verification (section 4.5.9.1). 

The  hardware  and  software  (IT  tools)  to  access  various  brands  and  types  of 
engines commonly found on board catching vessels, are not (fully) harmonised, 
and safe and adequate operation of these tools requires specific qualifications. 
The limited harmonisation of IT tools, the limited availability of IT tools, and the 
scarcity of – in particular independent – operators of IT tools jeopardise the ability 
of the Member States’ certifying and verifying authorities to effectively implement 
parts of the engine power certification and verification guidance. 

It is therefore recommended that Member States consider the availability of IT 
tools  for  fully  independent  access  to  ECUs,  in  the  context  of  certification  and 
verification of engine power, as a condition for approval when assessing the (first) 
application to install an electronically controlled engine on board a Union catching 
vessel.  An  electronically  controlled  engine  whose  ECU(s)  cannot  be 
independently  accessed,  and  the  software  of  which  cannot  be  read,  by  the 
Member  States’  certifying  and  verifying  competent  authorities,  could  be 
considered unverifiable in accordance with the (new) Control Regulation and this 
guidance.    

8.3. 

Verification of engine power on board vessels 
where a physical engine power verification cannot 
be conducted 

As described in section 4.5.5, and discussed further in section 8.1, conducting a 
physical  engine  power  verification  based  on 
torque 
measurement (and / or the installation of a continuous shaft power measurement 
system) is not possible on board certain vessels within the existing fleet of Union 
catching vessels. 

(propeller)  shaft 

Verifying  authorities  may  nevertheless  attempt  to  let  the  engine  produce  its 
maximum  power  during  a  verification  trial,  but  no  instantaneous  engine  power 
can be established on board such vessels. Compelling secondary indications of 

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non-compliance  may  be  obtained  from  the  ECU  of  specific  engine  types 
(section 4.9.5.1),  which  could  possibly  also  result  in  the  establishment  of  an 
infringement  (section 4.9.3(4)).  However,  most  engine  power  verification  trials 
where  a  physical  engine  power  measurement  as  described  in  section 4.5.5 
cannot  be  conducted,  are  unlikely  to  produce  compelling  evidence  of  non-
compliance in case the vessel is actually non-compliant with its certified engine 
power.  

Physical  engine  power  verification  has  already  been  an  element  of  the  engine 
power certification and verification process within the framework of the Control 
Regulation and the Commission Implementing Regulation for a long time since 
their  adoption  on  20 November 2009  and  8 April 2011  respectively.  Therefore, 
against  this  backdrop,  design  measures  similar  to  those  recommended  in 
section 8.1  could  have  been  considered  by  Member  States  for  newly  installed 
engines and in particular newly constructed catching vessels since that time, to 
ensure that engine power of catching vessels can be controlled in accordance 
with the (new) Control Regulation and the Commission Implementing Regulation.  

Therefore,  it  may  be  considered  reasonable  that  certifying  authorities  demand 
structural modifications (e.g. the rearrangement of piping, creating a hatch in a 
floor overhead of the propeller shaft, or shifting the engine and / or gearbox in the 
longitudinal  direction)  to  be  made  to  vessels  where  a  physical  engine  power 
verification cannot be conducted, in case these vessels are equipped with a main 
engine installed after the Control Regulation entered into force, and where such 
structural  modifications  would  enable  a  physical  engine  power  verification. 
Demanding structural modifications to be made to a vessel to facilitate physical 
engine power verification of that vessel may be considered particularly justified in 
case the installed engine has been derated.  

Certain  catching  vessels  will  remain  where  a  physical  verification  based  on  a 
(propeller) shaft torque measurement cannot be conducted, for example because 
no (realistic) structural modification to the vessel will enable such measurement.  

Member States are recommended to put efforts into obtaining alternative (to shaft 
torque  and  revolutionary  speed  measurement)  power  determination  methods 
only for those catching vessels that meet the following conditions: 

1.  A  strain  gauge  shaft  torque  measurement  can  objectively  not  be 

conducted (even if structural modifications are made to the vessel); 

2. 

 The engine of the catching vessel concerned has been installed prior 
to the Control Regulation entered into force. 

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In case a Member State determines that a shaft torque measurement cannot be 
conducted, and therefore considers the vessel eligible for any alternative power 
determination  method,  it  should  be  documented  which  vessel-specific  factors 
support this decision.  

8.3.1. 

Alternative power determination methods 

Several  candidate  methodologies  to  substitute  shaft  torque  and  revolutionary 
speed as method to determine or approximate the maximum engine power of a 
catching  vessel  in  the  context  of  the  (new)  Control  Regulation  have  been 
considered, in particular: 

1.  Evaluation of vessel data (position, speed, etc.) currently transmitted 

by most fishing vessels; 

2.  Evaluation  of  ECU  generated  data  (only  applicable  to  electronically 

controlled engines); 

3.  Evaluation of fuel consumption data (obtained from bunker data or via 

(mass) flow meters on board. 

Method 1 (evaluation of vessel data (position, speed, etc.) currently transmitted 
by  most  fishing  vessels)  is  considered  a  useful  element  in  the  context  of  risk 
assessment  and  /  or  data  verification  (section  4.4.1)  to  identify  indications  of 
potential non-compliance, but too insensitive to confidently identify cases where 
the exceedance of certified engine power are small, and generally constitutes an 
insufficient basis to pursue an infringement. 

Method  2  (evaluation  of  ECU  generated  data  (only  applicable  to  electronically 
controlled engines) is considered a source of potentially compelling evidence of 
non-compliance in case specific data are generated and appropriate IT tools are 
available to read out this data (section 4.9.3 and section 8.2). However, it should 
be realised that the absence of such specific clear indications of non-compliant 
operation  of  the  vessel  cannot  currently  be  considered  as  sufficient  and 
conclusive  evidence  of  compliance,  since  (advanced)  digital  and  mechanical 
methods could potentially be present to impair ECU generated data.  

Method 3 (evaluation of fuel consumption data (obtained from bunker data or via 
(mass) flow meters on board) is acknowledged as a well-established data source 
for the purpose of monitoring, reporting and verifying carbon dioxide emissions 
from  maritime  transport,  as  required  for  certain  vessels  by  various  regulations 
(e.g. Regulation (EU) 2015/75744). However, the (new) Control Regulation and 

44  Annex I of REGULATION (EU) 2015/757 OF THE EUROPEAN PARLIAMENT AND OF THE 
COUNCIL of 29 April 2015 on the monitoring, reporting and verification of greenhouse gas 
emissions  from  maritime  transport,  and  amending  Directive  2009/16/EC  (OJ  L  123 
19.5.2015, p. 55). 

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Implementing  Regulation  which  regulate 

Commission 
instantaneous 
maximum  engine  power  of  catching  vessels  that  can  be  obtained  from  a 
propulsion  engine,  differs  fundamentally  from  regulations  that  concern  the 
average emission of carbon dioxide per unit work (e.g. tonne-mile), unit time or 
unit distance.  

the 

Although  evaluation  of  fuel  consumption  data  obtained  from  bunker  data  may 
provide strong indications or even evidence of non-compliance with the declared 
amount of engine power (in case of substantial exceedance) in a data verification 
context,  it  is  not  considered  possible  to  quantify  the  instantaneous  maximum 
engine power based on this method.  

Instantaneous  fuel  mass  flow  measurement  could  in  principle  be  used  for  the 
approximation of instantaneous maximum engine power, in particular for engines 
in  an  as  new  condition,  for  which  brake  specific  fuel  consumption  data  are 
available.  However,  the  suitability  of  this  methodology  to  determine  the 
instantaneous  maximum  engine  power  for  the  purpose  of  an  engine  power 
verification in the context of the (new) Control Regulation, is considered limited, 
because of the limited confidence with which an increase of the fuel consumption 
could be attributed to the use of incremental power, without further investigation 
of the engine.  

In  summary,  none  of  the  aforementioned  alternative  power  determination 
methods are currently considered recommendable for engine power verification 
in the context of the (new) Control Regulation. None of these alternative methods 
are considered suitable for engine power certification purposes. 

8.4. 

Harmonisation and cooperation beyond the scope 
of the Working Group 

The  guidance  presented  in  this  document  contains  elements  where  Member 
States  may  benefit  from  harmonisation  and  cooperation.  Examples  of  such 
elements include: 

1.  Suitability assessment (of newly installed engines); 

There  is  a substantial  overlap  in  the  engine  types  available  to  catching  vessel 
operators  to  choose  from  between  the  Union’s  Member  States.  Certifying 
authorities  are,  in  accordance  with  sections  3.6  and  3.7,  recommended  to 
determine the highest maximum continuous power rating for every engine type 
for which an application to install it in a catching vessel is received. This may be 
done on a case-by-case basis, or through the development and publication of a 
database with engine types indicating the highest available maximum continuous 
power assigned to these types, based on assessments by the certifying authority.  

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Member States’ authorities are recommended to cooperate on the development, 
maintenance and implementation of such database, to reduce the workload for 
authorities  and  to  promote  harmonisation  of  the  highest  maximum  continuous 
engine power values assigned to engine types among Member States. 

In  addition  to  assigning  the  highest  maximum  continuous  engine  power  to  an 
engine type, information from engine manufacturers is required to determine to 
what  extent,  and  under  which  conditions,  derating  of  electronically  controlled 
engines should be permitted (section 3.10.2.3). This information may be obtained 
from  engine  manufacturers  in  the  process  of  developing  the  aforementioned 
database.  In  addition  to  a  reduced  workload  and  better  harmonisation, 
cooperation among Member States in obtaining the ECU characteristics listed in 
section 3.10.2.3 may result in better cooperation between authorities and engine 
manufacturers, as the requested information is of a very specific nature.  

2.  Ongoing compliance measures; 

Certifying authorities should, in accordance with section 3.10, develop, document 
and  publish  engine  type-specific  ongoing  compliance  measures  (e.g. sealing 
instructions).  Considering  the  substantial  overlap  of  available  and  installed 
engine types on catching vessels across the EU, Member States’ authorities are 
recommended 
the  development,  maintenance  and 
implementation of these measures, to reduce the workload for authorities and to 
promote  the  harmonisation  of  applied  ongoing  compliance  measures  among 
Member States. 

to  cooperate  on 

3.  Physical engine power verification capacity building. 

Full implementation of the risk analysis and sampling guidance (section 4.3), and 
the  data  verification  guidance  (section  4.4),  may  be  expected  to  result  in  an 
increased number of catching vessels being selected for a physical engine power 
verification, or for the installation of a continuous engine power monitoring device.  

The  availability  of  Member  State  officials  and  external  contractors  capable  of 
conducting physical engine power verifications  is limited, and currently already 
considered  insufficient.  No  autonomous  growth  of  physical  engine  power 
verification  capacity  among  external  contractors  is  foreseen  in  the  short  term. 
Therefore,  the  shortage  of  engine  power  verification  capacity  within  the  Union 
may increase, which could jeopardise the effective implementation of the engine 
power verification guidance. 

Member  States’  authorities  responsible  for  the  physical  verification  of  engine 
power,  the  European  Commission  and  other  European  stakeholders,  are 
therefore recommended to urgently explore options to promote capacity building 
initiatives  in  order  to  bolster  the  required  capacity  of  physical  engine  power 
verification on board catching vessels in the European Union. In this context, full 
implementation  of  this  guidance  may  require  Member  States’  authorities  to 
establish a realistic timeframe, as a consequence of limited availability of required 

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resources  to  implement  not  only  physical  engine  power  verification,  but  also 
certain elements related to certification.  

8.5. 

Accounting for technical progress 

The guidance in this document is based on the technical insights at the time of 
writing. Future amendments of the (new) Control Regulation, the development of 
a new Commission Implementing Regulation, new technical insight in the field of 
engine power determination, including but not limited to alternative methods that 
could be considered,  may need to be reflected in (a) revised version(s) of this 
guidance. 

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Annexes 

1.  Example test report pre-installation physical engine power verification 

(section 3.9.2) 

2.  Example Ongoing Compliance Measures document (section 3.10) 

3.  Example Sealing Plan (section 3.10.1.3) 

4.  Example  application  vector  method  –  using  vessel  position  data 

(section 4.4.1) 

5.  Example  averaging  method  –  using  vessel  position  data 

(section 4.4.1) 

6.  Example  standardised  EIAPP  certificate 

-  Technical  File 

(section 4.4.3) 

7.  Example Certificate of Class (section 4.4.4) 

8.  Douglas sea scale (section 4.5.7.2) 

9. 

Template physical engine power verification report form (section 4.8) 

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Annex 1. Pre-installation physical engine power verification report 
template 

1.1 

1.2 

1.3 

1.4 

1.5 

2.1 

2.2 

2.3 

2.4 

2.5 

3.1 

3.2 

3.3 

3.4 

3.5 

3.6 

3.7 

3.8 

3.9 

3.10 

3.11 

3.12 

3.13 

3.14 

3.15 

3.16 

3.17 
3.18 

3.19 

3.20 

3.21 
3.22 

1 – Vessel particulars 

Vessel name 

IMO number 

CFR number 

Main engine power (vessel) 

(in EU / MS fleet register) 

Main engine power (vessel) 

(as stated on fishing license) 

2 – Verification particulars 

Verification date 

Verification site 

(dd-mm-yyyy) 

(name, address) 

Authorities represented by 

(name(s) of attending inspector(s)) 

Verifier 

(name(s), if other than authorities reps) 

Verifier organisation 

(if other than authorities) 

Engine manufacturer 

Engine type 

Engine serial number 

Rated power  

Rated speed 

Rated power  

Rated speed 

3 – Engine particulars 

(engine identification plate) 

(engine identification plate) 

(EIAPP, if applicable) 

(EIAPP, if applicable) 

Number of cylinders 

Arrangement of cylinders 

(in-line, V) 

Turbocharger  

(yes / no) 

Fuel injection system 

(e.g. common rail, EUI, etc.) 

Control system 

(e.g. mechanical, ECU, etc.) 

In case of governor controlled engine: 

Governor manufacturer 

Governor type 

Governor serial number 

Governor droop setting 

(%) 

In case of electronically controlled engine: 

ECU serial number 
Software identification 

Rating number / type 

Chassis no. 

ECU serial number 
Software identification 

3.23 

Rating number / type 

(hardware, main ECU) 

(main ECU, e.g. software version no., Test 
Spec, as applicable) 

(e.g. ‘rating 1’) 

(if applicable) 

(hardware, backup ECU, if applicable) 

(backup ECU, ECU, e.g. software version 
no., Test Spec, as applicable) 

(Backup ECU, e.g. ‘rating 1’, if applicable) 

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4.1 

4.2 

4.3 

4.4 

5.1 

5.2 

5.3 

5.4 

5.5 

4 – Measurement setup 

Dyno / water brake manufacturer 

Dyno / water brake type 

Dyno / water brake serial number 

Dyno / water brake last calibration date 

Fuel type / grade 

Cetane number 

Viscosity 

Density 

5 – Test fuel specifications 

(in accordance with ISO 8217:2017) 

(in accordance with ISO 5165) 

(𝑚𝑚2/𝑠 at 40°C in acc. with ISO 3104) 

(𝑔/𝑐𝑚3 at 288 K in acc. with ISO 3675) 

LCV, measured 

(𝑘𝐽 𝑘𝑔⁄

 in acc. with ASTM D 240) 

or 

5.6 

LCV, estimated 

(𝑘𝐽 𝑘𝑔⁄

 in acc. with ASTM D 3338) 

6 – Measurement results 

Run 
1 

Run 
2 

Run 
3 

Run 
4 

Run 
5 

Run 
6 

Run 
7 

Lowest 

63 

80 

91 

100 

Max 

Max 

0 

Max* 

Max* 

Max* 

Max* 

Max* 

Lowest 

6.1 

6.2 

6.3 

6.4 

6.5 

6.6 
6.7 
6.8 
6.9 

Suggested speed 

Suggested power 

Ambient 
temperature 
Ambient air 
pressure 

Relative humidity 

(% of (de)rated 
maximum) 
(% of (de)rated 
maximum) 

(°C, engine 
room) 

(mBar, engine 
room) 
(%, engine 
room) 

Brake power 
Shaft speed  
Fuel mass flow 
Fuel temperature 

(kW) 
(rpm) 
(kg / h) 
(°C) 

Governor (mechanical engine control system, if applicable): 

6.10 

Speed (request) 
lever 

6.11 

Governor output 

(at max (limited) 
position): yes / 
no) 
(position) 

6.12 
6.13 

Fuel system (conventional fuel system, if applicable): 
Common fuel rack 
(position) 
Fuel pump 1 rack 
(position) 
Fuel pump 2 rack 
(position) 
… all fuel pumps 
… 

(position) 

Fuel system (common rail fuel system, if applicable): 
Rail pressure 

(bar) 

6.14 

Control system readout (electronically controlled engine, if applicable): 

6.15 

6.16 

Speed request  

Engine speed 

(throttle position 
(%)) 
(rpm) 

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Run 
1 

Run 
2 

Run 
3 

Run 
4 

Run 
5 

Run 
6 

Run 
7 

6.17 
6.18 
6.19 

Torque 
Load factor 
Fuel rate 

(nM) 
(%) 
(l / h) 

6.20 

6.21 

6.22 

(°C) 

(Bar) 

All engines (if applicable): 
Charge air 
pressure 
Charge air 
temp.  
Exhaust gas 
cylinder 1 
Exhaust gas 
cylinder 2 
… all 
cylinders … 

(temperature, °C) 

(temperature, °C) 

(temperature, °C) 

6.23 

6.24 

Exhaust gas 
before TC 
Exhaust gas 
after TC 

6.25 

HT coolant 

6.26 

HT coolant 

(temperature, °C) 

(temperature, °C) 

(engine inlet 
temperature, °C) 
(engine outlet 
temperature, °C) 

* Maximum power attainable at actual engine speed, through increasing brake load while maintaining 
(suggested) requested engine speed. 

7 – Ongoing compliance measures 

In case of derated electronically controlled engine: 

7.1 

List of derated (electronic) engine settings 

7.2 

Description of ongoing compliance measures* 

In case of derated mechanically controlled engine: 

7.3 

List of derated (mechanical) engine settings 

7.4 

Description of ongoing compliance measures* 

* Ongoing compliance measures are methods / appliances to prevent tampering with engine settings 
aimed at preventing unauthorised uprating of the engine, such as seals, password protection, etc., to 
be applied after compliance of actual maximum engine power with declared amount has been verified. 

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8 – Remarks, conclusions and observations 

8.1 

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Annex 2. Example ongoing compliance measures document  

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Translation of page 4 

Introduction 

This document concerns annex IV: 

Instructions sealing per engine type – manufacturer WARTSILA 

The sealing instruction per engine type will be addressed in this document. 

This document is part of the following series: 

-  Annex I: Instructions for the measurement of power of a fishing vessel 

-  Annex II: Instructions for the sealing of engines of fishing vessels 

-  Annex III: Instructions broken seals 

-  Annex IV: instructions sealing per engine type 

These  instructions  support  the  completion  of  the  sealing  plan  and  power 
measurement by the concerning entities.  

Translation of page 9 

Manufacturer: 

Type: 

Wartsila 

32 def 

Minimum number of seals:  Depends on number of cylinders 

IMO  TIER 2 (TIER  3 compliant),  HFO,  MDO  & liquid  bio fuels,  medium speed 
engine, 32 is the engine bore in cm, the engine is available from 6 to 16 cylinders, 
Variable inlet valve, 3480-9290 kW, 720 - 750 rpm. 

Sealing instructions: 

Adjust the engine power using the set bolt of the end stop of the common fuel 
rack at the port side aft end of the engine.  

Measure and note the length of the set bolt and the thickness of the rack. 

If the engine revolutionary speed needs to be adjusted, also measure the length 
of the high idle set bolt. 

Verify whether the camshaft cover is equipped with two bolts and nuts that can 
be sealed. This also applies to the camshaft gear cover. [note that crossed out 
text will be removed from an updated version of the instructions] 

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Sealing: 

Seal the engine at maximum speed (rpm) under fishing conditions. 

5. Seal the governor top cover. 

6. At every cylinder, seal-connect two nuts at the fuel pump base to affix 
the pump to the engine block. 

7. At every cylinder, seal the fuel pup stop cylinder in accordance with the 
instruction image / drawing. 

The fuel rack position of each fuel pump shall be noted during the sea trial when 
the engine is producing the desired (maximum compliant) amount of power. 

The length of the bushings in the stop cylinders shall be adjusted after the sea 
trial. The stop cylinders shall be sealed when reinstalled. Thereafter, it shall be 
verified whether the maximum fuel rack position of each fuel pump corresponds 
with the position corresponding with the maximum compliant amount of power.  

The  following  shall  be  noted  in  the  protocol  under  fishing  and  steaming 
conditions: 

•  Pre-injection of fuel 

•  Governor  settings,  both  in  case  of  a  mechanical  and  an  electronical 

governor 

•  Turbocharger speed 

•  Charge air pressure 

•  Engine speed (rpm) 

•  Fuel rack position fuel pumps 

•  Fuel pressure 

•  Exhaust gas temperature (after the cylinders and after the turbocharger) 

•  Engine power 

Translation of page 10 

Instruction broken seals: 

In case one or more seals omit from the governor: Measure the maximum engine 
speed with the gearbox clutched out or under steaming conditions, and compare 
the measured speed with the value reported during the initial sea trial. In case 
any difference is observed, an engineer shall adjust the high idle setting.  

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In case seals omit from the fuel pumps only: verify whether – after reinstallation 
– the maximum fuel rack position corresponds with the value reported during the 
initial sea trial. If this is the case, a remeasurement is not required. 

In case seals omit from the common fuel rack limiter: measure the dimensions of 
the set bolt and the fuel rack, and compare the measured dimensions with the 
values reported during the initial sea trial. In case any discrepancy is observed, 
a  remeasurement  with  deployed  fishing  gear  is  required  to  verify  pressures, 
temperatures and the maximum engine speed. A precondition is that the propeller 
has not been changed or modified in the meantime. In case any discrepancy is 
large 
observed,  adjustment  by  an  engineer  may  be  requested.  When 
discrepancies  are  observed  and 
the  owner  wishes  so,  a 
remeasurement may be conducted. If however only this seal omits, and the seals 
of  the  fuel  pumps  are  unaffected,  a  replacement  seal  can  be  applied  without 
further conditions. 

/  or  when 

In case one or more seals omit from the camshaft covers, a remeasurement with 
deployed  fishing  gear  is  required  to  verify  pressures,  temperatures  and  the 
maximum  engine  speed  (unless  the  camshaft  has  demonstrably  not  been 
changed or modified). A precondition is that the propeller has not been changed 
or modified in the meantime. In case any discrepancy is observed, adjustment by 
an engineer may be requested. When large discrepancies are observed and / or 
when  the  owner  wishes  so,  a  remeasurement  may  be  conducted.  [note  that 
crossed out text will be removed from an updated version of the instructions] 

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Annex 3. Example sealing plan (NL sealing plan) 

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Pictures of seals referred to in sealing plan (illustrative) 

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Translation of numbered items in example sealing plan 

1 

2 

3 

4 

5 

6 

7 

8 

9 

Human Environment and Transport Inspectorate 
Ministry of Infrastructure and Water Management 

Application 
Approval sealing plan 

Application number 

Submitted on (date) 

Applicant 
Details of your organisation 

Chamber of commerce number 

Branch number 

Legal Entities Partnerships Information Number (abbreviated) 

Statutory name 

10 

Trade name 

11 

Address (street) 

12 

Postal code 

13 

Town 

14 

Country 

15 

Details contact person 

16 

First name 

17 

Surname 

18 

e-mail address 

19 

Telephone number, including country code, for example +31123456789 

20 

Your reference 

21 

For whom are you completing this form? 

22 

Application 
Application details 

23 

Name of the performing technician 

24 

Details of fishing vessel 

25 

External marking 

26 

Name of fishing vessel 

27 

Reason (for) power measurement 
Multiple broken seals 

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28 

Date of sealing 

29 

Location of sealing (geographically) 

30 

Main engine particulars 

31 

Manufacturer and type 
Wärtsilä 32 

32 

Serial number 

33 

Year of construction 

34 

Reduction gearbox / reversal gearbox particulars 

35 

Manufacturer 

36 

Type 

37 

Serial number 

38 

Year of construction 

39 

Describe the ratio as 1 to [number], so start with 1: 

40 

Measurement results 

41 

Adjusted power course (KW) 

42 

Revolutionary speed main engine course (rpm) 

43 

Revolutionary speed propeller shaft course (rpm) 

44 

Charge air pressure (bar) 

45 

Scavenge air temperature inlet course (°C) 

46 

Cylinder no. 1 
Exhaust gas temperature course (°C) 

47 

Position of fuel rack course (if applicable, in mm) 

48 

Fuel pump no. 1 
Position fuel pump course (if applicable, in mm) 

49 

Adjusted power course (KW) 

50 

Revolutionary speed main engine course (rpm) 

51 

Revolutionary speed propeller shaft course (rpm) 

52 

Charge air pressure (bar) 

53 

Scavenge air temperature inlet course (°C) 

54 

Cylinder no. 1 
Exhaust gas temperature course (°C) 

55 

Position of fuel rack course (if applicable, in mm) 

56 

Fuel pump no. 1 
Position fuel pump course (if applicable, in mm) 

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57 

Applied seals 

58 

Applied seal no. 1 
Position Stop cylinder (end) 1 

59 

New seal number (seal number removed from this example sealing plan) 

60 

61 

62 

63 

64 

65 

Applied seal no. 7 
Position Stop cylinder (mounting) 1 

Applied seal no. 13 
Position Fuel pump base 1 

Applied seal no. 19 
Position Cam shaft cover 

Applied seal no. 20 
Position Lever fuel rack 

Applied seal no. 21 
Position Governor cover 

Applied seal no. 23 
Position Governor base 

66 

Attachments 

67 

Picture of applied seal no. 1. The following shall be reported: position, description of the seal and 
the corresponding seal number (1 attachment maximum). 

68 

Overview picture of the applied seals (5 pictures maximum). 

69 

Declaration 

70 

71 

Declaration application 
I herewith declare to have completed the application truthfully. And that I want to receive 
correspondence about my application on the e-mail address I submitted. 

Declaration owner 
The undersigned declares that the owner of the fishing vessel subject of this sealing plan, has 
taken note of the content of this document.  

72 

Place of declaration (geographically) 

73 

Date of declaration 

74 

Signature 

75 

For contact with the Human Environment and Transport Inspectorate (abbreviated), visit 
www.ilent.nl/contact or call 088 489 00 00. 
Attention: In case of contact via telephone, please have your application number readily 
available. 

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Annex 4 – Vector method example 

This example shows how an indicative value for the still water speed of a vessel 
can be calculated from digitally obtained values for the vessel speed and course 
over ground (SOG and COG), and the direction and speed of the current vessel 
speed and course data, using vector subtraction, where: 

a 

b 

c 

α 

β 

= 

= 

= 

= 

vessel SOG (kts) 

tidal current speed (kts) 

vessel still water speed (kts) 

vessel COG (°) 

=  

tidal current direction (°) 

One way to subtract both vectors is to first factor each vector in its respective x 
and y component, where a 0° component is considered a positive y value, a 90° 
component a positive x value, a 180° component a negative y value and a 270° 
component a negative x value.  

Vector components (x, y) may be subtracted as follows to obtain the still water 
speed: 

𝑐 = √(𝑥𝑣𝑒𝑠𝑠𝑒𝑙 − 𝑥𝑐𝑢𝑟𝑟𝑒𝑛𝑡)2 + (𝑦𝑣𝑒𝑠𝑠𝑒𝑙 − 𝑦𝑐𝑢𝑟𝑟𝑒𝑛𝑡)2 

Assume, for example, a vessel moving at a SOG (a) of 3 knots, a COG (α) of 45°, 
whereas  the  instantaneous  current  is  moving  at  a  speed  (b)  of  5  knots  in  a 
direction (β) of 270°. 

The x component of the vessel movement = 

sin(45) ∗ 3 = 2,12 

The y component of the vessel movement = 

cos(45) ∗ 3 = 2,12 

The x component of the tidal current = 

sin(270) ∗ 5 = - 5,00 

The y component of the tidal current = 

cos(270) ∗ 5 = 0,00 

Application  of  the  formula  presented  above  results  in  a  calculated  vessel  still 
water speed of 7,4 knots: 

𝑐 = √(2,12 − (−5,00))2 + (2,12 − 0,00)2 = 7,4 

This example above can graphically be represented by the vectors below, where 
the vessel still water speed c is required to overcome the effects of tidal current 
b to arrive at the vessel speed over the ground a. 

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Caution 

The reported current at the time at which the vessel COG and SOG data were 
obtained,  may  not  be  exactly  accurate  at  the  vessel’s  position,  as  a  result  of 
source  data  quality,  interpolation,  etc.  In  addition,  other  factors  than  the  tidal 
current alone (e.g. wind and waves) may have affected the reported SOG. 

Assume,  for  example,  that  the  vessel  from  the  example  above  reached  a  still 
water  speed  of  10,0  knots  during  its  certification  sea  trial,  at  a  propeller  shaft 
power of 400 kW, and that the operating conditions at the time the vector data 
were  collected  (e.g.  vessel  trim,  propeller  pitch,  hull  fouling,  fishing  gear 
deployment, etc.) were comparable to the conditions during the sea trial.  

The (simplified) propeller law as presented below may be used to approximate 
the propeller shaft power at the time the vector data were collected: 

𝑃𝑠ℎ𝑎𝑓𝑡 = 𝑥𝑣3 

where 

𝑃𝑠ℎ𝑎𝑓𝑡  = 

shaft power (kW) 

x 

v 

= 

= 

vessel and vessel operating conditions specific factor 

vessel still water speed (kts) 

Application  of  the  propeller  law  above  results  in  an  estimated  shaft  power  of 
)3. 400 ≈ 162  kW  being  used  at  the  time  when  the  vessel  speed  and  tidal 

7,4

(

10,0
current data from this example were collected. 

Caution 

The exponent in the propeller law formula above may not be exactly 3 for every 
vessel and / or throughout the entire vessel speed range. The factor x may not 
be  exactly  constant  throughout  the  speed  range  of  the  vessel,  depending  on 
factors such as hull design, propeller slip, fishing gear in-water orientation and 
position, etc. The instantaneous value of factor x is affected by e.g. hull fouling, 
trim, sea state, bottom effects, etc. Calculated shaft power values shall therefore 
be treated as indicative values.  

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Annex 5. Averaging method example 

This example shows how vessel speed and course over ground (SOG and COG) 
data  can  be  used  to  approximate  a  vessel’s  still  water  speed,  provided  that  it 
operates in a typical ‘zigzag’ pattern, even when no tidal current information is 
available.  

Figure 1 below shows a typical ‘zigzag’ track of a (beam) trawler conducting 
fishing operations. 

The time, vessel COG and vessel SOG are transmitted regularly (data points). 
Multiple  data  points  may  be  collected  during  one  track  of  fishing.  The  values 
corresponding to a small subset of data points, numbered 1 to 12, from the track 
shown above are presented in table 1. From the figure above, it follows that these 
12 data points correspond to 4 subsequent fishing tracks. 

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Table 1 – Data points of a beam trawler, collected during 01 hour and 26 minutes 
of fishing 

Data point no. 

Time 
(UTC) 

Speed 
(kts) 

1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 

12 

13 

14 

12:36 

12:44 

12:52 

13:00 

13:08 

13:11 

13:18 

13:20 

13:29 

13:31 

13:35 

13:53 

13:56 

14:02 

4,3 

4,2 

6,1 

6,1 

6,2 

6,1 

4,1 

4,2 

4,1 

4,2 

4,1 

6,3 

6,2 

6,3 

COG 
(°) 

286,2 

282,2 

122,8 

099,4 

102,6 

103,4 

264,2 

272,0 

279,8 

284,0 

277,6 

106,6 

104,0 

102,4 

These data point correspond with four tracks in more or less opposite directions. 
A near 180° course change is observed between data points 2 and 3, 6 and 7, 
and 11 and 12. The properties of each track are summarized in table 2.  

Table 2 – Properties of tracks of a beam trawler, obtained from AIS data 

Data points 

Average speed 
(kts) 

Highest– 
lowest speed 
(kts) 

Average COG 
(°) 

1 – 2 (2) 

3 – 6 (4) 

7 – 11 (5) 

12 – 14 (3) 

4,2 

6,1 

4,1 

6,2 

0,1 

0,1 

0,1 

0,1 

284,2 

107,1 

275,5 

104,3 

Highest – 
lowest COG 
value 
(°) 

4,0 

23,4 

19,8 

4,2 

Averaged  values  have  consistently  been  rounded  down  to  arrive  at  a 
conservative (average speed) value. Because of the relatively short time between 
two consecutive data points, tidal conditions will not have changed substantially 
between data points 2 and 3 (8 minutes), 6 and 7 (7 minutes) or 11 and 12 (18 
minutes). 

Observing table 1 learns that the last data points before the turn and the first ones 
thereafter (data points 2 and 3, 6 and 7, and 11 and 12) are no outlier within their 

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respective track,  and can therefore  safely be averaged. In  addition,  calm seas 
(Sea State 1) and low wind force (2 Bft.) were reported in the area.  

Assuming that the vessel operates at its maximum power, a still water speed of 
5,1 knots may be compared to sea trial data. Since it is not known whether the 
vessel actually deploys its maximum engine power, comparison of 5,1 knots to 
the sea trial report is not susceptible to Type I (false positive) errors, but it is to 
Type II (false negative) errors. 

Assume that the vessel from the example above reached a still water speed of 
12,0 knots during its certification sea trial at a propeller shaft power of 400 kW 
under  steaming  conditions,  and  a  still  water  speed  of  3,6  knots  during  its 
certification sea trial at a propeller shaft power of 400 kW under fishing conditions. 

Also assume that the operating conditions at the time the AIS data were collected 
(e.g. vessel trim, propeller pitch, hull fouling, fishing gear deployment, etc.) are 
identical to the conditions during the fishing run(s) of the certification sea trial.  

The (simplified) propeller law as presented below may be used to approximate 
the propeller shaft power at the time the vector data were collected: 

𝑃𝑠ℎ𝑎𝑓𝑡 = 𝑥𝑣3 

where 

𝑃𝑠ℎ𝑎𝑓𝑡  = 

shaft power (kW) 

x 

v 

= 

= 

vessel and vessel operating conditions specific factor 

vessel still water speed (kts) 

Application  of  the  propeller  law  above  results  in  an  estimated  shaft  power  of 
5,1
(

)3. 400 ≈1137 kW. 

3,6

Caution 

The exponent in the propeller law formula above may not be exactly 3 for every 
vessel  and  /  or  throughout  the  vessel  speed  range.  The  factor  x  may  not  be 
exactly  constant  throughout  the  speed  range  of  the  vessel,  especially  under 
fishing  conditions,  and  depends  on  factors  such  as  hull  design,  propeller  slip, 
fishing  gear  in-water  orientation  and  position,  etc.  The  instantaneous  value  of 
factor  x  is  affected  by  e.g.  hull  fouling,  trim,  sea  state,  bottom  effects,  etc. 
Calculated shaft power values shall be treated as indicative values.  

Although an (nearly) exact amount of engine power deployed while fishing cannot 
be provided based on AIS vessel SOG and COG data alone, the vessel speed 
obtained during actual fishing activities as presented in this example would justify 
further investigation of the vessel and its propulsion system.    

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Annex 6. Example standardised EIAPP certificate – Technical File 

(standard template Bureau Veritas - anonymised example RINA, including anonymised 
Technical File and parts verification report) 

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Annex 7. Example Certificate of Class  

(standard template Bureau Veritas - anonymised example RINA)

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Annex 8. Douglas Sea Scale 

The Douglas Sea Scale consists of 2 integers; one to quantify the ‘wind waves’ 
and the other to quantify the ‘swell waves’. Both scales range from 0 (no wave / 
no  swell)  to  9  (phenomenal  wave  /  indefinable  swell).  For  example  a  reported 
Douglas sea state 3,2 means degree 3 wind waves and degree 2 swell, at the 
same time. Tables 1 and 2 below present the Douglas wind and swell scales.  

Table 1 – Douglas Sea Scale for Wind Waves 

Degree 

Wave height 
(m) 

Description 

0 

1 

2 

3 

4 

5 

6 

7 

8 

9 

0,00 

Calm (Glassy) 

0,00 – 0,10 

Calm (Rippled) 

0,10 – 0,50 

Smooth 

0,50 – 1,25 

Slight 

1,25 – 2,50 

Moderate 

2,50 – 4,00 

Rough 

4,00 – 6,00 

Very Rough 

6,00 – 9,00 

High 

9,00 – 14,00 

Very High 

> 14,00 

Phenomenal 

Table 2 – Douglas Sea Sccale for Swell 

Wave height 

Low 

Moderate 

High 

Wave length 

(< 2 m) 

(2 – 4 m) 

(> 4 m) 

Short 

(< 100 m) 

Average 

(100 – 200 m) 

Long 

(> 200 m) 

1 

2 

●  Degree 0 (swell) indicates no swell; 

3 

4 

5 

6 

7 

8 

●  Degree 9 (swell) indicates an indefinable wavelength and height. 

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Annex 9. Physical engine power verification report template 

Vessel name 

IMO number 

CFR number 

Engine power 

Engine power 

Fishing gear 

1 – Vessel particulars 

(in EU / MS fleet register) 

(as stated on fishing license) 

(authorised) 

2 – Verification particulars 

Embarkation date 

Embarkation port 

Embarkation time 

Disembarkation date 

Disembarkation port 

Disembarkation time 

Fishing gear 

Vessel draft 

(dd-mm-yyyy) 

(hh:mm) 

(dd-mm-yyyy) 

(hh:mm) 

(on board) 

(m, fwd / aft) 

Verification announcement 

(to master, by whom / when / means) 

Power measured by 

(name(s) of contractor(s), if applicable) 

Authorities represented by 

(name(s) of attending inspector(s)) 

Verification trial area 

(geographical) 

3 – Engine particulars 

Engine manufacturer 

Engine type 

Engine serial number 

Rated power  

Rated speed 

Rated power  

Rated speed 

(engine identification plate) 

(engine identification plate) 

(EIAPP, if applicable) 

(EIAPP, if applicable) 

Number of cylinders 

Arrangement of cylinders 

(in-line, V) 

1.1 

1.2 

1.3 

1.4 

1.5 

1.6 

2.1 

2.2 

2.3 

2.4 

2.5 

2.6 

2.7 

2.8 

2.9 

2.10 

2.11 

2.12 

3.1 

3.2 

3.3 

3.4 

3.5 

3.6 

3.7 

3.8 

3.9 

3.10 

Turbocharger  

(yes / no) 

3.11 

Fuel injection system 

(e.g. common rail, EUI, etc.) 

3.12  Control system 

(e.g. mechanical, ECU, etc.) 

In case of governor controlled engine: 

3.13  Governor manufacturer 

3.14  Governor type 

3.15  Governor serial number 

3.16  Governor droop setting 

(%) 

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In case of electronically controlled engine: 

3.17 

ECU serial number 

(hardware, main ECU) 

3.18 

Software identification 

(main ECU, e.g. software version no., Test 
Spec, as applicable) 

3.19  Rating number / type 

(e.g. ‘rating 1’) 

3.20  Chassis no. 

(if applicable) 

3.21 

ECU serial number 

(hardware, backup ECU, if applicable) 

3.22 

Software identification 

(backup ECU, ECU, e.g. software version 
no., Test Spec, as applicable) 

3.23  Rating number / type 

(Backup ECU, e.g. ‘rating 1’, if applicable) 

In case of derated electronically controlled engine: 

3.24 

List of derated (electronic) engine settings 

3.25  Description of ongoing compliance measures* 

In case of derated mechanically controlled engine: 

3.26 

List of derated (mechanical) engine settings 

3.27  Description of ongoing compliance measures* 

* Ongoing compliance measures are methods / appliances to prevent tampering with engine settings 
aimed at preventing unauthorised uprating of the engine, such as seals, password protection, etc. 

4 – Gearbox particulars 

4.1 

4.2 

4.3 

4.4 

4.5 

4.6 

4.7 

4.8 

4.9 

Gearbox manufacturer 

Gearbox type 

Gearbox serial number 

Reduction ratio 

Rated input power 

Rated input speed 

Reversal gearbox 

Incorporated clutch 

(kW) 

(rpm) 

(yes / no) 

(yes / no) 

Direction of rotation 

(co- vs. counter-rotating) 

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4.10 

Shaft generator(s) 

(number, driven by the gearbox) 

4.11 

4.12 

Can shaft gen. (if any) be 
applied in PTI / booster mode 
(?) 
Other non-essential auxiliaries 
(PTOs) 

(driven by gearbox) 

4.13  Gearbox energy efficiency 

(official, figure, if available) 

5 – Other non-essential auxiliaries 

5.1 

List of non-essential 
auxiliaries 

(not driven by gearbox, e.g. (engine) front 
mounted hydraulic pump or belt drive) 

6 – Measurement setup 

Shaft 1 

Shaft 2 
(if applicable) 

6.1 
6.2 
6.3 

6.4 
6.5 
6.6 
6.7 

6.8 

6.9 

Strain gauge type 
Gauge batch number 
Gauge factor 

Shaft diameter 
Shaft diameter 
Shaft material 
Shear modulus 
or 
Young’s modulus 
and 
Poisson ratio 

(external, mm) 
(internal, mm) 

(assumed or source) 

(assumed or source) 

(assumed or source) 

6.10 

Shaft speed (rpm) sensor type 

6.11 

List of measurement 
equipment used 

(type, serial, etc.) 

6.12 
6.13 

Last calibration 
Sampling frequency 

(dd-mm-yyyy) 
(Hz) 

7 – Measurement results 

Run 1  Run 2  Run 3  Run 4 

Etc. 

7.1 
7.2 
7.3 
7.4 
7.5 
7.6 
7.7 
7.8 

Run start time 
Run end time 
Mode of operation 
Vessel COG 
Vessel SOG 
Vessel UKC 
Sea state 
Wind 

(hh:mm) 
(hh:mm) 
(fishing, steaming, bollard pull) 
(degrees) 
(knots) 
(meter) 
(Douglas Sea Scale) 
(Beaufort) 

7.9 
7.10 
7.11 

Ambient temperature 
Ambient air pressure 
Relative humidity 

(°C, engine room) 
(mBar, engine room) 
(%, engine room) 

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Run 1  Run 2  Run 3  Run 4 

Etc. 

7.12 
7.13 

7.14 

7.15 
7.16 

Shaft power 
Shaft speed  

Engine speed  

Engine speed 
Engine speed 

7.17 

Corrected engine power 

(kW, propeller shaft) 
(rpm, propeller shaft) 
(calculated, gearbox 
reduction) 
(rpm, hand tacho) 
(engine control panel) 

(after application of 
correction(s) for gearbox 
efficiency, PTO losses, 
ambient conditions, if 
applicable) 

7.18 
7.19 
7.20 

7.21 

7.22 

7.23 

7.24 
7.25 

Bridge control: 
Engine speed 
Propeller pitch 
Combinator load  

(lever position, if applicable) 
(lever position, if applicable) 
(lever position, if applicable) 

Propeller: 
Pitch position actual 

(if applicable) 

Governor (mechanical engine control system, if applicable): 
(at max (limited) position): yes 
/ no) 
(position) 

Speed (request) lever 

Governor output 

Fuel system (conventional fuel system, if applicable): 
Common fuel rack 
Fuel pump 1 rack 
Fuel pump 2 rack 
… all fuel pumps … 

(position) 
(position) 
(position) 
(position) 

7.26 

Fuel system (common rail fuel system, if applicable): 
Rail pressure 

(bar) 

7.27 
7.28 
7.29 
7.30 
7.31 

7.32 
7.33 
7.34 

Control system (electronically controlled engine, if 
applicable): 
Speed request  
Engine speed 
Torque 
Load factor 
Fuel rate 

(throttle position (%)) 
(rpm) 
(nM) 
(%) 
(l / h) 

All engines (if applicable): 
Charge air pressure 
Charge air temp.  
Exhaust gas cylinder 1 
Exhaust gas cylinder 2 
… all cylinders … 

(Bar) 
(°C) 
(temperature, °C) 
(temperature, °C) 
(temperature, °C) 

7.35 
7.36 
7.37 
7.38 

Exhaust gas before TC 
Exhaust gas after TC 
HT coolant 
HT coolant 

(temperature, °C) 
(temperature, °C) 
(engine inlet temperature, °C) 
(engine outlet temperature, 
°C) 

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8 – Remarks, conclusions and observations 

8.1 

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