Hong Kong sets date for clean fuel switch at berth
March 11, 2015


The Air Pollution Control (Ocean Going Vessels) (Fuel at Berth) Regulation will be gazetted March 13, requiring ocean-going vessels to use clean fuels while berthing in Hong Kong to improve air quality.
Compliant fuels required by the regulation are low-sulphur marine fuel (sulphur content not exceeding 0.5%), liquefied natural gas and any other fuels approved by the Director of Environmental Protection.
It prohibits ocean-going vessels from using any fuel other than compliant fuel while at berth in Hong Kong, except during the first hour after arrival and the last hour before departure.
Shipmasters and ship owners must record the date and time of fuel switching and keep the records for three years.
If an ocean-going vessel uses technology that can achieve the same or less sulphur dioxide emission when compared with using low-sulphur  marine fuel, the vessel may be exempted from fuel switching.
Shipmasters and owners who fail to switch fuel face six-months' jail and a $200,000 fine, while those who fail to keep records face three-months'
jail and a $50,000 fine.
The new regulation will cut sulphur dioxide emissions by 12% and respirable suspended particulates by 6%, improving air quality and reducing health risks.
The Government will table the regulation at the Legislative Council on March 18 so it can take effect on July 1.

Source: Government of Hong Kong


Open Call for Surveillance of Sulphur Emissions from Ships

Published 07-01-2015
EU Tender on surveillance of sulphur emissions from ships in Danish Waters

The Danish Environmental Protection Agency has launched an EU-tender on the surveillance of sulphur emissions from ships in Danish waters.

The overall aim is to secure fair competition for ships operating in SECA areas. Non-compliant ships may get a considerable competitive advantage unless a level playing field is ensured. Further, non-compliance will undermine the expected benefit of the coming sulphur regulation on human health and the environment.
Source: Danish EPA (http://eng.mst.dk/)

Coast Guard and EPA take action on North American and U.S. Caribbean Sea Emission Control Area enforcement and compliance

18 Nov 2014

The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.

“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said Rear Adm. Paul Thomas, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”

The Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.

“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.”

Maritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.
Source: USCG Maritime Commons

BIMCO calls for “robust” enforcement of sulphur limits in emission control areas


18 Nov 2014

The Coast Guard and EPA will soon take action to ensure compliance with the forthcoming 0.10 percent fuel sulphur limits in the North American and U.S. Caribbean Sea Emmission Control Areas, or ECAs.

“We will be coordinated in our efforts to ensure compliance with the new requirements effective 1 Jan, 2015,” said Rear Adm. Paul Thomas, assistant commandant for Prevention Policy at U.S. Coast Guard Headquarters. “That includes working with EPA to actively check for compliance and taking appropriate enforcement action.”

The Coast Guard will continue to check Bunker Delivery Notes and other records during Port State and Flag State visits to vessels. The Coast Guard and EPA are developing plans for joint boardings of vessels as well, that will include fuel oil sampling and in-the-field screening for sulphur levels.

“Working closely with our partners at the Coast Guard, we’re stepping up our compliance efforts and will take targeted enforcement actions when necessary,” said Cynthia Giles, assistant administrator for EPA’s Office of Enforcement and Compliance Assurance. “Making sure that everyone plays by the rules will help level the playing field for companies that comply, while reducing harmful air pollution in coastal and inland communities.”

Maritime Commons will continue to provide updates as details of the Coast Guard and EPA ECA enforcement and compliance plans are available.
Source: USCG Maritime Commons

Posted on November 14, 2014    

BIMCO is calling on governments to exercise “robust” enforcement of sulphur limits applicable to ships operating in Emission Control Areas in order to ensure that the industry is operating at a high level of compliance.

Following discussion at its recent board meeting, BIMCO President John Denholm described this position as crucial to maintaining a level playing field for shipping companies operating in Emission Control Areas (ECAs) and ensuring that compliant companies were not left at a disadvantage. The President said:

“The maritime industry will shortly experience an unprecedented rise in operating costs as countries bordering ECAs implement very low limits for sulphur content in the fuel oils used by ships."

“BIMCO is calling on the governments of these countries to exercise robust enforcement of applicable sulphur limits to ensure a continued level playing field for ships operating in ECAs.”

“Failure to do so would seriously expose compliant shipowners and operators who are bearing the high cost of ultra-low sulphur diesel oil.”

BIMCO has published a position paper on this issue, which also suggests that the consequences of allowing some to operate in non-compliance due to lack of enforcement should be an essential element of the forthcoming debate and decision in IMO on fuel availability.
Source: BIMCO

Implementation date for Tier III NOx standards confirmed

IMO Marine Environment Protection Committee (MEPC) completes 66th session 31 March to 4 April 2014

Briefing: 10, April 7, 2014

 

The MEPC met for its 66th session 31 March to 4 April and was chaired by Mr. Arsenio Dominguez of Panama.

The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) met for its 66th session from 31 March to 4 April 2014, at IMO Headquarters in London.

 

The Committee adopted amendments to the MARPOL Convention to set a date for the implementation of “Tier III” standards within emission control areas (ECAs) and to make the IMO Member State Audit Scheme mandatory; reviewed environmental provisions in the draft Polar Code and associated draft amendments to make the Code mandatory, and discussed the implementation of energy-efficiency regulations and the Ballast Water Management and Ship Recycling Conventions.

 

Amendment on implementation date for Tier III adopted

The MEPC adopted amendments to MARPOL Annex VI, regulation 13, on Nitrogen Oxides (NOX), concerning the date for the implementation of “Tier III” standards within emission control areas (ECAs). 

 

The amendments provide for the Tier III NOx standards to be applied to a marine diesel engine that is installed on a ship constructed on or after 1 January 2016 and which operates in the North American Emission Control Area or the U.S. Caribbean Sea Emission Control Area that are designated for the control of NOx emissions.

 

In addition, the Tier III requirements would apply to installed marine diesel engines when operated in other emission control areas which might be designated in the future for Tier III NOx control.  Tier III would apply to ships constructed on or after the date of adoption by the Marine Environment Protection Committee of such an emission control area, or a later date as may be specified in the amendment designating the NOx Tier III emission control area. 

 

Further, the Tier III requirements do not apply to a marine diesel engine installed on a ship constructed prior to 1 January 2021 of less than 500 gross tonnage, of 24 m or over in length,  which has been specifically designed and is used solely, for recreational purposes.

 

The amendments are expected to enter into force on 1 September 2015.

 

NOX control requirements apply to installed marine diesel engines of over 130 kW output power, and different levels (Tiers) of control apply based on the ship construction date. Outside emission control areas designated for NOx control, “Tier II” controls, required for marine diesel engines installed on ships constructed on or after 1 January 2011, apply.

 

Amendments to MARPOL to make auditing mandatory adopted

The MEPC adopted amendments to MARPOL Annexes I through to VI to make the use of the IMO Instruments Implementation Code (III Code) mandatory. The amendments add definitions and regulations relating to “verification of compliance”, thereby making the IMO Audit Scheme mandatory under MARPOL.

 

The amendments are expected to enter into force on 1 January 2016.

 

The III Code was adopted by the IMO Assembly in 2013.  Similar amendments to other IMO treaties are also in the process of being adopted, to make the Audit Scheme mandatory once the relevant amendments enter into force in 2016. 

 

Other amendments adopted

The MEPC also adopted:

 

• Amendments to MARPOL Annex I, the Code for the Construction and Equipment of Ships carrying. Dangerous Chemicals in Bulk (BCH Code) and  the International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code),  on mandatory carriage requirements for a stability instrument for oil tankers and chemical tankers, expected to enter into force on 1 January 2016;

 

• Amendments to MARPOL Annex VI concerning the extension of the application of the Energy Efficiency Design Index (EEDI) to LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships, ro-ro passenger ships and cruise passenger ships with non-conventional propulsion; and to exempt of ships not propelled by mechanical means and independently operating cargo ships with ice-breaking capability, expected to enter into force on 1 September 2015.

 

Draft Polar Code environmental provisions reviewed

The MEPC reviewed the environmental requirements under the proposed draft mandatory International Code for ships operating in polar waters (Polar Code). It also considered the proposed draft amendments to MARPOL to make the Polar Code mandatory.  

 

A correspondence group was established, to finalize the draft MARPOL amendments and the environmental requirements and to report to the next session (MEPC 67) in October 2014. The MEPC also agreed to request the IMO Council to approve the holding of an intersessional working group ahead of MEPC 67.

 

The draft Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in the inhospitable waters surrounding the two poles. Environmental provisions include requirements covering prevention of oil pollution; prevention of pollution from noxious liquid substances from ships; prevention of pollution by sewage from ships; and prevention of pollution by discharge of garbage from ships. 

 

Energy-efficiency measures for ships considered

The MEPC continued its work on further developing guidelines to support the uniform implementation of the regulations on energy-efficiency for ships that entered into force on 1 January 2013, and adopted the 2014 Guidelines on the Method of Calculation of the Attained Energy Efficiency Design Index (EEDI), applicable to new ships.

 

Technical co-operation and technology transfer discussed

The MEPC discussed the implementation of resolution MEPC.229(65) on Promotion of Technical Co-operation and Transfer of Technology Relating to the Improvement of Energy Efficiency of Ships, welcoming the financial contribution from Norway for the organization of workshops on the transfer of technology. 

 

The Ad Hoc Expert Working Group on Facilitation of Transfer of Technology for Ships, established in accordance with the resolution, met during the session and agreed a work plan, which was endorsed by the Committee. The work plan envisages: assessing the potential implications and impacts of the implementation of the energy efficiency regulations in chapter 4 of MARPOL Annex VI, in particular, on developing States, as a means to identify their technology transfer and financial needs; identifying and creating an inventory of energy efficiency technologies for ships; identifying barriers to transfer of technology, in particular to developing States, including associated costs, and possible sources of funding; and   making recommendations, including the development of a model agreement enabling the transfer of financial and technological resources and capacity building between Parties, for the implementation of the energy efficiency regulations.

 

Data collection system for fuel consumption of ships discussed

The MEPC discussed various submissions relating to proposals to establish a framework for the collection and reporting of data on the fuel consumption of ships. It agreed to establish a correspondence group, to consider the development of a data collection system for ships, including identification of the core elements of such a system.

 

The group will report to the next session of the Committee. 

 

NOX Technical Code guidelines adopted

The MEPC adopted amendments to the NOx Technical Code, 2008, concerning the use of dual-fuel engines. 

The MEPC also adopted the 2014 Guidelines in respect of the information to be submitted by an Administration to the Organization covering the certification of an Approved Method as required under regulation 13.7.1 of MARPOL Annex VI (relating to “Marine Diesel Engines Installed on a Ship Constructed Prior to 1 January 2000”); and the 2014 Guidelines on the Approved Method process, which apply to new Approved Methods notified to IMO only.

 

The MEPC also approved draft amendments to MARPOL Annex VI regarding engines solely fuelled by gaseous fuels, to clarify that such engines should also be covered by the Annex VI NOx regulations, with a view to adoption at MEPC 67. It also invited interested delegations to submit proposals for draft amendments to the NOx Technical Code for inclusion of provisions on engines solely fuelled by gaseous fuels, including any consequential amendments, for consideration by MEPC 67, with a view to approval.

 

2014 shipboard incineration standard adopted

The MEPC adopted the 2014 standard specification for shipboard incinerators, which covers the design, manufacture, performance, operation and testing of incinerators intended to incinerate garbage and other shipboard wastes generated during the ship's normal service. The specification applies to incinerator plants with capacities up to 4,000 kW per unit.

 

Sulphur review correspondence group established

The MEPC considered the timing of the review, required under MARPOL Annex VI, regulation 14.8, on control of emissions of sulphur oxides (SOX) from ships, on the availability of compliant fuel oil to meet the requirements set out in the regulation. The Committee agreed to establish a correspondence group to develop the methodology to determine the availability of fuel oil to comply with the fuel oil standard set out in regulation 14.1.3 of MARPOL Annex VI. The group would provide a progress report to MEPC 67, with a view to the Committee adopting the terms of reference of the study at MEPC 68 in 2015.

 

The sulphur content (expressed in terms of % m/m – that is, by weight) of fuel oil used on board ships is required to be a maximum of 3.50% m/m (outside an Emission Control Area (ECA)), falling to 0.50% m/m on and after 1 January 2020. Depending on the outcome of a review, to be completed by 2018, as to the availability of compliant fuel oil, this requirement could be deferred to 1 January 2025.

 

Ballast water management systems approved

The MEPC granted Basic Approval to four, and Final Approval to two ballast water management systems that make use of Active Substances.

 

The MEPC also approved BWM-related guidance, including Guidance on entry or re-entry of ships into exclusive operation within water under the jurisdiction of a single Party and a revision of the GESAMP-BWWG Methodology for information gathering and conduct of work. In addition, the Committee requested the Secretariat to explore the possibility of conducting a study on the implementation of the ballast water performance standard described in regulation D-2 of the BWM Convention, with the aim to address a number of industry concerns, including proposals to amend the Guidelines for approval of ballast water management systems (G8).

 

On the status of the of the International Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004, the MEPC noted that the number of Contracting Governments was currently 38, representing 30.38% of the world's merchant fleet tonnage (35% is needed to meet entry into force requirements), and urged those States which have not yet ratified the Convention to do so at the earliest possible opportunity.

 

Ship recycling convention implementation reviewed

The MEPC considered the report of a correspondence group tasked with developing threshold values and exemptions applicable to the materials to be listed in Inventories of Hazardous Materials, required under the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009, and agreed further work was needed.

 

The correspondence group was re-established to finalize the development of threshold values, exemptions and bulk listings applicable to the materials to be listed in Inventories of Hazardous Materials.

 

Guidelines for the reduction of underwater noise approved  

The MEPC approved Guidelines for the reduction of underwater noise from commercial shipping to address adverse impacts on marine life, recognizing that underwater noise radiating from commercial ships may have both short- and long-term negative consequences on marine life.

 

Guidance for port reception facility providers and users agreed

The MEPC approved consolidated guidance for port reception facility providers and users.

 

IMO – the International Maritime Organization – is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.

www.imo.org

IMO moves backwards on NOx Controls

17th May 2013
The International Maritime Organization (IMO) has taken the controversial decision to consider delaying the implementation of tighter limits for nitrogen oxide (NOx) emissions from ships operating in emission control areas (ECA).
The 65th meeting of the Marine Environment Protection Committee (MEPC) this week was told by a correspondence group whether there was a need to delay the 2016 implementation date of the Tier III NOx standards contained in regulation 13 of MARPOL Annex VI.

According to the correspondence group, there is no need to delay as it considered the technologies needed to meet Tier III NOx standards are available.

In particular, the correspondence group stated that selective catalytic reduction (SCR) – which is to NOx emissions what scrubbers are to SOx emissions – is a sufficiently advanced market to be able to support the change.

Russia, however, submitted a paper to MEPC 65 disputing the correspondence group's conclusion, and argued that SCR technology still had some shortcomings, and that the cost of the technology was significant.

The MEPC Chairman noted in his summary that the majority had agreed that Russia's concerns were valid.

At the next session of the MEPC, the appropriate text that amends MARPOL Annex VI to reflect the delay in introducing the Tier III NOx standard in ECAs from 2016 to 2021 will be written up.

Environmental lobbyists have condemned the move, and Antoine Kedzierski, clean shipping officer at environmental NGO Transport and Environment, labelled the decision as “nothing less than a disaster.”

“Two years before the entry into force of the next emissions limit, the IMO punishes those who have chosen to invest in clean innovation in order to comply and rewards those who have cynically waited and lobbied for postponement,” he said.

“The call was led by Russia, but the lack of a common EU position is also to blame with Poland, Greece, Cyprus, Malta, Latvia and Estonia all toeing the Russian line. This decision will not only kill high-value jobs in the clean-tech industry, but will also increase emissions that have serious impacts on the environment and human health.”
 
The issue is likely to be inflamed further due to a new study from researchers of the University of Gothenburg, Chalmers University of Technology, the University of Delaware and the Institute for Advanced Sustainability Studies.

Carbon dioxide and other gases, such as the sulphur and nitrogen emitted by the shipping industry,   cause acidification by dissolving into the ocean and creating weak carbonic acid, sulphuric acid or nitric acid respectively.

Over time this can have a devastating impact on ecosystems. The study shows that acidification from shipping can during the summer equals that from carbon dioxide.
“Global shipping has emitted acidifying compounds for decades without emissions controls,” added James J. Corbett, professor of marine policy in the University of Delaware’s College of Earth, Ocean, and Environment. “Only recently have regulatory standards set limits on ship emissions.”

A 2009 EPA study revealed that annual total sulphur deposition due to international shipping ranges from 10 percent to more than 25 percent of total sulphur deposition along the entire Atlantic, Gulf of Mexico and Pacific coastal areas.

The IMO decision to delay regulation needs to be adopted by vote in the next Marine Environment Protection Committee, expected to be held in March 2014.

 

The North American emissions control area — now in force for Canada

May 8 2013

 

The North American Emissions Control Area (“ECA”) is now in force in Canada. The Regulations Amending the Vessel Pollution and Dangerous Chemicals Regulations,1   promulgated under the Canada Shipping Act, 20012   were adopted on April 18, 20133    and were published on May 8, 2013.4   

Brief Background
ECA’s are one mechanism applied to pursue the goals of a 1997 amendment to the International Convention for the Prevention of Pollution from Ships 1973/1978 (“MARPOL”), to which Canada is party. That amendment added Annex VI to MARPOL, governing air pollution from vessels. Annex VI aims to restrict the airborne emissions from ships of environment-polluting substances, such as sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter. Annex VI entered into force on May 19, 2005, but a revision with tighter emission controls was adopted in October 20085  and took effect as of July 1, 2010.

Establishing the North American ECA
In 2009, Canada, the U.S.A. and France (for the islands of Saint-Pierre and Miquelon) proposed to the IMO the establishment of the North American ECA, comprising waters within 200 nautical miles of the east and west coasts of Canada and the U.S., the Gulf of Mexico and the eight Hawaiian Islands. The waters concerned are shown on this sketch:

The United States has applied ECA standards since July 2011 in both its ECA waters and its internal waters. Canada delayed implementing  the ECA, however, applying interim measures in the meantime. That delay has now come to an end with the coming into force of the Regulations.

Major Features of the Amending  Regulations
Some of highlights of the Regulations Amending the Vessel Pollution and Dangerous ChemicalsRegulations include the following provisions, which can be summarized thus:

The maximum sulphur content of ship fuel for Canadian and foreign vessels of 400 gross tons or more is 3.5% from January 1, 2012  to December 31, 2019, and then becomes 0.5% as of January 1, 2020; but for vessels operating in the ECA, the sulphur limit is 1.0 % until January 1, 2015, when it will drop to a maximum of 0.1%.
Alternatively, vessels may adopt fitting technology or alternative fuels or procedures resulting in equivalent reductions in emissions.
Vessels operating in the ECA after January 1, 2016 must adhere to the IMO’s “Tier III Standards” for nitrogen oxide (NOx) emissions, which represent an 80% reduction from current emission standards.6
Permissible sulphur emissions for Canadian vessels operating on the Great Lakes or on the St. Lawrence will start at a maximum of 1.3% in 2013 and decline progressively on January 1 of each following year, until they reach 0.1% on January 1, 2020.
Alternatively, Canadian vessel owners operating on the Great Lakes and St. Lawrence may opt for a fleet averaging system, whereby the annual fuel limits of their ships may be exceeded by a maximum cumulative amount of 0.4% before 2017, declining until 2020.
Other options include using lower-sulphur fuel or exhaust gas cleaning systems (“scrubbers”) and/or materials and procedures resulting in equivalent emissions to using lower-sulphur fuel.
Vessels operating on the Great Lakes and St. Lawrence waters will have to report to Transport Canada, showing how the emission targets are being met.
New vessels (built under contracts placed after June 30, 2013) of 400 gross tons or over must meet IMO’s “Energy Efficient Design Index”7 and carry an International Energy Efficiency (IEE) Certificate. This will apply first to cargo, container, tanker and combination carriers.
Vessels of 400 gross tons or over must have a Ship Energy Efficiency Management Plan (SEEMP) on board8 detailing how the vessel will increase its energy efficiency.
Oil tankers of 150 gross tons or more must keep on board a ship-to-ship (STS) Operations Plan, if they are engaged with another oil tanker in a transfer operation involving oil or an oily mixture in bulk at anchorage. Masters must give 48 hours’ advance notice to Canadian authorities, before STS operation in Canadian waters. A similar notice must be given to local authorities, where the Canadian vessel is engaged in an STS operation in the territorial sea or EEZ of any other MARPOL State.
Discharges of “greywater” in Canadian waters other than Arctic waters must not result in the deposit of solids or cause any sheen on the water.
New passenger vessels carrying more than 500 passengers must ensure that any greywater released from the vessel has been passed through a certified marine sanitation device and is done at least three nautical miles from shore.

China’s first ECA on the cards

Friday, 18 January 2013

News yesterday that the Hong Kong chief executive C Y Leung plans to introduce mandatory emission controls on ships and has been in touch with his counterparts in Guangdong over the possible formation of a Pearl river delta emissions control area (ECA) has been greeted favourably in Guangzhou. The ECA would be the first in Asia and comes as pollution in China is very much back in the headlines.
“We are stepping up our efforts with the Guangdong Provincial Government in exploring the feasibility of requiring ocean-going vessels to switch to low-sulphur diesel while berthing in Pearl River Delta ports,” Leung revealed yesterday in his maiden policy address in Hong Kong.
"We have not got any notices from the government yet,” an official from Guangzhou Port told SinoShip News, “but this is a good thing for both sides, and building a green port is also our goal, and we have the responsibility and obligation to respond to the government's call to build a green port, and the development of a low-carbon economy."
An official from neighbouring Shenzhen Port commented: “We have been making efforts in energy conservation and emissions reduction. We have updated some port facilities into more eco-friendly ones. The ECA would require a joint effort, and we are looking forward to it.”
Arthur Bowring, managing director of the Hong Kong Shipowners Association welcomed the move. “We are pleased the chief executive is following up the regulations as we requested,” he told SinoShip News. “We would like the ECA to be set up and it would be viable if Beijing and Guangdong province will come online. It is certainly something we are aiming for.”
Source: Sino Ship News

Regulations to improve the energy efficiency of international shipping enter into force

January 2, 2013

New regulations aimed at improving the energy efficiency of international shipping entered into force on 1 January 2013.
 
The amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) were adopted in July 2011.They add a new chapter 4 Regulations on energy efficiency for ships to MARPOL Annex VI, to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and the requirements for survey and certification, including the format for the International Energy Efficiency Certificate.
 
The regulations apply to all ships of 400 gross tonnage and above. However, under regulation 19, the Administration may waive the requirements for new ships up to a maximum of 4 years.
 
The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.
 
The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Ships are required to keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).

Other MARPOL amendments which entered into force on 1 January 2013

Other MARPOL amendments which entered into force on 1 January include the following.
 
Annex VI Emissions
Amendments to MARPOL Annex VI designate certain waters adjacent to the coasts of Puerto Rico (United States) and the U.S. Virgin Islands (United States) as the US Caribbean Sea Emission Control Area for the control of emissions of nitrogen oxides (NOX), sulphur oxides (SOX) and particulate matter under regulations 13 and 14 of MARPOL Annex VI. Another amendment makes old steamships exempt from the requirements on sulphur content of fuel oil used on board ships in both the North American and United States Caribbean Sea ECAs. The new US Caribbean Sea ECA takes effect 12 months after entry into force, that is, 1 January 2014.

Source: IMO

 

 

 

 

EU targets air pollution with tightened shipping rules
Monday, 24 December 2012

The EU’s strict new controls on sulphur emissions from shipping fuel come into force today.
The current limit on sulphur content of 3.5% will be rolled back to 0.5% by 2020. Without the changes, shipping would be responsible for more of the region’s sulphur emissions than all its land-based sources put together.
In addition to limiting acid rain causing sulphur output, it will also reduce the amount of particulate matter in the air, tiny particles that can have serious health impacts.
“Improving air quality is a long-standing environmental challenge. It has taken some time but now the maritime sector is engaged,” said Janez Potočnik, Environment Commissioner.
“The big winners are the European citizens who will breathe cleaner air and enjoy a healthier life and industry supplying clean fuels and technology.”
Shipping fuels can have a sulphur concentration up to 5000 times higher than those for lorries and trucks.
Although sulphur dioxide is not a greenhouse gas, the addition of EU-wide shipping regulations could signal the bloc’s plans to legislate the shipping sector to cuts its climate altering emissions.
Efforts are currently under way through the UN’s International Maritime Organisation (IMO) to find a financial mechanism to incentivise reduced emissions. The EU had been considering establishing its own regional system in response to frustration with efforts through the IMO, but has backed down.
It is thought that carbon levies on EU shipping alone could be worth $10bn a year. The Green Climate fund, the principle tool for aggregating climate aid has set itself a target of raising $100bn annually from 2020 onwards.
Funds from both the shipping and aviation sector are considered to be a promising potential source of climate finance with the IMO and the International Civil Aviation Organisation (ICAO) developing plans for their respective industries.
Negotiations have been controversial and too slow for some with the EU recently establishing, and then winding down, an international carbon trading scheme applicable to all flights using airports in the region.
It has given ICAO one year to conclude its own system or it will once again include all airlines.
Source: RTCC

EU eyes maritime emissions monitoring system in 2013

October 01, 2012

LONDON/BRUSSELS (Reuters) -
Global steps to reduce greenhouse gas emissions from the shipping industry are moving too slowly so the European Union will introduce its own system next year in a bid to accelerate reform, its executive body said on Monday.

International shipping accounts for around 3 percent of the world's emissions of carbon dioxide, the greenhouse gas widely blamed for global warming, and this share could go to 18 percent by 2050 if regulation is not in place, according to the International Maritime Organisation.

There is currently no international regulation of greenhouse gas emissions from ships. Despite years of efforts in the IMO and the United Nations' climate division, global measures have been limited.

The IMO agreed last year to introduce energy efficiency measures for the design of new ships from 2015, but this measure alone will not be enough to ensure emissions are cut quickly enough, the EU Commission said in a statement.

"Discussions about further global measures are ongoing at IMO level, but we need intermediary steps to quickly deliver emissions reductions, such as energy efficiency measures also for existing ships," it added.

The EU Commission has threatened to enforce its own shipping regulations if the IMO fails to find a global solution, as it has with aviation.

The aviation sector was included in the EU's Emissions Trading System (ETS) from January 1 this year but opposition and threats of retaliation from non-EU airlines have led to a major diplomatic row.

The EU Commission has said it was considering several options to cut the shipping's emissions, such as a fuel or carbon tax, mandatory emissions reductions per ship or inclusion in the ETS.

A global approach towards setting a system for monitoring, reporting and verification of emissions based on fuel consumption is seen as a starting point towards a globally-agreed market-based solution.

It is "our intention to pursue such a monitoring, reporting and verification system in early 2013...This will help make progress at global level and feed into the IMO process," the Commission said.

The IMO's Marine Environment Protection Committee is meeting this week in London, where it will work on technical and operational issues related to energy efficiency measures.

Source: Reuters