Shipowners put under pressure

As ship operators begin to assess the potential costs of implementing the requirements of Annex VI to the International Convention for the Prevention of Pollution from Ships (Marpol) they should be aware that additional amendments to the Annex have been proposed and approved at the recent (57th) Session of the Marine Environment Protection Committee (MEPC) of the International Maritime Organisation (IMO).

As the specific instrument to address the issue of harmful emissions from ships, Annex VI came into force in May 2005, but the need for an early review was recognised by MEPC being perhaps, an indication that the initial provisions had not gone far enough and indeed, confirmation of the growing awareness that global warming is now a fact of life on this planet.

Annex VI has so far been ratified by 49 countries, representing approximately 74.77 per cent of the gross tonnage of the world's merchant shipping fleet.

The main changes would see a progressive reduction in sulphurous emissions from ships, with the global sulphur cap reduced initially to 3.50 per cent (from the current 4.50 per cent, effective from January 1 2012; then progressively to 0.50 per cent, effective from January 1 2020, subject to a feasibility review to be completed no later than 2018.

The limits applicable in Sulphur Emission Control Areas (SECAs) would be reduced to 1.00 per cent, beginning on March 1, 2010 (from the current 1.50 per cent); being further reduced to 0.10 per cent, effective from January 1, 2015. (In the current Annex VI, there are two SECAs designated, namely, the Baltic Sea and the North Sea area, which also includes the English Channel).

Progressive reductions in nitrogen oxide emissions from marine engines were also agreed, with the most stringent controls on so-called 'Tier III' engines, i.e. those installed on ships constructed on or after January 1, 2016, operating in emission control areas.

The revised Annex VI will allow for an Emission Control Area to be designated for SOx and particulate matter, or NOx, or all three types of emissions from ships, subject to a proposal from a party or parties to the Annex which would be considered for adoption by the IMO, if supported by a demonstrated need to prevent, reduce and control one or all three of those emissions from ships.

The proposed draft amendments to Annex VI and the NOx Technical Code will now be submitted to MEPC 58 (which meets next October 6 to 10 ) for adoption, in accordance with an agreed timetable. This would see the revised Annex VI enter into force in 2010.

Perspective

Recently an article in The Guardian put the issue into perspective regarding the environmental impact from shipping although it was certainly unfair in its assertion, "Until now, reducing CO2 emissions from the world's fleet of almost 90,000 large ships has not been a priority for governments or shipowners."

Since Annex VI was drafted in the early 1990s and adopted by the IMO back in 1997 - long before much of the other environmental momentum had gathered pace, this is for once a clear vindication of the IMO in this respect - particularly since the IMO is a UN organisation comprising member governments that will subsequently convey the requirements through their respective Flag administrations to the shipowners. Furthermore, the fact that the IMO recognised the need for a review of Annex VI, so soon after the Annex entered into force, is a clear rebuff of the claim made by the Guardian.

However, The Guardian was accurate in its example that the largest container ship in the world (Emma Maersk) does have the potential to emit more than 300,000 tonnes of CO2 a year as it plies its route between China and Europe burning nearly 350 tonnes of fuel a day!

This is a serious reminder of the environmental challenges now facing the industry and these are further exacerbated by the current shipping 'boom' with many newbuildings in the pipeline that will increase the tonnage on the high seas over the next five years, despite any downturn in business due to economic pressures.

- The writer is UAE-based marine consultant.