Legislation
Shipping is the most important means of transportation today and most probably also for the next decades. In addition, compared to other means of transportation (air planes, trucks, rails); shipping is the most energy-efficient transport system. Approximately 90 % of the global cargo is moved by vessels powered by large diesel engines which are fueled with residual fuel oils.
However, the use of residual fuel oils in excess of more than 300 mill. tons per year causes environmental issues which need to be solved. The IMO updated the Annex VI of the MARPOL convention in October 2008 in order to regulate emissions generated by vessel engines. The focus is now on the global reduction of pollutants such as nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM).
The EU Directive 2005/33/EC stipulates the use of fuel which contain less than 0.1 % sulphur by mass for vessels berthed in ports of the European Community. Both regulations, the MARPOL Annex VI and the EU Directive 2005/33/EC specifically permit the use of emission abatement technologies which provide emission reductions at least equivalent to, or even greater than, those achievable using low sulphur fuel.
However, the use of residual fuel oils in excess of more than 300 mill. tons per year causes environmental issues which need to be solved. The IMO updated the Annex VI of the MARPOL convention in October 2008 in order to regulate emissions generated by vessel engines. The focus is now on the global reduction of pollutants such as nitrogen oxides (NOx), sulphur oxides (SOx) and particulate matter (PM).
The EU Directive 2005/33/EC stipulates the use of fuel which contain less than 0.1 % sulphur by mass for vessels berthed in ports of the European Community. Both regulations, the MARPOL Annex VI and the EU Directive 2005/33/EC specifically permit the use of emission abatement technologies which provide emission reductions at least equivalent to, or even greater than, those achievable using low sulphur fuel.
EU Directive 2005/33/EC
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The EU Directive 2005/33/EC, which came into effect on January 1st, 2010, clearly indicates that emissions from shipping due to the combustion of marine fuels with a high content of sulphur contribute to air pollution in the form of sulphur dioxide and particulate matter, harming human health, damaging the environment, public and private property and cultural heritage, and contributing to acidification. Furthermore, it says that human beings and the environment in coastal areas and in the vicinity of ports are particularly affected by pollution from ships using fuels high in sulphur. Since January 1st, 2010 the EU Directive 2005/33/EC regulates the use of fuels which contains.
IMO MARPOL Annex VI
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In some countries, port and local authorities offer a reduction of port and fairway fees depending on the amount of emissions produced by vessels, which means that fewer emission leads to lower fees. California for example has implemented limitations for SOx emissions within 24 nautical miles of the coast. Being in effect from January 1st, 2012 fuel must not exceed a 0.1 %´sulphur content.
The goal of limiting the emissions of SOx can be achieved by applying primary and secondary actions technology. In order to meet the legal restraints the usage of low sulphur fuel (primary action) is an option. However, there is limited availability of naturally low sulphur fuel and the refinery process for desulphurization of high sulphur fuel is costly in reference to the process itself and its energy consumption. This makes the low sulphur fuel more expensive and it is currently unclear if low sulphur fuel is available at the requested volume.
Under these conditions it is quite reasonable to specify secondary actions, especially as the IMO has recently adopted guidelines providing regulations for performance; verification, certification, operation and documentation of SOx scrubbers (see MEPC184). The SECA Compliance Plan (SCP) describes methods for compliance by each ship using scrubbers rather than low-sulphur fuel.
The goal of limiting the emissions of SOx can be achieved by applying primary and secondary actions technology. In order to meet the legal restraints the usage of low sulphur fuel (primary action) is an option. However, there is limited availability of naturally low sulphur fuel and the refinery process for desulphurization of high sulphur fuel is costly in reference to the process itself and its energy consumption. This makes the low sulphur fuel more expensive and it is currently unclear if low sulphur fuel is available at the requested volume.
Under these conditions it is quite reasonable to specify secondary actions, especially as the IMO has recently adopted guidelines providing regulations for performance; verification, certification, operation and documentation of SOx scrubbers (see MEPC184). The SECA Compliance Plan (SCP) describes methods for compliance by each ship using scrubbers rather than low-sulphur fuel.
CARB – California Air Resources Board
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The California Air Resources Board is part of the California Environmental Protection Agency, an organization which reports directly to the Governor‘s Office in the Executive Branch of California State Government.
ARB has developed a rule that would require oceangoing ships to use a cleaner marine diesel fuel to power auxiliary engines while in California coastal waters and at berth. This would moreover require ships that frequently visit California ports to further reduce their emissions by either using low sulphur fuel (0.1 % S) or sufficient abatement technology. As of January 1st, 2010 all auxiliary engines of vessels operating in California harbors must use MGO (Marine Gas Oil) with less than 0.1 % sulphur and coming into effect on January 1st, 2012 this also applies for vessels sailing within 24 nm from the coast of California.
ARB has developed a rule that would require oceangoing ships to use a cleaner marine diesel fuel to power auxiliary engines while in California coastal waters and at berth. This would moreover require ships that frequently visit California ports to further reduce their emissions by either using low sulphur fuel (0.1 % S) or sufficient abatement technology. As of January 1st, 2010 all auxiliary engines of vessels operating in California harbors must use MGO (Marine Gas Oil) with less than 0.1 % sulphur and coming into effect on January 1st, 2012 this also applies for vessels sailing within 24 nm from the coast of California.
