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Hong Kong and Dubai: Air emission standards

http://www.skuld.com/topics/environment/air-pollution/asia/hong-kong-and-dubai-air-emission-standards/

Hong Kong

In recent years there has been more focus on air borne pollution in Hong Kong and in an effort to control the emission of dark smoke from vessels, Hong Kong has recently amended its legislation.

As per section 50 of the Shipping and Port Control Ordinance (Cap 313) and Section 51 of the Merchant Shipping (Local Vessels) Ordinance (Cap. 548), it is now an offence for any vessel in Hong Kong waters to emit dark smoke for 3 minutes or more continuously at any one time. These legislative changes were gazetted on 18 July 2014 and came into effect immediately.

The Shipping and Port Control Ordinance regulates dark smoke emission from ocean-going vessels, whereas the Merchant Shipping (Local Vessels) Ordinance applies to local vessels.

Dark smoke is defined as smoke which is “dark as or darker than shade 2 on the Ringelmann chart”. The Ringelmann chart has 5 shades ranging from 0 (clear) to 5 (black). The darker the smoke, the more polluting it is.

Sample of the Ringelmann Chart - to be used for reference only, and not as a device for dark smoke measurement Source: Hong Kong Marine Department Notice No. 92 of 2014

Sample of the Ringelmann Chart – to be used for reference only, and not as a device for dark smoke measurement
Source: Hong Kong Marine Department Notice No. 92 of 2014

A vessel found to be in contravention is liable to a fine of HK 25,000 on first conviction and a fine of HK 50,000 for any subsequent conviction. In the case of local vessels, the fines are set at HK 10,000 on first conviction and HK 25,000 for any subsequent conviction. The owner of the vessel, his agent and the master are each deemed to have committed the offence and thus all are required to exercise due diligence to maintain the engine and fuel system on-board in a good condition.

While Hong Kong can record up to 400,000 vessel movements a year, the legislation confers power on authorized agents to direct local vessels to be checked if they have reasonable grounds to suspect the vessel is in contravention.

Dubai

The government of Dubai issued a statement on 2 July 2014 calling all vessels to ensure strict compliance with its rules on air emissions while in port. All vessels calling DP World/ PCFC ports in Dubai are required to comply with the local PCFC-EHS Ports and Maritime Regulations in addition to the IMO Marpol Annex VI Regulations in an effort to curb air pollution in the area.

The statement issued advises vessels to refrain from unsafe practices causing air pollution such as:

· Ships emitting black/grey exhaust smoke
· Incineration during port stay
· Using fuel oil not in line with Marpol Annex VI requirements

Any contravention to these requirements may result in the imposition of appropriate sanctions including fines.

In addition, all vessels are reminded to maintain their engines and other equipment in good conditions so as to prevent the possibility of environmental pollution. All vessels are also reminded to ensure their IAPP (International Air Pollution Prevention) certificate is valid in all aspects.

Find more information on the IMO Marpol Annex VI Regulations here.

For further information, members are asked to contact the Association: http://www.skuld.com/styles/gfx/emailimages/614d05700bbecab80cf1236d7bff6441.pnglossprevention@skuld.com

Nikita Lulla
Claims Assistant, Skuld Hong Kong

Christian Ott
Vice President Head of Claims, Skuld Singapore Branch
Loss Prevention and Recurring Claims Team Leader

Potential for shore-side electricity

AcidNews June 2015

Connecting ships at berth to onshore power will provide health and environmental benefits by reducing air pollution, greenhouse gases and noise.

A recent study by Ecofys on behalf of the European Commission’s DG CLIMA has investigated the potential for shore-side electricity (SSE) in Europe, including the barriers to implementation, and provides recommendations on policy action that the Commission could take to accelerate the implementation of SSE in European harbours.

When at berth, ships typically burn fuel oil in their auxiliary engines to generate electrical power for communications, lighting, ventilation and other onboard equipment. Ships may also burn fuel oil in boilers, for instance to  supply hot water and heating and to prevent the heavy fuel oil from solidifying.

This combustion of fuel oil results in emissions of air pollutants, including the main greenhouse gas, carbon dioxide, in the port areas, which are often located in or near cities. SSE is an option for reducing unwanted environmental impacts of ships at berth.

According to the study’s mapping of the health benefits of SSE, ports in the UK, France, Belgium, the Netherlands, Germany, Denmark, Sweden, Italy, Greece and the Mediterranean islands would gain large benefits from NOx reductions.

Concerning SO2, the biggest benefits of SSE are to be found in the Mediterranean area, Ireland and the western part of the UK.

Current SSE projects show that there can be a business case for all parties, says the study. The initial investment for ship owners and in ports is substantial, but can be recouped from lower operating costs.

Furthermore, huge benefits have been documented in terms of reductions in noise and air pollutant emissions.

The study estimates that if all seagoing and inland ships in European harbours in 2020 were to use SSE to cover their energy demand at berth, they would consume 3,543 GWh annually, equivalent to 0.1 per cent of the electricity consumption of Europe as a whole in 2012. In general, the increase in demand is not seen as problematic for the electricity grid, especially considering that expanding the use of SSE is a medium to long-term process.

The study: Potential for Shore Side Electricity in Europe (January 2015). By Ecofys, the Netherlands.

Downloadable from: http://www.ecofys.com/en/publication/potential-for-shore-side-electricity-in-europe/

Efficiency standards for ships too easy to meet

AcidNews June 2015

CE Delft has released a study, commissioned by Brussels-based NGOs Seas at Risk and Transport & Environment, which calculated the Estimated Index Values (EIVs) of new ships built between 2009 and 2014, and concluded that the majority of container and general cargo ships built in recent years already meet the IMO’s Energy Efficiency Design Index (EEDI) standards set for 2020.

Of the ships in the study that were built in 2014, some 34 per cent of container ships and 43 per cent of general cargo ships also met the EEDI target for 2030.

The study confirms that the EEDI targets need substantial revision since the current standards fall short on reflecting best practice or the pace with which improvements in efficiency can be brought about.

The study identified a large variation in the EIV of ships of similar type and size, indicating that large additional fuel savings and associated reductions in CO2 emissions would be possible if all ships were built to the best available designs and technologies.

The EIV improvements have coincided with increases in average design speed and decreases in main engine power for a number of ship categories, which suggests an improvement in hull or propulsion efficiency. The findings also suggest that, if design speeds were kept constant, larger improvements in design efficiency would have been possible.

More information at: http://www.maritime-executive.com/article/whos-right-about-energy-efficiency

New ships less fuel efficient than those built in 1990

AcidNews June 2015

Ships are significantly less energy-efficient today than in 1990, calling for greater steps in regulation and binding energy efficiency standards for the shipping sector.

New ships built in 2013 were on average 10 per cent less fuel-efficient than those built in 1990, according to a new study, “Historical trends in ship design efficiency”, by CE Delft. On average, those earlier ships already beat the so-called “Energy Efficiency Design Index” standard that the International Maritime Organization (IMO) has set for new ships built in 2020.

This first-ever study of the historical trend in the design efficiency of new ships, commissioned by Seas At Risk and Transport & Environment, finds that bulk carriers, tankers, and container ships built in 2013 were on average 12, 8 and 8 per cent less fuel efficient respectively than those built in 1990.

The findings are particularly valuable as they starkly contradict claims that shipping has been constantly improving its environmental performance. They also demonstrate that market forces cannot by themselves lead to more fuel-efficient ships being built and that more regulation is necessary as well as a much stricter Energy Efficiency Design Index standard. It is interesting that at a time when ships were most energy efficient the price of oil was proportionally much cheaper than today (around $25 vs $100 per barrel, in today’s prices).

John Maggs, policy advisor at Seas At Risk and president of the Clean Shipping Coalition, said: “Now we know that we cannot rely on rising fuel prices, other market forces or the good intentions of industry to solve shipping’s climate problem. Instead we need a clear and ambitious target for reducing ship greenhouse gas emissions and legally binding measures to get us there.”

The IMO will review the stringency levels of its Energy Efficiency Design Index (EEDI) – the efficiency standards for new ships – during a meeting of its Marine Environmental Protection Committee (MEPC) in London in May 2015.

Information sources:

CE Delft study: http://www.transportenvironment.org/sites/te/files/publications/CE_Delft_7E50_His-torical_trends_in_ship_design_efficiency_DEF.pdf

Press release from Transport and Environment: http://transenv.eu/1GZM5Qe

Hong Kong pulls plug on on-shore power supply for cruise ships

Ernest Kao ernest.kao@scmp.com

Officials say plan to power cruise ships from land too costly as disappointed green groups insist system would have reduced emissions

Plans for plug-in power at the Kai Tak terminal have been temporarily shelved as it would be a costly system few cruise liners around the world could or would use, environmental authorities say.

The announcement drew disappointment from the city’s green groups who believe building on-shore power recharging facilities can help reduce emissions and ultimately save lives.

But while plugging into electric power on land, rather than recharging from the vessel’s running engines, could “eliminate” ship emissions at berth, the Environmental Protection Department said such facilities would cause the two-berth terminal to be “significantly underutilised”.

Out of the 60 cruise terminals in the Asia Pacific, only five ports were considering on-shore power supply (OPS) in the coming five to 10 years, the department said, in a paper that is to be discussed at the Legislative Council environmental affairs panel next week.

The findings were based on a study by the Electrical and Mechanical Services Department in 2013 on the feasibility of installing on-shore power at Kai Tak.

Installing such a system would take 60 months to prepare, HK$315 million to build and cost up to HK$14 million per year in operating costs, the paper said.

The department also found that only 35 international cruise ships would be equipped with on-shore power systems by the end of this year – about 16 per cent of all international cruise ships. Most of those vessels also plied North American rather than Asian routes, where there was at least seven terminals equipped with plug-in facilities.

“The high cost outlay coupled with low interest of cruise liners in equipping their vessels with OPS, are not conducive to the installation of OPS systems,” the department said.

“The survey findings suggest that setting up OPS is not a priority task among cruise ports in the Asia Pacific region and this will likely remain so in the foreseeable future.”

The report said most cruise ships believe it would be more cost-effective to switch to cleaner fuel at berth. A mandate requiring ocean-going vessels to switch to lower sulphur fuels at berth will come into effect in July.

But Clean Air Network disagreed with the findings saying Hong Kong should have “seized the opportunity” to be a front runner in Asia for OPS.

“The government tends to calculate cost benefits without considering external social costs,” said Clean Air Network chief executive Kwong Sum-yin. “The building of on-shore power facilities is certainly worthwhile in order to protect public health.”

Citing the Hedley Environmental Index, the group calculated that 42 deaths and HK$523 million could be saved a year from harmful cruise ship air pollution.

Friends of the Earth said the decision reflected a “planning mistake” since both location and design had been factored very early on.

Chief Executive Leung Chun-ying had committed the government to develop OPS at Kai Tak in his 2013 policy address.

“The government spends millions in public funds on a consultancy report, but now they say the plan as not feasible in terms of cost-effectiveness,” the group said.

It urged the government to look into developing on-shore power at the Kwai Chung container port instead, which was an even bigger hotbed of shipping emissions.

Source URL (modified on May 28th 2015, 5:55am): http://www.scmp.com/news/hong-kong/health-environment/article/1810888/hong-kong-pulls-plug-shore-power-supply-cruise

Trash-tracking app could help keep Hong Kong waterways clean

Hikers and beachgoers will be able to send photos to database to help clean-up campaigns

A new “trash-reporting app” will reduce plastic pollution in waterways and eventually the sea by harnessing the power of the public to provide information on its location, according to the app’s developer.

Global Alert is billed as an online mapping tool that allows users – particularly hikers and beachgoers – to report, rate and map the locations of rubbish blackspots and alert the community to take swift action.

Its main focus would be on floating plastic trash, which is produced on land but tends to accumulate in rivers, lakes and coastlines, said Douglas Woodring, co-founder and managing director of the Ocean Recovery Alliance conservation group which developed the app.

“Most trash comes via rivers and waterways before ending up in the ocean,” he said. “You can think of a river as a blood vessel and the ocean as the heart. The trash is the cholesterol.”

Users could send real-time data from their smartphones, including photographs, to a central database, he said. The information would allow volunteer beach and shoreline clean-up crews as well as government departments to better decide where to conduct clean-ups or deploy catchment devices, before the trash moved further downstream.

“It will make it easier to locate and catch this trash before it gets into the sea, where it will be harder to clean up,” Woodring said.

The Environmental Protection Department estimates that up to a quarter of marine refuse found in local coastal areas are “plastic pieces”.

While the amount of marine refuse collected from public beaches and in the open sea has been decreasing, rubbish found near the shore and in marine parks or reserves has been going up, according to government statistics.

“If I’m hiking somewhere and I see trash on a remote beach, I can report it … With this app, you can be effective,” he said.

The alliance, a registered Hong Kong charity, developed the app with funding and endorsement from the World Bank’s Global Partnership for Oceans. It is set to be rolled out soon in more than 20 countries.

Source URL (modified on Apr 18th 2015, 1:03am): http://www.scmp.com/news/article/1769045/trash-tracking-app-could-help-keep-hong-kong-waterways-clean

Most Hong Kong marine waste comes from local sources – not mainland China, government says

Less than 5 per cent of Hong Kong’s marine refuse comes from mainland China, according to a government study on shoreline and floating rubbish. However, the amount of mainland refuse may be underestimated because it is based on labels which contain simplified Chinese characters, which are used on the mainland.

“It is not true as some people think that most of the refuse comes from other places,” said Amy Yuen Wai-yin, an assistant director in the Environmental Protection Department who is responsible for water policy. She was speaking at a press briefing on Friday at which a government report on the issue was released.

“Even in the eastern part of Hong Kong [where waste from mainland China is usually washed up], non-domestic refuse only accounts for about 10 per cent of the rubbish.”

Explaining why only waste with simplified Chinese character labels was categorised as non-local refuse, Yuen said there was “no scientific means to assess where the refuse comes from” and that the current classification system was “by far the most technically viable way”.

The study was conducted between April 2013 and March last year by an inter-departmental working group, which was set up after millions of tiny plastic pellets spilled from six containers which fell from a ship during the passage of a typhoon in July 2012.

Even in the eastern part of Hong Kong non-domestic refuse only accounts for about 10 per cent of the rubbish

Government official Amy Yuen

The group collected 15,000 tonnes of marine refuse – 70 per cent floating waste and the rest found along Hong Kong’s 1,100 kilometres of coastline. Excluding natural debris, more than 70 per cent was non-biodegradable plastic and foam.

The report says that more than 80 per cent of marine refuse comes from land-based sources, mainly recreational activities along shorelines.

Asked if a growing number of visitors – many from the mainland – using local beaches was a reason for an increase in shoreline rubbish, Yuen said: “If there are more people, more activities, and that’s a fact for Hong Kong, there will likely be [more] rubbish.”

The Green Council and Hong Kong Cleanup, two of the government’s partner groups in shoreline cleaning efforts, both think the increasing number of tourists frequenting beaches could be leading to more marine refuse.

“We did notice more rubbish with simplified Chinese character labels, but we don’t know if it was brought by tourists or drifted downstream [from the mainland],” Yuen said.

The government said public education remained the best option to reduce waste generation since the city’s 1,100km-long shoreline could not be patrolled all the time. More water fountains are planned for beaches to deter people from buying bottled water, but this is not always possible because not all beaches have a fresh water supply.

Source URL (modified on Apr 17th 2015, 4:10pm): http://www.scmp.com/news/hong-kong/health-environment/article/1768522/most-marine-waste-comes-hong-kong-sources-not

Law on cleaner marine fuel a step forward in fight against air pollution

26 March 2015

Activists tend to remember landmark victories in the fight against air pollution. But most people would be surprised to hear that it is 25 years since the government took a policy decision which, according to researchers, made a difference to air quality overnight. That was to impose a cap on the sulphur content of industrial fuel used in factories. The year was 1990. Ever since, sadly, other pollution sources have undermined air quality. But a similar landmark victory may not be far off, according to a think tank that specialises in environmental issues. Simon Ng Ka-wing, chief research officer at Civic Exchange, says this is likely when it becomes mandatory for ocean-going vessels to use low-sulphur marine diesel fuel when berthing in Hong Kong, under a proposed law that activists hope will take effect as early as July. Although ship emissions account for only 18 per cent of sulphur dioxide in the city’s air, they penetrate residential areas easily.

As with the factories in 1990, Ng expects the policy to have a dramatic effect because sulphur emissions will be cut by almost 80 per cent immediately. This is the kind of boost to its environmental credentials the city needs, given the importance of good air quality in attracting the talented people and tourists so important to its economy. The latest data shows that measures such as phasing out dirty diesel vehicles and buses that fail even outdated European emission standards are having a welcome impact. But average concentrations of pollutants remain too high, especially for ozone.

The ultimate goal of tackling marine diesel emissions in Hong Kong is a recognised clean-fuel emissions control area (ECA) for the Pearl River Delta, like those in North America, the Baltic Sea and the North Sea. That would depend on participation of Guangdong ports and support from Beijing in the International Maritime Organisation. Meanwhile, if a mandatory cap were to have the predicted dramatic effect, it should prompt the government to redouble efforts to upgrade local bus and truck fleets to combat roadside air pollution.

http://www.scmp.com/comment/insight-opinion/article/1747352/law-cleaner-marine-fuel-step-forward-fight-against-air

Links

Clean marine fuel a step forward

Activists tend to remember landmark victories in the fight against air pollution. But most people would be surprised to hear that it is 25 years since the government took a policy decision which, according to researchers, made a difference to air quality overnight. That was to impose a cap on the sulphur content of industrial fuel used in factories. The year was 1990. Ever since, sadly, other pollution sources have undermined air quality. But a similar landmark victory may not be far off, according to a think tank that specialises in environmental issues. Simon Ng Ka-wing, chief research officer at Civic Exchange, says this is likely when it becomes mandatory for ocean-going vessels to use low-sulphur marine diesel fuel when berthing in Hong Kong, under a proposed law that activists hope will take effect as early as July. Although ship emissions account for only 18 per cent (CTA: actually 50% SO2 in 2012 !) of sulphur dioxide in the city’s air, they penetrate residential areas easily.

As with the factories in 1990, Ng expects the policy to have a dramatic effect because sulphur emissions will be cut by almost 80 per cent immediately. This is the kind of boost to its environmental credentials the city needs, given the importance of good air quality in attracting the talented people and tourists so important to its economy. The latest data shows that measures such as phasing out dirty diesel vehicles and buses that fail even outdated European emission standards are having a welcome impact. But average concentrations of pollutants remain too high, especially for ozone.

The ultimate goal of tackling marine diesel emissions in Hong Kong is a recognised clean-fuel emissions control area (ECA) for the Pearl River Delta, like those in North America, the Baltic Sea and the North Sea. That would depend on participation of Guangdong ports and support from Beijing in the International Maritime Organisation. Meanwhile, if a mandatory cap were to have the predicted dramatic effect, it should prompt the government to redouble efforts to upgrade local bus and truck fleets to combat roadside air pollution.

Source URL (modified on Mar 26th 2015, 10:06am): http://www.scmp.com/comment/insight-opinion/article/1747352/law-cleaner-marine-fuel-step-forward-fight-against-air

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