Clear The Air Ships Air Pollution Blog Rotating Header Image

October, 2011:

Shipping news updates

Measures to support cleaner shipping

On 21 September the European Commission adopted a staff working paper entitled Pollutant Emission Reduction From Maritime Transport and The Sustainable Waterborne Transport Toolbox. The document accompanies a legal proposal to revise an EU directive related to the sulphur content of marine fuels that aligns EU law with International Maritime Organization (IMO) requirements.

According to the document, compliance shall be achieved on time while minimising any possible unwanted side effects. Therefore, a number of short-term accompanying measures are being considered to seek solutions for minimising the compliance costs. Among other things it points to existing frameworks such as the TEN-T and the Marco Polo programmes and the European Investment Bank’s policy and instruments in support of sustainable shipping

Moreover, the paper outlines the conditions under which member states may choose to grant investment aids, enabling companies to go beyond existing standards or assisting in the early adaptation ahead of the entry into force of the standards.

The document is available at:

Particle filters on inland ships

The Swiss General Navigation Company of Lake Zürich (ZSG) has now equipped all its 15 motor vessels with particulate filters, capable of removing up to 99 per cent of particulate matter (PM) emissions. Since August 2010, particle filters have been mandatory for all new ships and, wherever feasible and economically viable for the existing fleet. ZSG reports that the material costs for the equipment of its ships amounted to around CHF1.3 million, and that installation takes up to 20 working days per ship.

Source: AECC Newsletter, May-June 2011

Cruise line fined for breaching sulphur rules

A cruise ship operator has been fined EUR 30,000 for contravening European Union rules on the sulphur content of marine fuel. The 88,000 gross tonne Disney Magic was inspected this month while at berth in the Italian port of Naples, and it was found the ship was using a bunker fuel with a sulphur content in excess of an EU regulation that requires ships at berth to use fuel with a sulphur content of no more than 0.10 per cent, unless they are scheduled to be in port for less than two hours. Reports said the ship, owned by the US cruise operator Disney Cruise Line, was immediately ordered to stop burning the fuel. Naples is one of the regular ports of call for the 1998-built, Bahamas-flagged Disney Magic.

Source: Sustainable Shipping News, 22 September 2011

Call for a global shipping fuel tax
A report by Oxfam and WWF shows how it is possible to tackle the huge and growing greenhouse gas emissions from ships and raise billions of dollars to help developing countries tackle climate change, without unfairly hitting developing countries. It argues that a deal to apply a carbon price to international shipping should be at the heart of the agreement at the UN climate change conference in Durban, South Africa, later this year. It would also offer a solution to the deadlock on shipping emissions that has lasted more than a decade.

According to the proposal, applying a carbon price of US$25 per tonne to shipping fuel would help cut emissions while generating US$25 billion per year by 2020. The finance would be used both to compensate developing countries for marginally higher import costs that could result from the carbon price, and to provide more than US$10 billion per year to the Green Climate Fund (GCF).

Out of the Bunker – Time for a fair deal on shipping emissions

Source: WWF/Oxfam press release, 8 September 2011

Energy efficiency standards for new ships
In July, the International Maritime Organization (IMO) adopted an Energy Efficiency Design Index (EEDI) regulation for new ships. The EEDI will require new ships to meet a minimum level of energy efficiency: ships built between 2015 and 2019 will need to improve their efficiency by 10 per cent, rising to 20 per cent between 2020 and 2024 and 30 per cent for ships delivered after 2024. The environmental group Clean Shipping Coalition (CSC) welcomes the decision, but warns that it’s only the first step in what needs to be a far more expansive effort to address shipping’s climate impacts. Shipping accounts for around 3.3 per cent of man-made CO2 emissions worldwide and this figure is expected to rise to 6 per cent in 2020.

Source: Clean Shipping Coalition pressrelease, 15 July 2011

North American ECA has entered into force

Emissions of sulphur oxides (SOx), nitrogen oxides (NOx) and particulate matter (PM) from ships in the North American Emission Control Area (ECA) will be subject to more stringent controls than the limits that apply globally, as a result of the entry into force as from 1 August 2011 of amendments to MARPOL Annex VI of the International Maritime Organization (IMO). This means that there are currently three designated ECAs, the other two being sulphur oxide ECAs: the Baltic Sea area and the North Sea area.

The North American ECA will take effect 12 months after the amendments enter into force, giving the shipping industry one year before it has to comply with the ECA requirements. According to the US Environmental Protection Agency (EPA), the cost of implementing the ECA standards is estimated at US$3.2 billion, while the health-related benefits could be as much as US$110 billion in the US in 2020.

Shift in emission sources

Air pollutant emissions from international shipping continue to rise, while those from land-based sources in Europe keep on slowly shrinking.

Since 1980, total European emissions of sulphur dioxide (SO2) – the most significant acidifying pollutant and an important precursor to health-damaging secondary fine particles (PM2.5) – from land-based emission sources have fallen by more than 80 per cent, from around 53 million tonnes in 1980 to 9.1 million tonnes in 2009.

Emissions of nitrogen oxides (NOx), non-methane volatile organic compounds (VOCs), and ammonia have also gone down, although to a lesser extent. VOCs have more than halved since 1980, while NOx and ammonia emissions have dropped by 35 and 39 per cent, respectively.
Since the late 1990s, emissions of primary fine particles (PM2.5) have been attracting increasing attention, mainly because of their negative impacts on health. However, these emissions are not as well documented as those of other air pollutants, and many countries lack emissions data for the 1990s. Between 2000 and 2009 it is estimated that emissions of PM2.5 from land-based sources have fallen by a quarter, from 2.9 to 2.2 million tonnes.

Emissions from international shipping in European waters show a steady increase. Since 1980, ship emissions of SO2 have gone up from 1.7 to 2.4 million tonnes (a 41 per cent increase), and those of NOx from 2.4 to 3.9 million tonnes (61 per cent).

The data in Table 1 is taken from figures reported by countries themselves to the Convention on Long-range Transboundary Air Pollution, and was compiled by the European Monitoring and Evaluation Programme (EMEP). The Convention’s EMEP keeps track of the ways in which emissions from one country affect the environment in others. The EMEP report also provides an overview of calculations for source-receptor relationships (including transboundary movements between countries), covering acidifying, eutrophying, photo-oxidant, and particle pollution.
For most European countries the biggest share of depositions of sulphur and nitrogen emanate from outside their own territory, and an increasing share of the depositions originate from international shipping.

Table2: European emissions of sulphur dioxide, nitrogen oxides (as NO2), VOCs, ammonia, and PM2.5 (kilotonnes). Data for 2000 and 2009 is from the 2011 EMEP report, while data for 1980 and 1990 is from earlier EMEP reports. Russia in the table refers only to the western parts of the Russian Federation.

For 2009 it was estimated that ship emissions were responsible for ten per cent or more of the total depositions of both sulphur and oxidised nitrogen compounds in more than half of the EU’s 27 member countries (see Table 2).

Table 2: European countries that have the highest proportion of air pollutant depositions of sulphur and oxidised nitrogen.


In some countries, such as Denmark, Sweden, Norway, the Netherlands, Ireland, Portugal and the United Kingdom, ship emissions already make up approximately one fifth or more of total pollutant depositions.

Christer Ågren

The Gothenburg Protocol
The Convention on Long-Range Transboundary Air Pollution (CLRTAP) dates back to 1979 and covers 51 parties in Europe and North America. It is extended by eight protocols that specify emission reduction commitments and identify specific abatement measures to be taken. Cooperation under the convention includes development of policies and strategies to cut emissions of air pollutants through exchanges of information, consultation, research and monitoring.
The Gothenburg Protocol to Abate Acidification, Eutrophication and Ground-level Ozone was signed in 1999 and entered into force in 2005. It sets binding national emission ceilings for 2010 for four pollutants (SO2, NOx, VOCs and NH3), contains emission limit values for a number of specific emission source categories such as large combustion plants and road vehicles, and requires the use of best available techniques.
For more information:

Sulphur emissions from shipping to be slashed

EU ship fuel sulphur standards are to be aligned with international standards, meaning that the global limit should come down to 0.5 per cent in 2020, and the stricter limit applied in sulphur emission control areas is to be further lowered to 0.1 per cent in 2015.

On 15 July the European Commission tabled a proposal for stricter control of harmful sulphur emissions from international shipping. The proposal incorporates global standards that were unanimously agreed three years ago by the International Maritime Organization (IMO) into EU law.

Environment Commissioner Janez Poto?nik said: “This proposal is an important step forward in reducing air emissions from the fast-growing maritime transport sector. It will help resolve the persistent air quality problems that continue to affect millions of Europeans.”

With nearly half of Europe’s population living in areas where EU air quality objectives are still not met, air pollution is one of the main environmental worries facing citizens.

European emissions of sulphur dioxide (SO2) from land-based sources have decreased significantly over the past 20-30 years. Without further action, ship emissions around Europe could exceed the total of EU land-based emissions by 2020, according to current trends (see Fig. 1).

Figure 1: Projected SO2 and NOx emissions for 2020 from EU land-based sources and from international shipping in European sea areas in the absence of additional control measures (kilotonnes).

Ships traditionally use heavy fuel oil with a sulphur content of up to 4.5 per cent for propulsion (although the global average ship fuel sulphur content is around 2.7 per cent), compared with an EU limit of 0.001 per cent for road fuels.

The proposed legislation revises an existing EU directive on the sulphur content of certain liquid fuels and incorporates the 2008 IMO standards into EU law to ensure their proper and harmonised enforcement by all EU member states. It will also improve the effectiveness of the IMO standards as they would be monitored and enforced under the EU regime, which is more effective than the international system.

Under the proposal, the maximum permissible sulphur content of marine fuels used in designated Sulphur Emission Control Areas (SECA), namely the Baltic Sea and the North Sea including the English Channel, will fall from the previous level of 1.5 per cent to 0.1 per cent, as of 1 January 2015. In other sea areas, a sulphur limit of 0.5 per cent will apply as from 1 January 2020, as compared to the previous maximum level of 4.5 per cent (see Fig. 2).

Figure 2: International standards for the maximum allowed sulphur content of marine fuels (per cent).

By extending the stricter 0.1 per cent sulphur standard to passenger ships outside of SECAs from 2020, the proposal goes beyond what is required by the IMO.

As an alternative to using low-sulphur fuels, ships will be allowed to use equivalent technologies such as exhaust gas cleaning systems or alternative fuels such as liquefied natural gas (LNG).

According to the Commission, this equivalence option will significantly lower compliance costs (by 50-88 per cent) and help promote innovative solutions.

The expected cost to the shipping industry of the new standards is between €2.6 billion and 11 billion per year in 2020, but these costs are far outweighed by public health savings of up to €34 billion/year. In addition, there are significant benefits related to environmental improvements, such as reduced acidification damage to ecosystems.

The lower bound of costs is based on ships fitting exhaust cleaning techniques (scrubbers), while the upper bound assumes a fuel switch to lower-sulphur distillates.

According to the Commission’s Impact Assessment, the health benefits associated with full implementation of the IMO’s 2008 standards are at least between €3 and €13 for every €1 spent, and the benefits are even greater for the SECAs, at least between €5 and €25 for every €1 spent.

The results of a public consultation showed that the overwhelming majority of respondents wanted more European sea areas to be designated as SECAs. Green groups want it for the much needed health and environmental benefits, and several industry groups – especially Nordic ones – want it on the grounds that an EU-wide SECA would address intra-sectoral competition issues.

While the Commission concludes that such an extension of the SECA coverage is likely to offer net benefits and address competitiveness concerns, it does not have the competence to propose this to the IMO – any such proposals must come from member states bordering the sea area in question. The same applies to designation of nitrogen oxides (NOx) Emission Control Areas. (There are currently no NOx ECAs in Europe, but the whole coastline around the USA and Canada – out to 200 nautical miles – has been designated as a combined SO2/NOx ECA.)

There have also been calls to introduce ship emissions standards for nitrogen oxides (NOx) and particulate matter (PM) into EU law. The Commission’s response is that this could be considered in the future, and that it will continue to support member states in developing proposals for additional ECAs and emission limit values for submission to the IMO.

Experience with the implementation of existing legislation has shown that there is a need for a stronger monitoring and enforcement regime. In response to this, the proposal includes a more unified reporting and verification procedure, and sampling provisions aligned with international standards.

Fuel quality impacts not only the environment but is also important for ship safety, and the Commission concludes that “ultimately there may be a role for establishing mandatory fuel quality standards for marine fuels placed on the market in the EU”, as this would help guarantee that the fuel actually conforms to the recognised international standards.

Responding to concerns from some industry groups about the expected increase in shipping costs, Transport Commissioner Siim Kallas said: “Transposing into EU law the standards unanimously agreed in the IMO would be a step towards further improving the sustainability of waterborne transport. I am very glad that the proposal includes a variety of short and medium-term accompanying measures to help the sector face this challenge”.

The Commission’s Impact Assessment suggests that the European Commission and member states use and adapt existing public support instruments to assist industry in the transition towards the new standards, especially the SECA limit. This could include financial support to invest in new technologies such as exhaust gas cleaning systems and support wider supply and uptake of LNG as a fuel for ships.

The Commission have made it clear, however, that a delay in the 2015 SECA limit – as has been suggested by some industry groups – is not an option, neither at EU level nor attempting to push for a delay at the IMO.

Air pollutant emissions from ships have been estimated to cause 50,000 premature deaths a year in Europe, as well respiratory illnesses, aggravation of heart disease, and acidification of sensitive ecosystems with subsequent damage to biological diversity.

Not surprisingly, environmental organisations welcome the Commission’s proposal: “With many ships using fuel over 3,500 times dirtier than car fuel we are pleased to finally see EU action on air pollution from ships,” said Bill Hemmings from Transport & Environment.

However, the environmental organisations say that more should be done, and are calling on EU legislators to extend the stricter SECA sulphur standard of 0.1 per cent to all European seas.

With the current proposal this limit will apply only to the North Sea and the Baltic Sea, while ships operating in the Mediterranean (which accounts for more than half of European ship emissions), in the North-eastern Atlantic and in the Black Sea will be exempt from this standard. Moreover, the same strict standard (0.1%) should also apply to all cruise and passenger ships as from 2015.

Nitrogen oxides emissions from ships are also great a concern, say the environmental organisations, but there are still no EU standards or EU measures in place for controlling their release.

Christer Ågren

The Commission proposal can be found at:

Download PDF : AcidNewsAN3-2011

Port of LA begins seawater scrubber testing

3 Oct. 2011

Testing will be conducted on the Horizon Hawk

The Port of Los Angeles along with students from the California State University of Long Beach (CSULB)Horizon Shipping Lines and Rolls Royce Marine, have begun testing a new seawater scrubber system for shipping vessels.

According to reports, the seawater scrubber system will be monitored over the next three years and aims to reduce emissions of shipping vessels by as much as 85% by 2013.

Seawater scrubbers are pollution control devices that use liquid to wash unwanted pollutants from a vessels exhaust stream.

“The main goal for our project is to improve our local air quality,” said Hamid Rahai, professor at CSULB and co-principal investigator overseeing the project.

“The driving force behind this project is that we provide technology that meets the California Air Resources Board requirements. That way we can actually reduce the pollution in the area and at the same time develop a technology.”

California regulations require that ships within 24 nautical miles of land must use low sulphur fuels which are cleaner and more refined than tradition marine fuels.

The Port of LA is testing a variety of technologies to determine which is best suited to reach their goal of reducing air pollution. This will be the second type of technology that the port is testing.

According to reports, the scrubber system has the potential to save millions of dollars in fuel by allowing ships to use lower grade fuel at all times, while still meeting emission requirements.

“One of the major things we’re going to do is sample the discharge water to make sure it meets International Maritime Organization (IMO) requirements,” said Rahai.

“Actually, there’s not that much baseline data available, so this will be a significant step to provide the baseline data in terms of what kind of discharge water we have and how it’s going to impact the ecosystem.”

Rahai added that the next step in the project will be to determine how successful the scrubber system is and what kind of policies will be implemented to require shippers to adapt the technology.

The team has sailed on a 12-hour trip on board the Horizon Hawk and will travel from Los Angeles to Oakland.

Testing will also be carried out on sailings trips to Guam and Shanghai.

Samantha Cacnio, Vancouver News Desk, 3rd October 2011 21:31 GMT

Comments? Email