Unless the industry implements measures that are as efficient as those we have seen in land-based industry, shipping will be the largest single air polluter in ten years’ time. “There is no doubt that this is urgent,” says Jean-Claude Sainlos, Director of the IMO’s Marine Environment Division.
Air pollution is one of the greatest operational environmental challenges facing the maritime industry.
“The maritime industry does indeed take this seriously,” emphasises Jean-Claude Sainlos. “The industry has realised that it is part of the problem and should therefore be part of the solution.” Mr Sainlos is Director of the Marine Environment Division of the International Maritime Organisation (IMO), the specialised UN agency responsible for issuing regulations to improve the safety and security of international shipping and to prevent marine pollution from ships.
“Air pollution has not had the same visual impact as more obvious sources of pollution, such as large oil spills, which have forced politicians and regulators to act,” explains Jean-Claude Sainlos. However, the 1997 Protocol to the International Convention for the Prevention of Pollution from Ships (MARPOL) now contains an Annex VI covering air emissions. This came into force in May last year, but it has not yet been ratified by many countries involved in shipping. The Protocol is currently being revised.
Difficult to implement
Substantial technical developments have taken place in marine diesel engines since the text was developed, so it is acknowledged that significant reductions are achievable. According to Mr Sainlos, such reductions are cost effective for both new and existing engines compared to further land-based reductions.
When Annex VI was developed, this was uncharted waters and several of the regulations have proved difficult to implement. The International Association of Classification Societies (IACS) has proposed more than 70 unified interpretations and a large number of amendments have been proposed by the parties to the Protocol to make it more practical to implement and enforce.
“The emissions limits are very moderate in order to get the Protocol accepted and the Protocol applies to new engines only,” Mr Sainlos says. On this background, the Marine Environment Protection Committee agreed to the now ongoing review of Annex VI.
“Engine manufacturers are willing to cooperate in finding solutions to air pollution problems. In fact, some of the needed technology is already available. With current technology, we’ll be able to reduce NOx emissions by a further 30% by 2015,” says Jean-Claude Sainlos.
Thorough work
When asked why the maritime industry has been regarded as a ‘slow starter’ when it comes to environment protection, Mr Sainlos says he thinks this is related in part to the technical complexity of the problem at hand and in part to the international nature of shipping. One factor is the strong competitive element in shipping which always requires rational and cost-effective solutions. High cost implications are involved in the upgrading of engines, in the development of new technical solutions and in the use of cleaner fuel oils.
“Due to the slow rate of ratification, shipping has not until recently been forced to implement environmental measures to prevent air pollution. Shipping is an environmentally friendly mode of transport and bunker oil is basically a residual product in the refining process. In total, this results in an energy-efficient use of crude oil. However, it entails a major environmental challenge,” says Jean-Claude Sainlos, adding that the challenge lies in some of the fuel’s components, such as sulphur.
Sulphur emission control areas established
In addition to reducing NOx emissions, some national authorities are taking action to further limit emissions of other substances, such as sulphur oxide, and to introduce regulations covering particulate matter and volatile organic compounds in hydrocarbon cargoes. Sulphur Emission Control Areas – SECAs – have already been established in the Baltic and the North Sea. To meet the requirements of a SECA, a ship either has to use low-sulphur fuel or install exhaust gas treatment equipment or exhaust gas scrubbers. The latter is an old land-based technology that is now showing promising results when tested on ships but has yet to fully demonstrate 100% functionality on board ships over time. Trading in SOx quotas is also being discussed for some geographical areas.
Lifecycle thinking
Ship recycling is another environmental challenge to which the IMO has given high priority. Green Passports and inventories of hazardous materials are becoming established concepts in the industry. The IMO has developed a set of recycling guidelines, compliance with which has so far been voluntary. However, last year the IMO Assembly decided that a ship recycling convention was to be prepared. “The preliminary draft of this was drawn up by Norway, and the convention is expected to be adopted in 2008-2009,” says Jean-Claude Sainlos.
Ballast water optimist
A third key area is the transfer of harmful aquatic organisms in ships’ ballast water. The IMO’s International Ballast Water Management Convention was adopted in 2004 but has not yet come into force. This convention is in some ways unique as the regulations are demanding but the technical solutions to meet these regulations have not yet been developed. Problems relating to ballast water have been known for a long time but it is proving difficult to find effective solutions. The fact that the IMO prepared this convention without specific solutions being available puts pressure on the industry and promotes innovation.
“This convention is a major challenge for the industry. Although the necessary technology is not yet in place, several exciting projects are being developed. I’m sure we are about to see major progress in this direction and I’m optimistic,” concludes Jean-Claude Sainlos.