ASSIGNMENT C

Extra First Class Course – Part A

NAME: Rohit Seth

ID NO: TMI/EFCE/2017/02

DATE OF SUBMISSION: 18th March 2017

SUBJECT: (A6) Environment Protection and Energy management in Maritime

Industry

FACULTY: Dr. Rajendra Prasad

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Shipping which transports about 90% of global trade is statistically, the least
environmentally damaging mode of transport, when its productive value is taken into
consideration. Moreover, set against land-based industry, shipping is, overall, a
comparatively minor contributor to marine pollution from human activities.

IMO’s original mandate was principally concerned with maritime safety. However, as
the custodian of the 1954 International Convention for the prevention of pollution of
the sea by oil (OILPOL Convention), the Organization, soon after it began
functioning in 1959, assumed responsibility for pollution issues and subsequently
has, over many years, adopted a wide range of measures to prevent and control
pollution caused by ships and to mitigate the effects of any damage that may occur
as a result of maritime operations and accidents.

The issue of controlling air pollution form ships was discussed in the lead up to the
adoption of the 1973 MARPOL Convention. However, it was decided not to include
regulations concerning air pollution at the time.

Meanwhile, air pollution was being discussed in other arenas. The 1972 United
Nations Conference on the Human Environment in Stockholm marked the start of
active international cooperation in combating acidification, or acid rain. Between
1972 and 1977, several studies confirmed the hypothesis that air pollutants could
travel several thousand kilometres before deposition and damage occurred. This
damage includes effects on crops and forests. Most acid rain is caused by airborne
deposits of sulphur dioxides and nitrogen oxides. Coal and oil-burning power plants
are the biggest source of sulphur dioxides while nitrogen oxides come from car,
truck and ship exhausts.

In 1979, a ministerial meeting on the protection of the environment, in Geneva,

resulted in the signing of the Convention on Long-range Transboundary Air Pollution
by 34 governments and the European Community. This was the first international
legally binding instrument to deal with problems of air pollution on a broad regional
basis.

Protocols to this Convention were later signed on reducing sulphur emissions

(1985); controlling emissions of nitrogen oxides (1988); controlling emissions of
volatile organic compounds (1991) and further reducing sulphur emissions (1994).

During the 1980s, concern over air pollution, such as global warming and the
depleting of the ozone layer, continued to grow, and in 1987 the Montreal Protocol
on substances that Deplete the Ozone Layer was signed. The Montreal Protocol is
an international environmental treaty, drawn up under the auspices of the United
Nations, under which nations agreed to cut consumption and production of ozone-
depleting substances including chlorofluorocarbons (CFCs) and halons in order to
protect the ozone layer.

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The Second International Conference on the Protection of the North Sea, held in
November 1987, had issued a declaration in which the ministers of North Sea states
agreed to initiate actions within appropriate bodies, such as IMO, "leading to
improved quality standards of heavy fuels and to actively support this work aimed at
reducing marine and atmospheric pollution".

At the next MEPC session, in March 1989, various countries submitted papers
referring to fuel oil quality and atmospheric pollution, and it was agreed to look at the
prevention of air pollution from ships as well as fuel oil quality as part of the
committee's long-term work programme, starting in March 1990.

In 1990, Norway submitted a number of papers to the MEPC giving an overview on

air pollution from ships. The papers noted that the Sulphur emissions from ships'
exhausts were estimated at 4.5 to 6.5 million tons per year - about 4% of total global
sulphur emissions. Emissions over open seas are spread out and effects moderate,
but on certain routes the emissions create environmental problems, including
English Channel, South China Sea and Strait of Malacca.

Nitrogen oxide emissions from ships were put at around 5 million tons per year -
about 7% of total global emissions. Nitrogen oxide emissions cause or add to
regional problems including acid rain and health problems in local areas such as
harbours.

Emissions of CFCs from the world shipping fleet were estimated at 3,000-6,000 tons
- approximately 1% to 3% of yearly global emissions. Halon emissions from shipping
were put at 300 to 400 tons, or around 10% of world total. A Protocol was adopted in
London in 1990 amending the original protocol and setting the year 2000 as the
target completion date for phasing out of halons and ozone-depleting CFCs. A
second Protocol was adopted in Copenhagen in 1992, introducing accelerated
phase-out dates for controlled substances.

Discussions in the MEPC and drafting work by a working group, led to the adoption
in 1991, of an IMO Assembly Resolution A.719 (17) on Prevention of Air Pollution
from Ships. The Resolution called on the MEPC to prepare a new draft Annex to
MARPOL on prevention of air pollution.

The new draft Annex was developed over the next six years and was finally adopted
at a Conference in September 1997. It was agreed to adopt the new Annex through
adding a Protocol to the MARPOL Convention, which included the new Annex. This
enabled specific entry into force conditions to be set out in the protocol.

The Protocol adopted in 1997 included the new Annex VI of MARPOL, which
entered into force on 19 May 2005.

The regulations for the Prevention of Air Pollution from Ships (Annex VI) seek to
minimize airborne emissions from ships (SOx, NOx, ODS, VOC shipboard

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incineration) and their contribution to local and global air pollution and environmental
problems.

Following entry into force of MARPOL Annex VI on 19 May 2005, the Marine
Environment Protection Committee (MEPC), at its 53rd session (July 2005), agreed
to revise MARPOL Annex VI with the aim of significantly strengthening the emission
limits in light of technological improvements and implementation experience. MEPC
58 (October 2008) adopted the revised MARPOL Annex VI and the associated
NOx Technical Code 2008, which entered into force on 1 July 2010.

Under the revised MARPOL Annex VI, the global sulphur cap will be reduced from
current 3.50% to 0.50%, effective from 1 January 2020, subject to a feasibility
review to be completed no later than 2018.

MEPC 70 (October 2016) considered an assessment of fuel oil availability to inform

the decision to be taken by the Parties to MARPOL Annex VI, and decided that the
fuel oil standard (0.50% sulphur limit) shall become effective on 1 January 2020.

The limits applicable in ECAs for SOx and particulate matter were reduced to
0.10%, from 1 January 2015. These fuel oil sulphur limits are subject to a series of
step changes.

(Reference from Marpol 1973/78 revised edition)

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Reference www.diesel.net

Depending on the outcome of a review, to be concluded by 2018, as to the

availability of the required fuel oil, this date could be deferred to 1 January 2025.
MEPC 70 (October 2016) considered an assessment of fuel oil availability to inform

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the decision to be taken by the Parties to MARPOL Annex VI, and decided that the
fuel oil standard (0.50% m/m) shall become effective on 1 January 2020 (resolution
MEPC.280(70)).

The ECAs established are:

1. Baltic Sea area – as defined in Annex I of MARPOL (SOx only);

2. North Sea area – as defined in Annex V of MARPOL (SOx only);

3. North American area (entered into effect 1 August 2012) – as defined in

Appendix VII of Annex VI of MARPOL (SOx, NOx and PM); and

4. United States Caribbean Sea area (entered into effect 1 January 2014) – as
defined in Appendix VII of Annex VI of MARPOL (SOx, NOx and PM).

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Progressive reductions in NOx emissions from marine diesel engines installed on

ships are also included, with a "Tier II" emission limit for engines installed on a ship
constructed on or after 1 January 2011; and a more stringent "Tier III" emission limit
for engines installed on a ship constructed on or after 1 January 2016 operating
in ECAs (North American Emission Control Area and the U.S. Caribbean Sea
Emission Control Area). Marine diesel engines installed on a ship constructed on or
after 1 January 1990 but prior to 1 January 2000 are required to comply with "Tier I"
emission limits, if an approved method for that engine has been certified by an
Administration.

The revised NOx Technical Code 2008 includes a new chapter based on the agreed
approach for regulation of existing (pre-2000) engines established in MARPOL
Annex VI, provisions for a direct measurement and monitoring method, a
certification procedure for existing engines and test cycles to be applied to Tier II
and Tier III engines.

MEPC 66 (April 2014) adopted amendments to regulation 13 of MARPOL Annex VI

regarding the effective date of NOx Tier III standards.

The amendments provide for the Tier III NOx standards to be applied to a marine
diesel engine that is installed on a ship constructed on or after 1 January 2016 and
which operates in the North American Emission Control Area or the U.S. Caribbean
Sea Emission Control Area that are designated for the control of NOx emissions.

In addition, the Tier III requirements would apply to installed marine diesel engines
when operated in other emission control areas which might be designated in the
future for Tier III NOx control. Tier III would apply to ships constructed on or after the
date of adoption by the Marine Environment Protection Committee of such an
emission control area, or a later date as may be specified in the amendment
designating the NOx Tier III emission control area.

Further, the Tier III requirements do not apply to a marine diesel engine installed on
a ship constructed prior to 1 January 2021 of less than 500 gross tonnage, of 24 m
or over in length, which has been specifically designed and is used solely, for
recreational purposes.

The control of diesel engine NOx emissions is achieved through the survey and
certification requirements leading to the issue of an Engine International Air Pollution
Prevention (EIAPP) Certificate and the subsequent demonstration of in service
compliance in accordance with the requirements of the mandatory, regulations 13.8
and 5.3.2 respectively, NOx Technical Code 2008 (resolution MEPC.177(58) as
amended by resolution MEPC.251.(66)).The NOx control requirements of Annex VI
apply to installed marine diesel engine of over 130 kW output power other than

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those used solely for emergency purposes irrespective of the tonnage of the ship
onto which such engines are installed. Definitions of ‘installed’ and ‘marine diesel
engine’ are given in regulations 2.12 and 2.14 respectively. Different levels (Tiers) of
control apply based on the ship construction date, a term defined in regulations 2.19
and hence 2.2, and within any particular Tier the actual limit value is determined
from the engine’s rated speed:

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Reference www.airclim.org / Marpol 73/78

CFCs have been in widespread use since the 1950s as refrigerants, aerosol
propellants, solvents, foam blowing agents and insulants. In shipping, CFCs are
used to refrigerate ship and container cargo, insulate cargo holds and containers, air
condition crew quarters and occupied areas and refrigerate domestic food storage
compartments. Halons, manufactured from CFCs, are effective fire extinguishers
used in portable fire extinguishers and fixed fire prevention systems.

No CFC or halon containing system or equipment is permitted to be installed on

ships constructed on or after 19 May 2005 and no new installation of the same is
permitted on or after that date on existing ships. Similarly, no HCFC containing
system or equipment is permitted to be installed on ships constructed on or after 1
January 2020 and no new installation of the same is permitted on or after that date
on existing ships.

Existing systems and equipment are permitted to continue in service and may be
recharged as necessary. However, the deliberate discharge of ODS to the
atmosphere is prohibited

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Reference from www.theozonehole.com

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In 2011, IMO adopted mandatory technical and operational energy efficiency

measures which are expected to significantly reduce the amount of CO2 emissions
from international shipping there by reducing global warming. These mandatory
measures (EEDI/SEEMP) entered into force on 1 January 2013.

These guidelines aimed at supporting implementation of the mandatory measures to

increase energy efficiency and reduce GHG emissions from international shipping.
The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and
the Ship Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62
(July 2011) with the adoption of amendments to MARPOL Annex VI (resolution
MEPC.203(62)), by Parties to MARPOL Annex VI. This was the first legally binding
climate change treaty to be adopted since the Kyoto Protocol.
Since 1 January 2013, following an initial two year phase zero, new ship design
needs to meet the reference level for their ship type. The level is to be tightened
incrementally every five years, and so the EEDI is expected to stimulate continued
innovation and technical development of all the components influencing the fuel
efficiency of a ship from its design phase.

The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to
10% and will be tightened every five years to keep pace with technological
developments of new efficiency and reduction measures. Reduction rates have
been established until the period 2025 and onwards when a 30% reduction is
mandated for applicable ship types calculated from a reference line representing the
average efficiency for ships built between 2000 and 2010.

In 2014, MEPC adopted amendments to the EEDI regulations to extend the scope
of EEDI to: LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships; ro-ro
passenger ships and cruise passenger ships having non-conventional propulsion.
These amendments mean that ship types responsible for approximately 85% of
the CO2 emissions from international shipping are incorporated under the
international regulatory regime.

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There has been a steady progress from 1950’s till date in adoption and
implementation of laws at international level to prevent air pollution and thereby
reduce global warming and Ozone depletion.

A systematic reduction in sulphur content of fuel has been extremely effective in

reducing acid rain.

SEEMP and EEDI act as effective tools in increasing the efficiency of shipping and
reducing the GHG emissions.

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Bibliography

1. MARPOL 73/78

2. www.imo.org

3. www.theozonehole.com

4. Wikipedia

In text references

1. The IMO website > marine environment

2. Singapore polytechnic /The Netherlands maritime institute willem barentsz

3. IMO website Nitrogen Oxides (NOx) – Regulation 13

4. The regulation of emissions from ships – Industry self regulation -what it means
for commercial shipping Prepared by John Lean, Director: Steamship Mutual
Underwriting Assurance [Bermuda] Limited

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