Marine Log - November 2008 - (Page 4)

Nick Blenkey Senior Editorial Consultant Second Thoughts Clean air from IMO, hot air from CARB W e may be moving away from a situation in which just about every coastal community feels entitled to set its own air quality standards for ships passing through its regional waters. Last month the U.S. finally deposited the documentation that made it the 53rd state to ratify Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL). That put it in place to be part of a new international marine emissions regime that will come into effect as a result of amendments to Annex VI that were unanimously adopted last month by IMO's Marine Environmental Protection Committee. The main changes to MARPOL Annex VI will see a progressive reduction in SOx emissions from ships, with the global sulfur cap reduced initially to 3.50% (from the current 4.50%), effective from January 1, 2012; then progressively to 0.50%, effective from January 1, 2020, subject to a feasibility review to be completed no later than 2018. Limits in Sulfur Emission Control Areas (SECAs) will be reduced to 1.00%, beginning July 1, 2010 (from the current 1.50 %); being further reduced to 0.10%, effective from January 1, 2015. Progressive reductions in nitrogen oxide (NOx) emissions from marine engines were also agreed, with the most stringent controls on Tier III engines, (those installed on ships constructed on or after January 1, 2016) operating in Emission Control Areas. The revised Annex VI allows for an Emission Control Area to be designated for SOx and particulate matter, or NOx, or all three types of emissions from ships. Importantly, the revised Annex VI has been welcomed by groups such as the Environmental Defense Fund (EDF). “Nearly 90% of ships that call on U.S. ports are foreign-flagged ships, so the progress we made at the international level today is especially important to people living in communities near U.S. ports and along our nation’s coastlines,” said Janea Scott, a senior attorney in the Los Angeles office of the EDF. “This newly adopted international regulation will ensure that all ships, both domestic and foreign, are held to the same rigorous emissions standards.” To fully carry out these standards, says EDF, the United States must adopt an Emission Control Area (ECA) delineating protective zones in America’s territorial waters. “The United States should promptly take the necessary steps to delineate and carry out a protective emissions control area,” concluded Scott. EDF says it is estimated that the final ECA standards will achieve reductions from current engine emission levels of 80%, 85%, and 95% for NOx, PM, and SOx, respectively—provided an ECA designation is made for the United States Beyond urging an early implementation of a U.S. ECA, EDF also notes that the Annex VI revisions do not address greenhouse gas emissions that cause global warming pollution. “Now that nations from around the world have collaborated on historic clean air standards to cut dangerous pollution from big ships, we need to work together here at home to carry out this clean air blueprint and restore healthier air for millions of Americans,” added Scott. “We also urge these world leaders to build from this partnership to address the extensive global warming pollution released from these big ships.” Meantime, as a reminder of the current situation, the California Air Resources Board (CARB) last month issued an advisory on its plans to implement a proposed regulation on fuel sulfur and other operational requirements for ocean-going vessels calling in certain California ports. The proposal is basically a reworking of an earlier plan slung out by a federal court. The regulation would apply to ocean-going ships operating within 24 miles of the California coast. The “Phase I” fuel requirement specifies use of marine gas oil up to 1.5% sulfur or marine diesel up to 0.5% sulfur. The Phase I requirement would apply to main engines and auxiliary boilers as of July 1, 2009 and to auxiliary engines (including all dieselelectric engines) as of the effective date of the regulation (30 days after its publication). Even before U.S. ratification of Annex VI it seemed likely that this CARB proposal could withstand a court challenge. Presumably, now that the U.S. is a party to Annex VI, it is on even shakier ground. nblenkey@sbpub.com 4 MARINE LOG NOVEMBER 2008 www.marinelog.com http://www.conradindustries.com http://www.conradindustries.com http://www.marinelog.com

Table of Contents Feed for the Digital Edition of Marine Log - November 2008

Marine Log - November 2008 Contents Editorial Second Thoughts Update Inside Washington Looking Back at 130 Years Generation NeXt What's Ahead? Media Kit 2009 Defying the Naysayers Rampant Piracy Takes Shipping Hostage The Last Chapter of the New Carissa International Workboat Show Preview Newsmakers Tech News Contracts Events Website Directory ML Buyer's Guide ML Marketplace Marine Salvage

Marine Log - November 2008

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