NOx and SOx control
IMO compromises on NOx D
iscussion and argument over Tier III NOx levels was high on the agenda at the MEPC 66 meeting in late March in London as delegates took positions on the merit of the attempt by Russia at last May’s MEPC 65 to delay the 2016 coming into force date. In the event, a series of compromises were adopted that would appear to have satisfied most of those present. Russia’s objections to the 2016 date for
Tier III to become effective were supported by a number of delegates on the grounds that technologies enabling new vessels to meet the standards were not available. This was the only valid ground for a delay allowed under the Marpol Annex VI regulations and, although it is generally accepted that such technologies do exist, some are of the opinion that their application is uneconomic. Tier III applies only to new vessels operating in ECAs that specifically allow control of NOx emissions beyond the Tier II levels that apply to ships operating anywhere else. As the two European ECAs are limited to SOx emissions, the only ECAs affected are the US/Canada and US Caribbean ECAs. The US in particular was annoyed and hostile to the Russian inspired move at MEPC 65 and sought to overturn it or retain grandfather rights to control NOx emissions. A joint proposal by the Marshall Islands and Norway to allow the North American ECAs to operate as planned from 2016, but for any future ECA to be delayed until 2021, was one of the documents under discussion.
In the event, it was a re-worked wording that was finally accepted, although not without opposition from some countries which felt it was a hasty compromise with potential outcomes not being properly considered. As a consequence, the 1 January 2016 date for the North American and US Caribbean Sea ECAs are confirmed but
for
future NECAs, ships would have to comply with NOx Tier III standards only if they are constructed on or after the date of adoption of the NECA, or a later date as may be specified when designating a new NECA, whichever is later.
Earlier in March, an attempt by the EU to push for the Russian resolution to be derailed by member states acting in unison against it was abandoned after support for the action was not forthcoming. At that time it was said that some
84 I Marine Propulsion I April/May 2014
Superyachts of up to 500gt and over 24m long will not have to comply with the Tier III levels until 2021. Princess Iolanthe is 498gt and 45m long (credit: Mondo Marine)
countries including Germany, Sweden and Denmark were against stalling any IMO-backed NOx Emission Control Area in the Baltic Sea. However, at MEPC 66, Denmark, one of
the countries supporting the compromise motion, believes that the door is now open for some progress. After the decision, Denmark’s minister for the environment, Kirsten Brosbøll, was reported to have said that the outcome could lead to a Baltic NECA being established soon. Under IMO rules such an ECA would require application to be made to MEPC in accordance with the procedures and criteria in Appendix III of Annex VI. Where two or more parties have a common interest in a particular area, the regulations envisage that they should formulate a coordinated proposal, but whether Russia and other Baltic states would play ball remains to be seen. Even though the 2016 date for US waters was confirmed, one type of vessel has been allowed the five-year deferment: yachts up to 500gt in size are not required to comply
with the Tier III levels until 2021 in order to allow the industry time to develop optimised selective catalytic reduction (SCR) systems. Other NOx-related decisions taken at MEPC affecting shipping were adoption of amendments to the NOx Technical Code concerning the use of dual-fuel engines. The MEPC also approved draft amendments to Marpol Annex VI regarding engines solely fuelled by gaseous fuels, to clarify that such engines should also be covered by the Annex VI NOx regulations, with a view to adoption at MEPC 67. An invitation for proposals for further draft amendments to the NOx Technical Code for inclusion of provisions on engines solely fuelled by gaseous fuels, was issued.
The MEPC has set up correspondence groups to consider the methodology for the fuel oil availability model under which the review of the availability of low sulphur fuels for global operations will be carried out. Under existing IMO rules on sulphur emissions, a review must either be completed by 2018 or deferred until 1 January 2025. The sulphur content of fuel oil used on board ships is required to be a maximum of 3.50 per cent falling to 0.50 per cent from 1 January 2020.
MEPC confirmed Tier III limits in the North American ECA from 1 January 2016 (credit:
triplepundit.com)
MEPC provided details about recent developments in the EU, which decided that ships operating in EU waters from 1 January 2020 would be required to use fuel oil on board that met the 0.50 per cent sulphur content standard, regardless of the outcome of the IMO’s fuel oil availability review. The committee suggested that MEPC could consider the pros and cons of conducting an earlier review and begin discussing its scope. MP
www.mpropulsion.com
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108