20 months until global sulphur cap comes into effect
IN 1996, unleaded petrol was introduced in South
Africa. Why? Because lead is an extremely dangerous pollutant which has the potential of affecting mental development in children. Cars using leaded petrol also have higher emissions of particulates, so it made sense to introduce alternative measures.
The global shipping trade, on the other hand, has lagged behind in reducing emissions.
In October 2016, the
Marine Environment
Protection Committee of the International Maritime Organisation (IMO) decided to introduce a new global sulphur cap. In terms of the new global cap, it is mandatory for ships to use fuel oil on board with a sulphur content of 0.50% m/m as of January 1, 2020. The current limit of 3.50% has been in effect from January 1, 2012.
The global sulphur cap is being introduced due to environmental and health reasons.
According to Torbjorn Kjus, chief oil analyst at DNB, the shipping industry is one of the world’s biggest sources of sulphur oxide pollution, due to its use of heavy fuel oil.
Studies have shown that approximately 50 000 premature deaths a year result from sulphur emissions, with respiratory issues prevalent in areas near ports and coasts. Through chemical reactions, sulphur oxide and nitrogen oxide is converted into fine particles, sulphate and nitrate aerosols. In addition to the black carbon directly released by ships, these minute particles enter the lungs, pass through tissues and enter the blood. They then trigger inflammations, which can lead to heart and lung failures. Ship emissions may also contain carcinogenic particles.
Executing the new global cap is expected to save 26 000 lives a year in the European Union, and 40 000 lives a year globally from lung cancer and cardiovascular diseases.
The interpretation of “fuel oil used on board” includes its use in main and auxiliary engines and boilers. Exemptions are only provided for in situations involving the safety of the ship or saving life at sea, or if a ship or its equipment is damaged.
How can ships meet lower sulphur emission standards? There seem to be three options:
Using low-sulphur compliant fuel oil, which costs about 50% more than heavy fuel oil. Low-sulphur fuels contribute to a more efficient engine, with fewer operating problems and maintenance costs. Using low-sulphur fuels reduces the emission of other pollutants, such as black carbon.
Using gas as a fuel leads to little or no sulphur oxide emissions. Ship engines can work with liquefied natural gas (LNG), which doesn’t contain sulphur. Gas engines also dramatically reduce other emissions.
Using approved methods such as exhaust gas cleaning systems or “scrubbers” which “clean” the emissions before they are released into the atmosphere. Any equivalent method must be approved by the flag state. These could cut emissions of
SO2 by 99%, and reduce emissions of other polluting particles. Concerns remain over wash-water discharges from open-loop scrubbers, which deposit them in open seas and closed-water areas. This leads to higher ph levels in surrounding waters, causing additional environmental concerns.
Shore-side electricity: can be used while ships are at the port, virtually eliminating ship-sourced emissions.
Alternative energy sources: there are ongoing experiments with wind and solar power, biofuels and fuel cells which could prove useful in the future.
The new legislation will inevitably result in increased costs for shipowners, as they necessarily move away from high sulphur, heavy fuel oil to the more expensive, lower sulphur alternatives or exhaust “scrubbing” systems.
In addition, ships taking on fuel oil for use on board must obtain a bunker delivery note which states the sulphur content of the fuel oil supplied. Samples may also be taken for verification.
Ships must also be issued with an International Air
Pollution Prevention certificate by their flag state. This certificate includes a section stating that the ship uses fuel oil with a sulphur content that does not exceed the applicable limit value – as documented by bunker delivery notes – or that the ship uses an approved equivalent method.
The IMO has not established sanctions for non-compliance with the limits: these are the responsibility of the individual state parties. It is, however, suggested that polluters and defaulters should pay a market-related fair price for the emissions the shipping sector is responsible for.
Govender is a senior associate at Livingstone Leandy Inc.