IMO's work in relation to climate change

There is no doubt that shipping is a clean, green, environmentally-friendly and very energy-efficient mode of transport. Overall, it is only a small contributor to the total volume of atmospheric emissions. Nevertheless, significant reductions in harmful emissions from ships and increases in fuel efficiency have been achieved over the past decades through enhancements in the efficiency of engine and propulsion systems and improved hull design. Larger ships and a more rational utilization of individual vessels have also contributed significantly to reducing the amount of energy needed to transport a given unit of cargo.

Carbon emissions and fuel efficiency are directly linked. Less fuel consumption means smaller GHG emissions. Shipowners have always sought to minimize their fuel costs for commercial reasons, as fuel represents a significant proportion of their total voyage costs. Their methods have included using the shortest, safest and, therefore, most environmentally-sound routes between ports; economies of scale (the largest container ships being built now hold approximately 12,000 containers as opposed to 5,000 in 1990), and optimization of hull design, engine technology and propeller design.

In recent decades, improved hydrodynamics in vessel hull design have brought reductions of between two and four per cent in fuel consumption. Improved propulsion systems and, in particular, propeller design have realized similar reductions. Better engine efficiency has resulted in even larger reductions. A new engine with the same power output consumes about 10 per cent less fuel than its predecessor, installed, say ten years ago. Of course, the long operational lifetimes of ships, on average about 25 years, does mean that the emission benefits associated with such new technology take a long time to achieve their full effect.


MARPOL Annex VI - regulations for the prevention of air pollution form ships

Work on the prevention of air pollution from international shipping started in IMO as long ago as the late 1980s. Annex VI to the MARPOL Convention, dealing specifically with that issue, was adopted at a Diplomatic Conference in September 1997. It entered into force on 19 May 2005 and set limits on nitrogen oxide (NOx) and sulphur oxide (SOx) emissions from ship exhausts as well as prohibiting installation and deliberate emissions of ozone-depleting substances.

Only two months after MARPOL Annex VI entered into force the IMO's Marine Environment Protection Committee (MEPC) agreed in July 2005 that it should undergo a general revision in the light of technical development since its adoption eight years earlier and the need to reduce air pollution from all sources, including shipping. The work was set on the agenda for the Sub-Committee on Bulk Liquids and Gases (BLG) and the Sub-Committee has considered the issue at two ordinary sessions and at an intersessional meeting. Very good progress has been made on many important issues but what has caught the eye of the press is the polarized debate on a possible global switch to distillate fuel for all ships.

In response to the large number of different proposals considered by the BLG Sub-Committee, IMO Secretary-General Efthimios E. Mitropoulos announced his intention at the meeting to propose the establishment of a cross government/industry scientific group to evaluate their overall effects. Mr. Mitropoulos will propose, to the forthcoming fifty-sixth session of IMO's Marine Environment Protection Committee (MEPC), scheduled for July, the commissioning of a comprehensive study, with specific terms of reference, to address as many of the issues in hand as possible, so as to enable the Committee to make learned and sound decisions at the appropriate time and to approve and adopt robust standards within the agreed timetable.

He expressed the hope that by adopting an inclusive approach engaging governments, all relevant industry sectors and the scientific community, a clearer understanding of the "big picture" could be gained, enabling proposals for regulatory amendments to be made to the MEPC that would be both workable and capable of achieving the agreed objectives.

IMO's work on reduction of greenhouse gases (GHGs) from ships

Since the adoption of the air pollution regulations in MARPOL Annex VI in 1997, the MEPC has engaged in further discussion on ways to reduce emissions of climate change gases from international shipping, including CO2. An IMO study into GHG emissions from ships was undertaken and, in May 2000, the Organization decided to prohibit the use of perfluoro carbons (PFCs) onboard ships. PFCs have extremely long atmospheric lifetimes (in excess of 5000 years) and possess high global warming potential.

Although no mandatory instrument has yet been adopted by IMO to cover the emission of GHGs from ships, IMO has given ample consideration to the matter, leading to the adoption of Assembly resolution A.963(23) - IMO Policies and Practices related to the Reduction of Greenhouse Gas Emissions from Ships (GHG) in December 2003.

In the first years of the new millennium, the MEPC's work related to the reduction of GHG emissions from ships was focused on the development of a GHG Indexing Scheme for ships. Interim Guidelines for Voluntary Ship CO2 Emission Indexing for Use in Trials were approved at MEPC 55 in July 2005. The objective of the interim Guidelines is to establish a common approach for trials on voluntary CO2 emission indexing, which will enable shipowners to evaluate the performance of their fleet with regard to CO2 emissions. As the amount of CO2 emitted from a ship is directly related to the consumption of bunker fuel oil, CO2 indexing will also provide useful information on a ship's performance with regard to fuel efficiency.

MEPC has now received results from hundreds of trials conducted over several years. A huge volume of CO2 data exists and MEPC is currently considering the development of a central database to make the data accessible for comparison and further studies by Member States and the shipping industry. MEPC has observed that identical ships in seemingly similar trades produce different results; the difference may result from different weather conditions or from operational differences concerning the specific utilization of individual ships involved in the trials; issues such as the length of time spent waiting in port areas, the length of ballast voyages, whether the ship is fully laden or not, can all make a difference.

The most comprehensive assessment to date of the contribution made by international shipping to climate change is contained in the IMO Study on GHG Emissions from Ships published in June 2000 (MEPC 45/8). This study established that ships contributed 1.8 per cent of the world's total CO2 emissions (for 1996) and also states that there is no other mode of transport that has a better record according to the transport work carried out.

Nevertheless, it identified a number of areas in which there was considerable potential for the further reduction of CO2 emissions from ships, such as optimization of hull shape, hull maintenance, propeller design and maintenance, fuel choices, machinery monitoring, ship-routeing considerations including speed reduction, and optimising vessel trim, engine performance, propeller pitch and rudder angles.

The study cautioned, however, that if none of the measures are applied, the projected annual growth in fleet size could lead to an increase in fuel consumption of some 70 per cent between the years 2000 and 2020.

The most recent discussions on GHG within IMO were at MEPC 55, in October 2006, where further follow-up to resolution A.963(23) was considered. MEPC 55 decided to update the IMO GHG Study to give a better foundation for future decisions and to help in the follow-up to resolution A.963(23). MEPC 55 further agreed to revisit the issue of the terms of reference for and the scope of the update of the IMO Study at the next session and invited Member States and observers to submit their input.

MEPC 55 (October 2006) noted that climate change caused by GHG emissions from burning fossil fuel was a steadily growing concern for most countries, and that scientists had found more and more proof that a connection exists. It agreed that the threat from global warming was far too serious to be ignored and the shipping industry, although an already environmentally friendly and fuel efficient mode of transport, must take action. IMO recognized in resolution A.963(23), that the projected adverse effects of climate change and acidification of the world's oceans called for measures to limit or reduce the emissions from international shipping. MEPC 55 adopted a work plan with timetable for IMO's future work on reduction of GHG from ships and agreed that IMO should maintain its leading position, to avoid unilateral action either on a global, regional or national level. MEPC should continue to take the lead in developing GHG strategies and mechanisms for international shipping and co-operate closely with other relevant UN bodies.

The next GHG discussion within IMO will take place at MEPC 56, to be held in July 2007. In accordance with the above mentioned work plan, the main issues during that session will be to consider; methodology for CO2 emission baseline(s) and technical, operational and market-based methods for dealing with GHG emissions and terms of reference for the update of the IMO GHG Study.

IMO continues to work on reducing harmful emissions from shipping, a transport industry vital to world trade and development.

Antarctic - a special areas under MARPOL 73/78

The Antarctic Area is a special area under MARPOL Annex I (prevention of pollution by oil), Annex II (Noxious Liquid Substances) and Annex V ((prevention of pollution by garbage from ships) ). With respect to Annex V, the area covered lies south of latitude 60 degrees south.

This means that discharges of oily wastes and any discharge into the sea of noxious liquid substances or mixtures containing such substances are prohibited.

Under Annex V, the Governments of countries which have ports from which ships depart en route to or arrive from the Antarctic area, undertake to ensure that adequate facilities are provided for the reception of all garbage from all ships, without causing undue delay, and according to the needs of the ships using them.

The flag States are obliged to ensure that all ships entitled to fly their flag, before entering the Antarctic area, have sufficient capacity on board for the retention of all garbage while operating in the area and have concluded arrangements to discharge such garbage at a reception facility after leaving the area.

Ships operating in Arctic ice-covered waters

IMO has approved Guidelines for ships operating in Arctic ice-covered waters issued as MSC/Circ.1056/MEPC/Circ.399 in December 2002.

Ships operating in the Arctic environment are exposed to a number of unique risks. Poor weather conditions and the relative lack of good charts, communication systems and other navigational aids pose challenges for mariners. The remoteness of the areas makes rescue or clean up operations difficult and costly. Cold temperatures may reduce the effectiveness of numerous components of the ship, ranging from deck machinery and emergency equipment to sea suctions. When ice is present, it can impose additional loads on the hull, propulsion system and appendages.

The Guidelines for ships operating in Arctic ice-covered waters are intended to address those additional provisions deemed necessary for consideration beyond existing requirements of the SOLAS Convention, in order to take into account the climatic conditions of Arctic ice-covered waters and to meet appropriate standards of maritime safety and pollution prevention. The Guidelines aim to promote the safety of navigation and to prevent pollution from ship operations in Arctic ice-covered waters, and are currently recommendatory.

Not all ships which enter the Arctic environment will be able to navigate safely in all areas at all times of the year. A system of Polar Classes has therefore been developed to designate different levels of capability. In parallel to the development of the Guidelines, the International Association of Classification Societies (IACS) has developed a set of Unified Requirements which, in addition to general classification society rules, address all essential aspects of construction for ships of Polar Class.

Meanwhile, the Sub-Committee on Ship Design and Equipment (DE), at its 50th session in March 2007, commenced work on developing amendments to the Guidelines for ships operating in Arctic ice-covered waters to make them applicable to ships operating in the Antarctic Treaty Area.

Extension of the Guidelines to ships operating in the Antarctic

The Sub-Committee on ship Design and Equipment (DE), at its 50th session in March 2007, began work on developing amendments to the Guidelines for ships operating in Arctic ice-covered waters to make them applicable to ships operating in the Antarctic Treaty Area.

In addition to the inclusion of provisions relating to operation of ships in the Antarctic region, it was agreed that the Guidelines also needed to be generally updated in order to take into account technical developments since their approval in 2002, especially with regard to damage stability, double bottoms and the carriage of pollutants in spaces adjacent to the outer hull. The update should also consider the particularities of the Southern hemisphere with regard to environmental and port State control issues and should take account of the IACS Unified Requirements for polar ships and the Finnish ice navigation rules.

The Sub-Committee noted the view that special consideration should be given to passenger ships that only visit the Polar regions in summer.

Navigational warning and search and rescue

The Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), in liaison with the International Hydrographic Organization (IHO) and the World Meteorological Organization (WMO), is in the stage of developing new areas in Arctic waters for the expansion of the World Wide Navigational Warning Service to provide navigational, metrological and other (including Search and Rescue) information. This is with regard to the increased use of the Arctic region by all elements of the maritime community; commercial, military, scientific and recreational, and the need for the Arctic Ocean to be respected as the other temperate oceans and navigated with similar concern for the presence of hazards to navigation.

Guide for cold water survival

The Maritime Safety Committee, at its 81st session in May 2006, provided enhanced guidance for passenger ships operating in cold water areas by approving the Guide for cold water survival (MSC.1/Circ.1185).

Heavy grade fuel oil on ships in the Antarctic Sea
At its 54th session from 20-24 March 2006, the MEPC considered a proposal to enhance environmental protection in the Antarctic Sea by introducing a ban on the carriage of heavy grade oil (HGO), as defined in regulation 21 of the revised MARPOL Annex I, as cargo or as fuel.

The MEPC agreed that the proposal should be further considered by the Sub-Committee on Bulk Liquids and Gases (BLG). At the 11th session of BLG (16-20 April 2007) the majority supported the proposal but agreed that there remain important issues that need additional consideration and the Sub-Committee agreed to seek the MEPC's guidance on how to pursue the matter further.”

Source: www.imo.org