Air Pollution Developments

Ozone Depleting Substances

MEPC41 started its work on a number of issues based on the 1997 Air Pollution Conference Resolutions and considered their tasks in light of the outcome of the Kyoto Conference relative to CO2 and PFCs. MEPC agreed to the following action.

When developing a strategy on CO2 reductions for commercial shipping, it was noted that the requirements should be made applicable to all ships and give due consideration to the inverse relationship that CO2 reductions have with respect to NOX emissions. Further, an assessment of CO2 contributions from the various sectors of industry and from plant life should be undertaken. It was noted that ship engine developments over the last 20 years have reduced, by approximately 20%, the ratio of harmful emissions per ton of transported goods.

The Fire Protection Sub-Committee was tasked to identify areas where it is essential, for safety reasons, to use PFCs as a fire extinguishing agent on board commercial ships and submersibles and fixed and floating offshore platforms. This initiative follows the ban on halon fire extinguishing systems which can no longer be installed on ships built after the entry into force of Annex VI. Under the provisions of SOLAS, installation of halon fire extinguishing systems on board ships after 1 October 1994 have been prohibited.

NOX Technical Code

MEPC, in determining its future work program, took into account the need to develop -- in advance of the entry into force of MARPOL Annex VI and the mandatory NOX Code -- several sets of guidelines addressing the following issues:

• practical procedures for delivering certified bunker fuel samples with the bunker delivery note to ships;

• procedures for monitoring the world wide average sulphur content in marine fuels

• criteria for determining equivalent alternatives for reducing NOx emissions;

• means to monitor, test and certify the effectiveness of exhaust gas cleaning systems which may be used to reduce sulphur oxide emissions for engines using fuel oil with a sulphur content more than 1.5% m/m in SOX Emission Control Areas;

• procedures to provide for uniform onboard monitoring and recording of NOX emissions

With regard to engine certification, a draft Circular was developed and, subject to approval in November, 1998, by MEPC42, reinforces the implicit requirements of Regulation VI/13 by providing a common approach to certify engines which have been tested and found to meet the Code provided the engines Technical File has been completed. Regulation VI/13 implicitly requires engines installed on ships constructed on or after 1 January 2000, or engines which have been replaced or substantially modified (i.e., 10% increase in maximum continuous rating) after 1 January 2000 to meet the requirements of the NOX Code which becomes mandatory on an international basis when Annex VI to MARPOL enters into force. It was recognized that any adjustments made to the engine, which may increase NOX emissions, after it has been installed onboard falls under the responsibility of the ship’s owner once the manufacturer has satisfied the relevant design and performance requirements contained in the Code.