4. AIR QUALITY
As shown in fig. 5, the contribution on land of SO2 emissions originating from shipping to the annual mean SO2 concentrations is not significant at the level of the modelling gridscales (20 × 20 km and 25 × 25 km).
However, as can be seen in fig. 6 with the example of the port of Antwerp, the study indicates that ship emissions contribute significantly to the annual mean SO2 concentrations in certain major ports.
When compared to the European Union lower guide value for annual mean SO2 concentrations of 40 μg/m3, the results indicate that in the ports of Rotterdam, Europoort, Antwerp and Le Havre there are likely local air quality problems due to ship emissions. In the other low activity quick turnaround ports the contribution of ships to local concentrations of SO2 is relatively low.
5. NORTH SEA SOx EMISSION CONTROL AREA
As mentioned in the introduction, N.W. Europe is suffering from acidification. In order to combat this, the EU has drawn up a very comprehensive Acidification Strategy. Computer modelling data presented by the European Commission, its 15 Member States and Norway to MEPC 44 indicate that in the framework of the overall EU Acidification Strategy, measures taken regarding bunker fuel sulphur emissions would be cost- effective. In the application for the North Sea SECA it is stated that there is a clear case for the declaration of coastal areas of the North Sea (including the Channel) as a SECA, but that for practical reasons and to avoid shifts in traffic patterns within the North Sea area, the delineation of the North Sea SECA should cover the whole of the North Sea and the Channel. This rationale was accepted by MEPC. The area covered by the North Sea SECA is illustrated in fig. 7.
6. CONCLUSION
The availability of 1.50% m/m S max. bunker fuel in North Sea Member State ports is linked to crude production from the North Sea, processed in refineries in the area.
The petroleum industry estimates that approximately 30% of all bunker fuel sold in the North Sea area will be 1.50% S max., once Annex VI (and the North Sea SECA) will enter into force. Having two different fuels available for bunkering will carry a logistical price tag through reduced purchasing, terminal operation, delivery and blending flexibility.
One year after Annex VI enters into force, the waiver for ships entering the North Sea SECA will expire. Ships entering the North Sea, coming from another geographical area, will then have to have 1.50% m/m S max. fuel on board in a segregated bunker fuel tank, and switch over to this fuel before entering the SECA.
The world wide availability of low sulphur bunker fuel is not evident. If in future other large SECAs would be proposed/accepted, the potential for an economically justifiable supply of the required 1.50% S max. bunker fuel will have to be carefully evaluated.
References
[1] Annex VI of Marpol 73/78 "Regulations for the Prevention of Air Pollution from Ships and NOx Technical Code", IMO 1998.
[2] "The Contribution of Sulphur Dioxide Emissions from Ships to Coastal Deposition and Air Quality in the Channel and southern North Sea Area", Concawe report no. 2/94.
[3] "Marine Exhaust Emissions Research Programme", Lloyds Register of Shipping, London, 1995.
[4] Bremnes, P. K., "Exhaust Gas Emission from International Marine Transport." Report No. OR 222955.0001.90. Trondheim: Norwegian Marine Technology Research Institute (MARINTEK) (1990).
ACKNOWLEDGEMENT
The author wishes to thank Concawe for the information on which this report is based, and FAMM (Fuel and Marine Marketing LLC) for their support.
