4.1 The Committee noted that the Protocol of 1997 to MARPOL 73/78 which contains MARPOL Annex VI "Regulations for the Prevention of Air Pollution from Ships", as at 26 June 2006, had 36 Parties, representing approximately 70% of the gross tonnage of the worlds merchant shipping, a significant increase both in the number of States and in tonnage since MEPC 54. The Chairman encouraged other Member States to also ratify.

　

4.2 The Committee further noted that due to the fact that the contribution of ship emissions to air quality problems in many parts of the world was growing percentage wise and that it was widely acknowledged that different technological improvements exist that will enable significant improvement over the existing standards found in MARPOL Annex VI, MEPC 53 agreed that MARPOL Annex VI should undergo a general revision and the task was placed on the work programme of the BLG Sub-Committee with the target completion date of 2007.

　

4.3 The Committee also noted that BLG 10 started on the actual revision work and established a Working Group to undertake the technical work and made a very productive start during that session, but as the task was large and complex and in light of the target completion date of 2007, an intersessional meeting was scheduled to be held in Oslo, Norway, from 13 to 17 November 2006.

　

　

4.4 The Committee recalled that the project on monitoring the worldwide average of sulphur content of residual fuel oils since MEPC 45 had been implemented on a trial basis under the leadership and partial funding of the Netherlands and a number of other Member States and that MEPC 52 agreed to approach the Council in order to establish a permanent funding under IMO's regular budget. Council 93 considered the issue and agreed to allocate the necessary funding for the Secretariat to continue the monitoring project after 1 January 2006.

　

4.5 The Committee noted the information provided by the Netherlands in document MEPC 55/4/1 and in particular that almost 90% of the samples had sulphur contents between 1.5 and 4% m/m. Almost 50% was between 2 and 3% m/m. 219 out of 79,592 (0.3%) of the samples were over 4.5% m/m sulphur. It also noted that 5 samples contained more than 5% sulphur compared to 7 samples in 2004.

　

4.6 The Committee also noted that the sulphur content of residual fuel being measured for 2003, 2004 and 2005 now presented the fifth consecutive rolling average. The first rolling average was based on data for 1999, 2000 and 2001 and established the reference value at 2.7% (paragraph 5 of the Guidelines). The three year rolling average for 2003-2005 was 2.7%. The previous three year rolling average for 2002-2004 was 2.67%, so there was a slight increase.

　

4.7 The Committee noted further that the Guidelines stated that, if in any given year the three year rolling average exceeds the reference value by 0.2% (paragraph 6), MEPC shall consider the need for further measures to reduce SOx emissions from ships. This had not happened over 2005 and the Committee agreed that no further measures should be taken at that stage.

　

4.8 The Committee recalled that sulphur monitoring for the year 2006 and onwards would be carried out by the IMO Secretariat and noted the information provided by the Secretariat (MEPC 55/INF.6) on the continuation of the Sulphur Monitoring Programme after 1 January 2006 under IMO's regular budget and that agreements had been signed with oil testing companies.

　

4.9 The Committee noted that this was the last time the Netherlands would present the result of the sulphur monitoring programme and the Committee expressed its gratitude and satisfaction to the Netherlands for the excellent work undertaken during this five year trial period and also expressed its appreciation to the Member States that had contributed financially (Denmark, Finland, Norway, Sweden and the United Kingdom) to the successful trial programme that had provided the Committee with vital information.

　

　

4.10 The Committee recalled that MEPC 53 adopted the Guidelines for Exhaust Gas Cleaning Systems (EGCS), which state that waste streams from such equipment shall not be discharged into enclosed ports unless it can be documented that there is no adverse impact on the ecosystems in such waters.

　

4.11 The Committee noted that MEPC 53 agreed that more specific recommendations and criteria relevant to EGCS-SOx washwater discharges should be developed in the near future and invited Members to submit information in this regard to MEPC 54. MEPC 54 noted that no information was submitted to that session but that several Members gave information about ongoing trials and developments. MEPC 54 therefore agreed to extend the invitation and revisit the issue at this session.

　

4.12 The Committee considered documents MEPC 55/4/5 (United Kingdom) and MEPC 55/4/7 (Finland and Norway) and agreed that it was of importance for both manufacturers of such equipment and to coastal and port States that such guidelines or criteria were adopted. The Committee noted the information provided by the United Kingdom, Finland and Norway that an informal meeting was held where the two proposals on washwater criteria were merged as a joint proposal. The Committee instructed the Working Group on Air Pollution to finalize draft guidelines which would set criteria, if possible, for consideration and adoption at this session.

　

　

4.13 The Committee recalled that MEPC 54 considered a proposal from Germany and Sweden (MEPC 54/4/3) on standardization of onshore power supply connections for ships in ports. MEPC 54 agreed that standardized power supply connections could benefit the industry but that more information and further studies were needed before any decision could be made and instructed the Secretariat to liaise with relevant international and intergovernmental organizations and report back to this session.

　

4.14 In addition to the report from the Secretariat (MEPC 55/4/6) the Committee considered two submissions commenting on the report, MEPC 55/4/13 (Sweden) and MEPC 55/4/10 (IMarEST).

　

4.15 The Committee noted the information that ISO had established a working group on standardization of on-shore power supply for ships at berth and had committed to keep the Committee updated on the progress.

　

4.16 Several Member States pointed out that it was the mandate of IEC and not ISO to produce electrotechnically related standards for ships and that IMO should continue to refer to IEC standards where appropriate.

　

4.17 The Committee noted the information provided by IMarEST that they were participating in the ongoing work within ISO and IEC and would emphasize the technical and safety issues addressed in their document.

　

4.18 The Committee agreed that a global standard would benefit the shipping industry and welcomed the finalization of such a standard. However, the Committee also agreed that there were still technical issues to be solved and that the Committee should wait until the standard was finalized before any decision for inclusion in the revised MARPOL Annex VI should be taken.

　

　

4.19 The Committee, having noted that BLG 10 agreed to eight Unified Interpretations (UIs) concerning implementation of MARPOL Annex VI and the NOx Technical Code and related implementation issues (MEPC 55/10 - Outcome of BLG 10, paragraph 3.15; and BLG 10/19, annex 13), approved the UIs, which are set out in annex 8 and instructed the Secretariat to issue them as MEPC.1/Circ.540.

　

　

4.20 The Committee recalled that MEPC 53, by resolution MEPC.130(53), adopted the Guidelines for on-board exhaust gas-SOx cleaning systems (EGCS-SOx). The purpose of the Guidelines was to specify the requirements for the design, testing, survey and certification of such systems to ensure compliance with the requirements of regulation 14(4)(b) of MARPOL Annex VI. The Guidelines require that each EGCS-SOx unit should be issued with a SECA Compliance Certificate. However, there was no standard form of the Certificate attached to the Guidelines.

　

4.21 After considering document MEPC 55/4/9 (Secretariat) the Committee agreed that, for the purpose of uniform implementation of the Guidelines and to facilitate enforcement and in particular port State control, the Guidelines should be accompanied by a standard certificate form. The Committee instructed the Working Group on Air Pollution to finalize the draft form of SECA Compliance Certificate for its approval.

　

　

4.22 The Committee recalled that Assembly, by resolution A.963(23), adopted "IMO Policies and Practices related to the Reduction of Greenhouse Gas Emissions from Ships" and noted that there were still tasks from that resolution to be undertaken by the Committee.

　

4.23 The Committee noted that climate change caused by greenhouse gas emissions from burning of fossil fuel was a steadily growing concern for most countries, and that scientists had found more and more proof of connections. The threat from global warming was far too serious to be ignored and the shipping industry, although an 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 called for the implementation of measures to limit or reduce the emissions from international shipping which constituted one of the sources of GHG emissions.

　

　

4.24 The Committee recalled that MEPC 54 noted the oral report by the Chairman of the Working Group on Air Pollution, Mr. Bin Okamura (Japan), regarding the progress made which was not covered in its written report to MEPC 54 and that a written report was submitted in the form of a report by the Chairman of the Group to this session (MEPC 55/4). The Committee considered the WG Chairmans report and, in particular, the attached draft work plan with timetable as called for by resolution A.963(23) in paragraph 2(b).

　

4.25 The Committee agreed that it should follow-up all the action items to the Assembly resolution and 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.

　

4.26 The Committee noted that some of the tasks in the work plan were challenging and that success greatly depended on active participation by Member States and observers. The Committee noted that the first major task was to consider methodology for CO2 emission baseline(s) in terms of efficiency. And, further, that the work was of the utmost importance not only to the Organization but also to the entire shipping industry, which needed to improve its image and show the world that it was taking environmental and climatologically challenges seriously. As this work needed expertise from all sectors of the industry, Member States and observers, the Committee invited all concerned to ensure that such expertise was made available in connection with this very important work for the lasting benefit of human and environmental health.

　

4.27 The Committee approved the work plan with timetable set out at annex 9 and invited Member Governments to participate enthusiastically in the work, with a view to identifying and developing the necessary mechanisms needed to achieve limitation or reduction of GHG emissions from ships and instructed the Secretariat to make any necessary editorial changes as appropriate.