Latest news with #InternationalMaritimeOrganization
Hamilton Spectator
4 hours ago
- General
- Hamilton Spectator
Ottawa stalls while cruise ships dump toxic wastewater along West Coast
Cruise vessels are leaving billions of litres of wastewater in their wake despite longtime promises of action by the federal government. Most water pollution discharged by ships showcasing the beauty of the coast is pumped out by scrubbers — an exhaust-cleaning system that uses seawater to 'wash' sulphur dioxide, toxic metals and carcinogens from ship fumes, only to flush them into the ocean. The devices are widely used by the cruise industry and act as a loophole for shipping companies to continue burning cheaper, dirty, heavy fuel oils while still complying with the International Maritime Organization's (IMO) 2020 sulfur emissions standards , said Anna Barford, oceans campaigner for Canada. The federal government, which promised to examine the issue of scrubbers in marine conservation areas in early 2023, held a general two-month public consultation on the exhaust systems early this year. The Transport Canada public input process didn't include details about what, if any, scrubber restrictions are being considered, nor any timelines for action. Despite a host of Canadian and international marine conservation groups urging a ban on scrubbers in national waters, there's been no feedback or apparent movement by Ottawa to date, Barford said. While Ottawa drags its feet, the problem is intensifying: There was a 14-fold increase in the total number of ships employing scrubber technology in coastal waters between 2018 and 2022, according to the Canadian government's own data . All ships employing scrubbers — including cruise ships, cargo ships, tankers and more — dumped an estimated 88 million tonnes of acidic wastewater laced with toxic metals along the BC coast in 2022 alone. Among them, cruise ships were the worst offender, pumping out nearly half of scrubber wastewater despite only making up five per cent of the vessels using the systems, Barford noted. All vessels using scrubbers, including container ships and tankers, dumped 26,000 kilograms of different toxic metals in scrubber wastewater along the coast, according to Environment and Climate Change Canada. Nearly a third of that amount was discharged into critical habitat for endangered southern resident killer whales. The constant stream of heavy metals and other pollutants into the marine environment doesn't only imperil the survival of the 73 remaining orcas and the Chinook salmon that rely on them, but has serious implications for human health as well, said Stephanie Hewson, a staff lawyer with West Coast Environmental Law, which called for a ban on scrubbers . In addition to threatening the reproductive health of the whales and impairing shell formation in clams, oysters and crabs, the pollutants can impact marine life across large distances, potentially contaminating food sources like shellfish, she said. 'We're talking about ocean and ecosystem health, but we're also talking about the food we're eating,' Hewson said, adding numerous shipping lanes run near shellfish harvesting areas and aquaculture operations. Scrubbers transform air pollution into water pollution and simply swap one environmental problem for another, instead of simply mandating ships to use cleaner but more costly fuels, she said. 'I think our food sources are more important than fuel cost savings,' Hewson said. Research by the International Council on Clean Transportation for the federal government in 2020 found that in addition to water pollutants, ships using scrubbers emit higher levels of carbon pollution, harmful air particles and black carbon — which pose serious health risks and accelerate climate change by darkening snow and ice, causing it to melt faster, especially in the Arctic. The council has also urged the federal government to immediately stop allowing new scrubbers systems to be installed on vessels transiting national waters. It also called for an immediate ban on scrubber discharges into sensitive waters, such as marine-protected areas, coastal waters, the Arctic and internal waterways, including the Great Lakes. It also suggested Canada phase out all types of scrubber systems in all national waters within three years. The Canadian Shipping Federation declined an interview request by Canada's National Observer but did provide its views to Transport Canada on potential scrubber restrictions. The federation suggested any scrubber regulations should reflect international rules, take into account operational realities, and rather than regulating scrubbers, Canada should offer incentives that spur the development of net-zero fuels and technologies. Canada should continue its international work on scrubbers at the IMO to avoid a 'patchwork' of varying rules at ports and different regions that increases the complexity of shipping operations and the risk of violating scrubber regulations, the federation said. The federation acknowledged there's existing science on the harms of wastewater discharge to marine life and Canada's recent IMO submissions detailing air quality and human health concerns tied to scrubbers . However, some research 'paints a different picture,' the shipping group said, referencing an unspecified Transport Canada port study that suggested scrubber discharge impacts on water quality are minimal. Canada is contemplating scrubber discharge regulations in marine-protected areas, but rerouting vessels to avoid conservation sites may lengthen journeys, increasing carbon and particle pollution elsewhere, the federation said. Fuel-switching mid-journey could also increase safety risks such as engine failure, it said. Barford dismissed the assertion that science is still out on the harms associated with scrubber wastewater, noting there is plenty of peer-reviewed research on the subject. Hewson agreed, noting concern based on science is widespread worldwide . The ports of Vancouver and Prince Rupert have prohibited scrubber discharges and the Union of BC Municipalities (UBCM) unanimously supported a ban on scrubber discharge and the use of cleaner fuels by vessels in 2022. California has already enacted cleaner fuel rules and a ban on scrubber discharge in coastal waters, while Denmark, Sweden and Finland launched a phased ban this month that will see all scrubber systems eliminated by 2029. More than a dozen European nations have pledged to do the same in the Northeast Atlantic starting next year. The international rules set by the IMO should be considered the basement, not the ceiling, for scrubber rules, said Barford, who added that no international law prevents countries from protecting sensitive waters in their national jurisdiction. She also disputed that regulations would be unduly harmful to business. 'Most of the vessels operating around the world have already switched to cleaner fuels and are seemingly doing business just fine,' she said. If the cruise industry and global shipping sector are looking to avoid the complexity associated with meeting varying scrubber bans, they could make the switch to cleaner fuels overnight, she said. 'Using scrubbers adds complexity,' Barford said. 'If simplicity is their goal, the easiest thing is just to put cleaner fuel in their tank.' Canada's statistics on scrubber discharge were only released after filed a complaint to the Commission for Environmental Cooperation (CEC), an international forum where Canada, the US and Mexico address shared environmental concerns. The CEC secretariat has now recommended its council take the next step and establish a 'factual record' — an investigation into how Canada is enforcing pollution regulations under the federal Fisheries Act related to scrubber wastewater. The CEC complaint is in a holding pattern until the commission's council decides its next step, but now the federal government has 'no plausible deniability' about the harm scrubber waste water poses to ocean health and marine life, Barford said. 'We're thrilled with how the CEC process has gone so far,' she said. 'Canada's reply provides unequivocal evidence that they know that there's a problem, and it's impacting southern resident killer whales.' A summary of the public input on scrubbers will be released later this summer, and extensive consultations with the maritime industry, Indigenous groups and port authorities will begin in the fall, said Transport Canada in an email. The ministry didn't answer questions about when it would roll out scrubber rules for marine conservation areas. It also didn't clarify if it's considering any other regulations to protect coastal communities, important marine resources, or sensitive nearshore waters. Transport Canada Minister Chrystia Freeland declined an interview request with Canada's National Observer. Rochelle Baker / Local Journalism Initiative / Canada's National Observer Error! Sorry, there was an error processing your request. There was a problem with the recaptcha. Please try again. You may unsubscribe at any time. By signing up, you agree to our terms of use and privacy policy . This site is protected by reCAPTCHA and the Google privacy policy and terms of service apply. 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New Straits Times
3 days ago
- Business
- New Straits Times
Decarbonisation and digitalisation will redefine the nation's maritime industry
LETTERS: The Malaysia Maritime Week 2025 concluded successfully last week, marking a pivotal achievement in promoting national maritime agendas, encompassing sustainability, digital innovation and gender inclusivity within the industry. Currently, the maritime industry is experiencing a significant transformation, notably due to rising technology and growing demands for sustainability. The transformation necessitates that every industry player adapts, since it is no longer merely a matter of sustaining momentum, but rather of boosting performance. Currently, the Malaysian maritime industry is at a critical juncture, where two cutting-edge forces, decarbonisation and digitalisation are redefining the national maritime landscape. As global converge towards a more green and smart future, a critical debate persists, which should come first, decarbonisation or digitalisation? Decarbonisation denotes the reduction of greenhouse gas emissions, especially carbon dioxide, originating from maritime operations. This directly addresses the International Maritime Organization's (IMO) aim to attain net-zero emissions in maritime industry by or approximately 2050. On the other hand, digitalisation entails the implementation of digital technologies, including Artificial Intelligence (AI), Internet of Things (IoT), blockchain and big data to improve operational efficiency, safety, and transparency within the maritime operations. Although both elements are vital to the industry's future, their prioritisation for implementation is frequently contested due to economic and regulatory challenges. Many assert that prioritising decarbonisation is crucial given the urgency of the climate agenda. Shipping activities account for around three per cent of global greenhouse gas emissions, and without immediate action, this percentage may increase significantly as global trade expands. Moreover, regulatory pressure is mounting. The IMO has implemented a set of compulsory measures, including the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII), compelling shipowners to utilize alternative fuels such as LNG, hydrogen, ammonia and methanol, retrofit vessels and so on. In this perspective, digitalization is auxiliary but not primary. Digitalisation is seen as the catalyst for decarbonisation. It serves merely as an instrument for quantifying and regulating emissions, rather than being the fundamental element of emission reduction. Digital technology can mitigate carbon emissions by enhancing energy efficiency and fostering green technology innovation. Viewing decarbonisation and digitisation as competing targets presents a misleading distinction. The maritime industry could benefit more from a simultaneous approach, driven by strategic phasing instead of favouring one option over another. In short, it needs the mutual dependency between digitisation and decarbonisation and all stakeholders i.e. governments, port authorities, and shipping companies must collaborate to expedite low-carbon solutions by enhancing technological capacity. By doing so, the industry can remain competitive, resilient, and sustainable amid ongoing global uncertainty. DR IZYAN MUNIRAH MOHD ZAIDEEN Senior lecturer Faculty of Maritime Studies
National Observer
6 days ago
- General
- National Observer
Ottawa stalls while cruise ships dump toxic wastewater along West Coast
Cruise vessels are leaving billions of litres of wastewater in their wake despite longtime promises of action by the federal government. Most water pollution discharged by ships showcasing the beauty of the coast is pumped out by scrubbers — an exhaust-cleaning system that uses seawater to 'wash' sulphur dioxide, toxic metals and carcinogens from ship fumes, only to flush them into the ocean. The devices are widely used by the cruise industry and act as a loophole for shipping companies to continue burning cheaper, dirty, heavy fuel oils while still complying with the International Maritime Organization's (IMO) 2020 sulfur emissions standards, said Anna Barford, oceans campaigner for Canada. The federal government, which promised to examine the issue of scrubbers in marine conservation areas in early 2023, held a general two-month public consultation on the exhaust systems early this year. The Transport Canada public input process didn't include details about what, if any, scrubber restrictions are being considered, nor any timelines for action. Despite a host of Canadian and international marine conservation groups urging a ban on scrubbers in national waters, there's been no feedback or apparent movement by Ottawa to date, Barford said. While Ottawa drags its feet, the problem is intensifying: There was a 14-fold increase in the total number of ships employing scrubber technology in coastal waters between 2018 and 2022, according to the Canadian government's own data. All ships employing scrubbers — including cruise ships, cargo ships, tankers and more — dumped an estimated 88 million tonnes of acidic wastewater laced with toxic metals along the BC coast in 2022 alone. Among them, cruise ships were the worst offender, pumping out nearly half of scrubber wastewater despite only making up five per cent of the vessels using the systems, Barford noted. While the cruise sector on Canada's west coast continues to swell, federal delays on scrubber regulations are putting endangered orcas — as well as ocean and human health — at risk. 'Our food sources are more important than fuel cost savings' All vessels using scrubbers, including container ships and tankers, dumped 26,000 kilograms of different toxic metals in scrubber wastewater along the coast, according to Environment and Climate Change Canada. Nearly a third of that amount was discharged into critical habitat for endangered southern resident killer whales. The constant stream of heavy metals and other pollutants into the marine environment doesn't only imperil the survival of the 73 remaining orcas and the Chinook salmon that rely on them, but has serious implications for human health as well, said Stephanie Hewson, a staff lawyer with West Coast Environmental Law, which called for a ban on scrubbers. In addition to threatening the reproductive health of the whales and impairing shell formation in clams, oysters and crabs, the pollutants can impact marine life across large distances, potentially contaminating food sources like shellfish, she said. 'We're talking about ocean and ecosystem health, but we're also talking about the food we're eating,' Hewson said, adding numerous shipping lanes run near shellfish harvesting areas and aquaculture operations. Scrubbers transform air pollution into water pollution and simply swap one environmental problem for another, instead of simply mandating ships to use cleaner but more costly fuels, she said. 'I think our food sources are more important than fuel cost savings,' Hewson said. Shipping sector wants international consistency Research by the International Council on Clean Transportation for the federal government in 2020 found that in addition to water pollutants, ships using scrubbers emit higher levels of carbon pollution, harmful air particles and black carbon — which pose serious health risks and accelerate climate change by darkening snow and ice, causing it to melt faster, especially in the Arctic. The council has also urged the federal government to immediately stop allowing new scrubbers systems to be installed on vessels transiting national waters. It also called for an immediate ban on scrubber discharges into sensitive waters, such as marine-protected areas, coastal waters, the Arctic and internal waterways, including the Great Lakes. It also suggested Canada phase out all types of scrubber systems in all national waters within three years. The Canadian Shipping Federation declined an interview request by Canada's National Observer but did provide its views to Transport Canada on potential scrubber restrictions. The federation suggested any scrubber regulations should reflect international rules, take into account operational realities, and rather than regulating scrubbers, Canada should offer incentives that spur the development of net-zero fuels and technologies. Canada should continue its international work on scrubbers at the IMO to avoid a 'patchwork' of varying rules at ports and different regions that increases the complexity of shipping operations and the risk of violating scrubber regulations, the federation said. The federation acknowledged there's existing science on the harms of wastewater discharge to marine life and Canada's recent IMO submissions detailing air quality and human health concerns tied to scrubbers. However, some research 'paints a different picture," the shipping group said, referencing an unspecified Transport Canada port study that suggested scrubber discharge impacts on water quality are minimal. Canada is contemplating scrubber discharge regulations in marine-protected areas, but rerouting vessels to avoid conservation sites may lengthen journeys, increasing carbon and particle pollution elsewhere, the federation said. Fuel-switching mid-journey could also increase safety risks such as engine failure, it said. Global concerns over ocean pollution Barford dismissed the assertion that science is still out on the harms associated with scrubber wastewater, noting there is plenty of peer-reviewed research on the subject. Hewson agreed, noting concern based on science is widespread worldwide. The ports of Vancouver and Prince George have prohibited scrubber discharges and the Union of BC Municipalities (UBCM) unanimously supported a ban on scrubber discharge and the use of cleaner fuels by vessels in 2022. California has already enacted cleaner fuel rules and a ban on scrubber discharge in coastal waters, while Denmark, Sweden and Finland launched a phased ban this month that will see all scrubber systems eliminated by 2029. More than a dozen European nations have pledged to do the same in the Northeast Atlantic starting next year. The international rules set by the IMO should be considered the basement, not the ceiling, for scrubber rules, said Barford, who added that no international law prevents countries from protecting sensitive waters in their national jurisdiction. She also disputed that regulations would be unduly harmful to business. 'Most of the vessels operating around the world have already switched to cleaner fuels and are seemingly doing business just fine,' she said. If the cruise industry and global shipping sector are looking to avoid the complexity associated with meeting varying scrubber bans, they could make the switch to cleaner fuels overnight, she said. 'Using scrubbers adds complexity,' Barford said. 'If simplicity is their goal, the easiest thing is just to put cleaner fuel in their tank.' Canada's statistics on scrubber discharge were only released after filed a complaint to the Commission for Environmental Cooperation (CEC), an international forum where Canada, the US and Mexico address shared environmental concerns. The CEC secretariat has now recommended its council take the next step and establish a 'factual record' — an investigation into how Canada is enforcing pollution regulations under the federal Fisheries Act related to scrubber wastewater. The CEC complaint is in a holding pattern until the commission's council decides its next step, but now the federal government has 'no plausible deniability' about the harm scrubber waste water poses to ocean health and marine life, Barford said. 'We're thrilled with how the CEC process has gone so far,' she said. 'Canada's reply provides unequivocal evidence that they know that there's a problem, and it's impacting southern resident killer whales.' A summary of the public input on scrubbers will be released later this summer, and extensive consultations with the maritime industry, Indigenous groups and port authorities will begin in the fall, said Transport Canada in an email. The ministry didn't answer questions about when it would roll out scrubber rules for marine conservation areas. It also didn't clarify if it's considering any other regulations to protect coastal communities, important marine resources, or sensitive nearshore waters. Canada's National Observer.
Yahoo
6 days ago
- Business
- Yahoo
ClassNK introduces fleet cost simulation service on decarbonisation
Japanese ship classification society ClassNK has introduced a new service named ClassNK Fleet Cost Simulation, as part of its initiative to assist the maritime sector in transitioning to decarbonised fuels. This service aims to provide clients with cost estimations related to greenhouse gas (GHG) emission reduction regulations, including the International Maritime Organization's (IMO) mid-term measures, the EU Emissions Trading System (EU-ETS), and FuelEU Maritime. It is intended to streamline the workload associated with cost estimation and documentation, allowing clients to access reliable cost data for their business planning needs. The service features the ClassNK Fleet Cost Calculator, a tool designed to project future cost variations resulting from fuel conversion. Available in Excel format, the ClassNK Fleet Cost Calculator addresses three key environmental regulations: IMO GHG Fuel Intensity (GFI), EU-ETS, and FuelEU Maritime. The tool is designed for flexibility, enabling users to customise various assumptions, including ship prices, fuel prices, vessel replacement timing, fuel efficiency improvements, and GHG emission factors. The simulation service also includes a Cost Estimation Report that presents a comprehensive overview of the total cost outlook for an entire fleet, utilising graphs and tables to convey the information effectively. The Cost Estimation Report, provided in PowerPoint format, summarises cost projections up to 2050 based on actual fuel consumption data. This report incorporates various cost factors impacting business operations, such as shipbuilding, fuel, and regulatory compliance, and is formatted for immediate use in internal presentations and management reporting. An advanced version of the report is also available upon request, which simulates and analyses the timing and effects of fuel conversion for cost optimisation. ClassNK has committed to further supporting clients in their decarbonisation efforts through ongoing enhancements to the ClassNK Transition Support Service. Updates to the service are planned to be implemented before the IMO GFI (Greenhouse Gas Fuel Intensity), coming into effect on 31 December 2027. In April this year, ClassNK granted approval in principle (AiP) for a retrofitted Kamsarmax bulk carrier's design, transitioning from conventional fuel to a methanol dual-fuel configuration. "ClassNK introduces fleet cost simulation service on decarbonisation" was originally created and published by Ship Technology, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Sign in to access your portfolio
Arabian Post
14-07-2025
- Business
- Arabian Post
China Debuts World's First Adjustable‑Sails Oil Tanker
China has introduced the world's first oil tanker equipped with adjustable sails, marking a notable step in maritime decarbonisation. The 250‑metre vessel features automated sails that harness wind power, cutting diesel use by up to 14.5 tonnes per day—equivalent to around 5,000 tonnes of CO₂ emissions annually. The ship was launched at a major Chinese port on 13 July 2025. Naval engineers report that the sails adjust in real time to wind conditions, seamlessly integrating with traditional propulsion systems. Under favourable conditions, the sails alone can provide up to 10% of the vessel's forward thrust, reducing reliance on fossil fuels and trimming operational costs. Industry experts describe this as a breakthrough. Dr Li Wei, a maritime technology specialist at a prominent Chinese university, observed that 'this marks the first large‑scale application of intelligent sail technology in an oil tanker' and said that the design 'could serve as a blueprint for future green tankers'. While alternative zero‑carbon fuels remain the focus of long‑term strategies, sail augmentation presents a practical interim solution. ADVERTISEMENT The initiative aligns with global regulatory pressures. The International Maritime Organization has committed to halving greenhouse‑gas emissions from shipping by 2050. Flettner‑style rotor sails—used on vessels like the Viking Grace ferry—have shown up to 20% fuel savings on optimal routes. China's innovation refines that concept by adding adjustable sail arrays tailored for large oil carriers, suggesting broader applicability. Major energy and shipping firms are reportedly evaluating roll‑outs. A senior executive at a state‑affiliated shipping group noted plans to retrofit a fleet of oil and chemical tankers with adjustable sails by 2027, contingent on performance data. Initial trials aim to quantify actual fuel savings, spreadsheeting data on fuel burn, wind usage hours, and analytics from the ship's sail‑control system. Yet questions remain. Retrofit costs, structural modifications, and maintenance demand rigorous cost‑benefit analysis. Port infrastructure adaptation—such as clearance for sails and crew training—must also be addressed. Critics argue that, while useful, sail technology cannot fully eliminate emissions without complementary measures like low‑carbon fuels and electrification. Nevertheless, China's venture may shift the conversation. Shipbuilders in Europe, Japan and South Korea are racing to develop hydrogen‑ or ammonia‑powered vessels. China's move showcases an alternative decarbonisation route by optimising existing diesel‑powered fleets. Multi‑source interviews show growing interest from global charterers, some of whom are signalling willingness to pay premium freight rates for lower‑emission vessels. Maritime insurers are recalibrating risk models, acknowledging that adjustable sails could affect stability and route safety. The new tanker reportedly features advanced ballast‑control systems to compensate for wind forces and automated cut‑out mechanisms during storms. Trade analysts say China's state‑backed strategy gives it leverage in global standards talks. Should pilot data validate the 14.5‑tonne daily fuel savings estimate, Chinese shipyards could license or export the design. Such a trend could trigger wider international adoption, pressuring other nations to follow suit. Shipowners are watching. A European tanker operator, examining images and footage, expressed interest but noted the need for 'transparent data on lifecycle emission reductions and economic viability over 20‑year vessel lifetimes.' Current trials will last six months to a year, tracking metrics like fuel consumption, sail uptime, and maintenance costs. A detailed performance report is expected by mid‑2026, after which retrofit plans may accelerate.
