WRITTEN QUESTION E-2548/02

by Erik Meijer (GUE/NGL) to the Commission

(12 September 2002)

Subject: Catalytic reduction units and low-sulphur fuels as a means of reducing the large contribution to overland air pollution from maritime shipping

1. What measures with regard both to seagoing vessels registered in EU Member States and to the admission of seriously polluting vessels from other States are being prepared in the European Union in order, pending any effective measures which might be adopted by the International Maritime Organisation (IMO), to cut to a minimum emissions of greenhouse gases from seagoing vessels and to encourage the IMO to adopt effective regulations?

2. Will the requirement for ships in the North Sea and Baltic to use fuel whose sulphur content does not exceed 1,5 % enter into force on 31 December 2002, as scheduled in 1997, or will there be a delay because Annex VI to Marpol has not yet been ratified by 15 flag states representing a total of 50 % of the world merchant shipping tonnage?

3. Is the fuel referred to in question 2 now sufficiently available at all EU ports, or is the situation still as it was found to be at the beginning of 2001 (written question E-0407/01(1)), in that fuel with a sulphur content of 1 % is only produced and available to a limited extent, while it also costs significantly more than fuel with a sulphur content of 3 % and moreover higher transport charges are made for it?

4. Can the Commission indicate for each EU Member State and for the EU as a whole what percentage of the seagoing vessels registered there is equipped with a catalytic reduction unit?

5. To what extent are other Member States following the example of Sweden and encouraging the use of low-sulphur fuel by means of financial incentives? Is the Commission encouraging it? If not, why not?

(1) OJ C 318 E, 13.11.2001, p. 45.

Answer given by Mrs Wallström on behalf of the Commission

(22 October 2002)

The Commission is currently finalising a Community strategy to reduce atmospheric emissions from seagoing ships. This will include a proposal to amend Directive 1999/32/EC(1) to introduce sulphur limits on marine fuels. A consultation exercise was held earlier this year to inform the strategy, and a number of studies for the Commission have also been completed recently. For more details see http://www.europa.eu.int/comm/environment/air/transport.htm

3.

1. With respect to greenhouse gas emissions, the forthcoming Community strategy will reiterate the commitment made in the 6th Environment Action Programme(2): that the Commission will identify and undertake specific actions to reduce greenhouse gas emissions from marine shipping if no such action is agreed within the International Maritime Organization (IMO) by 2003. The Commission is currently working with Member States to develop a coordinated Community position on the issue for negotiation at the IMO. It appears likely that the IMO will adopt a greenhouse gas strategy in 2003.

2. With respect to the International Convention for the Prevention of Pollution by ships (Marpol) Annex VI, the sulphur oxides (SOX) Emission Control Area in the North Sea and the Baltic will not enter into force on 31 December 2002. Annex VI can only enter into force twelve months after it has been ratified by fifteen flag states representing 50 % of world merchant shipping tonnage. To date, seven flag states have ratified representing 26 % of world tonnage. However, the Commission's proposal to amend Directive 1999/32/EC will include, inter alia, provisions seeking effectively to implement the SOX Emission Control Area.

3. With respect to the availability of marine fuel with a sulphur content below 1,5 %, a recent study by Beicip Franlab for the Commission indicates that the average sulphur content of marine heavy fuel oil sold in the Community is 2,5 %. In three Member States the average sulphur content of heavy fuel oil is below 2 %; in two Member States it is above 3,0 %. The same study finds that around 5 million tonnes of 1,5 % sulphur heavy fuel oil could be made available in the Community at relatively low cost.

4. With respect to catalytic reduction units, the Commission does not currently have data on the number of Community-flagged vessels equipped with such technology.

5. Finally, with respect to financial incentives, some Community ports, including Hamburg and Rotterdam, offer a reduction in port dues to ships that use low-sulphur fuel. The Swedish system of differentiated fairway dues has not been adopted in other Member States, probably because most have no existing system of national fairway dues, which they could adapt in this way. As part of the forthcoming Community strategy, the Commission is investigating the feasibility of a range of market-based instruments to complement regulatory measures in order to deliver emissions reductions.

(1) Council Directive 1999/32/EC of 26 April 1999 relating to a reduction in the sulphur content of certain liquid fuels and amending Directive 93/12/EEC, OJ L 121, 11.5.1999.

(2) Decision No 1600/2002/EC of the Parliament and of the Council of 22 July 2002 laying down the Sixth Community Environment Action Programme, OJ L 242, 10.9.2002.