US – Airborne Toxic Control Measure for Auxiliary Diesel Engines Operated on Ocean-Going Vessels At-Berth in a California Port (“At-Berth Regulation”)
California Air Resources Board (CARB) has issued the 2017 Advisory with respect to requirements to be complied with from 1 January 2017 under the Airborne Toxic Control Measure for Auxiliary Diesel Engines Operated on Ocean-Going Vessels At-Berth in a California Port (“At-Berth Regulation”).
Overview of the At-Berth Regulation
CARB approved the At-Berth Regulation in December 2007. The purpose of the At-Berth Regulation is to reduce emissions of diesel particulate matter (PM) and oxides of nitrogen (NOx) from auxiliary engines on vessels while at-berth at California ports[1]. The At-Berth Regulation applies to fleets composed of container vessels, passenger vessels, or refrigerated cargo vessels. Fleets can comply through one of two options: the Reduced Onboard Power Generation Option or the Equivalent Emissions Reduction Option.
Requirements from 1 January 2017
From 1 January 2017 the following criteria have to be satisfied under the At-Berth Regulation:
(i) Fleets complying under the Reduced Onboard Power Generation Option must satisfy the following two criteria from 1 January 2017:
- Visits: At least 70 percent of a fleet’s visits to a port must satisfy the following limit on engine operation: for each visit, the auxiliary engines on the vessel cannot operate for more than three hours during the entire time the vessel is at-berth (e.g., a shore power visit);
- Power Reductions: The fleet’s total onboard auxiliary engine power generation must be reduced by at least 70 percent from the fleet’s baseline power generation.
(ii) Fleets complying under the Equivalent Emissions Reduction Option must reduce NOx and PM by 70 percent or more through use of an CARB-approved technology.
Taking into account that fleets may not be able to satisfy certain provisions in the At-Berth Regulation under certain circumstances, CARB will offer six possible scenarios as shown below, which may apply on a case-by-case basis. Each scenario prescribes necessary documents to be submitted to utilize the scenario, and fleet operators have the burden to provide proof and documentation sufficient to qualify for the scenarios. If CARB is unable to verify a fleet’s claim to utilize one or more scenarios, the fleet’s request to do so will be denied.
Scenario 1. The vessel visiting the port is equipped to receive shore power, but the terminal’s shore power berth is not able to provide shore power.
Scenario 2. A vessel makes a commissioning visit to a terminal, and during the visit, the auxiliary engines operate longer than three hours.
Scenario 3. A vessel uses shore power, but fails to meet the three/five-hour time limit for connecting or disconnecting shore power.
Scenario 4. Vessels are using an approved alternative control technology to comply with the At-Berth Regulation.
Scenario 5. Fleet participates in testing an alternative control technology with an CARB-approved test plan.
Scenario 6. A fleet meets the percent reduction requirements for visits, power, or emissions,averaged on an annual basis.
For further details, please refer to the 2017 Advisory issued by CARB and the Final Regulation Order, which are attached hereto.
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