In an unusual reversal of roles, a global industry - shipping - is pressing international regulators for tighter controls over its toxic emissions. And Hong Kong owners have been in the vanguard, campaigning for earlier use of cleaner fuels by the world's 60,000 ocean-going merchant ships.
The International Maritime Organisation (IMO) stunned itself and the world in April when its normally fractious members agreed to tighten emission caps by 2020 for sulfur oxides (SOx), nitrogen oxides (NOx) and other pollutants. The revised caps, which the IMO is expected formally to adopt in October, would end shipping's dependence on the dirtiest, cheapest fuel - residual oil, a tar-like refinery waste product.
'We are embarked on a very positive journey in the next 10 years that will see a massive decrease in toxic air emissions from ships,' said Arthur Bowring, managing director of the Hong Kong Shipowners Association (HKSOA), which has 160 members. 'We have set ourselves an obligation. We now have to live up to that and meet that as an industry. If it hadn't been for Hong Kong and Intertanko [the London- and Oslo-based International Association of Independent Tanker Owners] the IMO's revisions would have been minor changes.'
The IMO's intended new cap for sulfur content in fuel is 3.5 per cent (from the present 4.5 per cent) after January 1, 2012, falling steeply to 0.5 per cent from 2020. The limits in specified emission control areas would be 1 per cent in less than two years (from 1.5 per cent now) and fall to 0.1 per cent from 2015.
Thus, in a little over a decade, the world's merchant ships are expected to have switched from the residual oil they have burned for nearly a century to a cleaner distillate, which is closer to truck diesel and jet fuel than it is to refinery waste.
'We dream of clean engine rooms and engineers in clean boiler suits,' said Mr Bowring. 'We can't wait to get to global distillate fuel grade so we can fill up our ships with a consistent quality fuel just like we fill up our cars.' He pointed to present difficulties for ships carrying multiple grades of fuel and aiming to meet different emissions regimes. Switching fuels at sea is a potentially dangerous procedure, with a risk of engines stalling in busy shipping lanes. Failure to use the right fuel could lead to costly sanctions such as ship detention.