10 LMM V I S I O N ISSUE 20 | Q1 2025 SEAFARERS’ INTERVIEW sure continued compliance with emission standards. Lastly, the other challenge will be the accurate record-keeping and documentation, vessel should maintain accurate records and submit reports as required by the regulatory authorities and are very crucial in case there will be inspections or audits. BS: As Captain, my role is to ensure that we switch to lowSulphur fuel well in advance of the ECA boundary, following our approved change-over calculations and procedures. The company or charterer arranges bunkering, but I must review the bunker delivery notes and certificates with the Chief Engineer, also ensure proper monitoring of bunker tank’s segregation and filter condition. Change over for ECA areas requires speed reduction which affects our ETA to port of destination. PG: Prior to entry, the challenges are fuel change over planning and switching from HSFO to LSFO < 0.1 % S, or using exhaust gas cleaning systems (scrubbers), which requires a detailed change over procedure to avoid contamination or fuel compatibility issues. Also, fuel availability and quality, ensuring availability of complaint fuel at the last bunkering port outside the ECA, while there’s risk receiving off spec fuel , which could affect engine performance or compliance. Moreover, updating the fuel oil changeover log or BDN as per MARPOL annex VI requirements and pre-entry documentation checks to ensure all emission related records are up to date, are crucial as well. Not to mention, crew training and awareness, to ensure crew understands the operational procedures for entering ECA. During entry inside the Mediterranean ECA, the challenges differ, from monitoring and maintaining engines on LSFO to monitoring emissions, while there’s a risk of incomplete combustion engine knocking or fuel system issues when using LSFO. Real time monitoring of NOx and SOx and logging operational data to prove compliance to port state control if requested, are also some of the challenges. Upon exit from the Mediterranean ECA, the switchover back to HLSFO should be carefully planned, avoiding contamination or incompatibility with LSFO residue, ensuring the fuel system is purge and cleaned to prevent operational issues when changing back to HLSFO. Of course, records should be properly kept to show duration of operation on compliant fuel. PF: The implementation of the ECA in the Mediterranean presents several challenges before, during, and after entry into the area: ●● Fuel Changeover: Vessels must switch from high-sulphur fuel oil (HSFO) to low-sulphur alternatives (such as MGO or ULSFO) before entering the ECA. This process requires careful planning to avoid operational disruptions and engine performance issues due to fuel incompatibility. ●● Compliance Monitoring: Continuous monitoring and logging of fuel consumption, fuel changeover time, and emissions levels are required. This increases administrative burden and demands strict attention from the crew. ●● Technical Readiness: Engines and auxiliary systems must be capable of operating efficiently with low-sulphur fuels. Improper handling can lead to fuel pump and injector failures. ●● SCR Systems and NOx Control: For NOx compliance, vessels may need Selective Catalytic Reduction (SCR) systems or other emissions control technologies, particularly under Tier III requirements for newer ships. ●● Training and Awareness: The crew must be welltrained and aware of ECA boundaries and regulations to ensure timely compliance. Do you think ECA have contributed to the reduction of emissions? If yes, how? DL: It is commonly agreed that ECAs have contributed to the reduction of ship’s emissions, especially SOx and NOx. Studies have shown that emissions have been reduced on Baltic and US ECAs by 35%-40% during the past years. On the other hand, some vessels may choose longer routes in order to avoid ECA waters and use of less expensive fuels. So, actually, on such cases, the emissions are just shifted to other areas.
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