Clean Arctic Alliance Reacts to Ships Sailing From Asia to Europe Via Arctic Route

Dr. Sian Prior, Lead Advisor for the Clean Arctic Alliance, expressed concern over the use of the Northern Sea Route (NSR) as a regular trade route between Asia and Europe. She warned that increased shipping activity would lead to heightened climate impacts, intensified ocean pollution, and a decline in biodiversity. The Dubai Tower, a Liberian-flagged container vessel, had departed from Teesport and Felixstowe in the UK, and was set to arrive in Hamburg, Germany, after sailing through the NSR from Ningbo, China.

Additionally, PanStar Acro, a South Korean vessel, had arrived in the Dutch port of Rotterdam Waalhaven, having stopped in Felixstowe after traversing the NSR from the Asia-Europe route.

The emissions from burning fossil maritime fuels, such as heavy fuel oil, contribute to 20% of shipping's warming impact, with black carbon being a potent short-lived climate forcer. The deposition of black carbon on sea ice exacerbates the melting of the ice, which plays a critical role in the natural climate cycle. Currently, Arctic sea ice extent is the 12th lowest on record, with the Autumn equinox approaching.

Dr. Prior emphasized that using liquefied natural gas (LNG) as an alternative fuel is not a viable solution due to methane emissions associated with its entire life cycle. Methane is also a potent short-lived climate forcer that contributes to global heating. Apart from methane, other ship pollutants, like oil and wastewater discharges and elevated underwater noise, will deteriorate the overall Arctic ocean health and affect the Indigenous communities who depend on Arctic resources for sustenance.

Dr. Prior advocated for strict adherence to the International Maritime Organization's (IMO) regulations and guidance, which mandate the use of cleaner distillate fuels or alternative fuels with lower black carbon emissions while navigating the Arctic. She pointed out that recent IMO regulations to reduce heavy fuel oil usage in the Arctic and the designation of the Northeast Atlantic Emission Control Area (ECA) were positive steps towards mitigating oil spill risks and emissions of air pollutants (SOx and NOx).

However, these rules would not sufficiently address black carbon emissions, as ships could still use traditional heavy fuel oils beyond the Arctic HFO ban area and in ECAs in combination with scrubbers or ultra-low sulphur fuel oils to comply with sulphur requirements. Black carbon emissions would not be reduced to the same extent as with polar fuels, according to Dr. Prior.

She also highlighted that a proposed polar fuels regulation, co-sponsored by Denmark, Germany, France, and the Solomon Islands, is under consideration at the International Maritime Organization. Dr. Prior urged other Arctic countries to back Denmark's proposal to create a new regulation requiring cleaner maritime fuels to safeguard the Arctic.

The regulation should be implemented within the Arctic Monitoring and Assessment Programme (AMAP) area to maintain a level playing field across the entire Arctic, as black carbon emissions can be transported hundreds to thousands of kilometers in the atmosphere and settle on Arctic snow and ice when emitted further south. A polar fuel standard would directly target ship black carbon emissions and fill a crucial gap in the IMO's existing regulatory framework.