Reducing harmful emissions
Inland shipping champions in making the most efficient use of non-renewable energy and producing very low levels of CO2. An important performance as transport in general is at the bottom of the climate class. The latest generation of ship engines and after treatment equipment can make a leap forward in the reduction of harmful emissions, NOx and fine dust. Unfortunately, clean fuel is not yet commonly available for the inland shipping market.

EC postpones introduction of ultra-low sulphur fuel
The European Commission proposed new fuel standards for road, non-road machinery and inland ships. The new directive finally recognises that inland barges should not run on heavy marine fuels and introduces to bring down the sulphur levels to road fuel equivalent, from 1000ppm to 300ppm from 2010, and to 10ppm only later. Last year, the EU research consortium CREATING however concluded that the very first step leading to cleaner vessels is a fast introduction of 10ppm sulphur fuel.

A missed chance for air quality and CO2 reduction
A rapid introduction of ultra-low sulphur fuel would all ow:
- a switch to new-generation, energy-efficient engines saving between 15-30% CO2;
- the installation of emission reduction devices cutting NOx and PM emissions by 85-95%. 
The Commission’s proposal will probably  delay the introduction of more advanced engines and emission control equipment, precisely the opposite of the directive’s objective. Member States which have adopted dedicated aid schemes to encourage shipowners to replace old engines and to install emission after treatment equipment as part of their strategy to curb air pollution, see their efforts thwarted. Ship operators who already installed new more energy-efficient engines face engine damage and invalid warranties because there is no ultra-low sulphur fuel commonly available on the market.

Unappropriate regulation will harm image and increase costs
Last but not least, the Commission proposes 300ppm fuel only for inland waterways. Road transport and non-road machinery will use 10ppm fuel. The additional costs for producing and supplying a separate type of fuel only for inland waterway transport, will undoubtedly be passed on to the users, while most inland ship engines can run without major complications on 10ppm fuel.

≡ Cleanest ship project
≡ EC proposal on fuel standards
≡ EU regulation in force
≡ INE on ultra low sulphur fuel
≡ Environmental facts & figures
≡ Creating research results