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Mar 3, 2016
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Lockton Edge

DNK confirms Iran cover and issues useful guidance

The European Union’s Emissions Trading System (EU ETS) was extended to cover emissions from shipping as of 1st January 2024.

The EU ETS is limited by a 'cap' on the number of emission allowances. Within the cap, companies receive or buy emission allowances, which they can trade as needed. The cap decreases every year, ensuring that total emissions fall.

Each allowance gives the holder the right to emit:

  • One tonne of carbon dioxide (CO2), or;
  • The equivalent amount of other powerful greenhouse gases, nitrous oxide (N2O) and perfluorocarbons (PFCs).
  • The price of one ton of CO2 allowance under the EU ETS has fluctuated between EUR 60 and almost EUR 100 in the past two years. The total cost of emissions will vary based on the cost of the allowance at the time of purchase, the vessel’s emissions profile and the total volume of voyages performed within the EU ETS area. The below is for illustration purposes:
  • ~A 30.000 GT passenger ship has total emissions of 20.000 tonnes in a reporting year, of which 9.000 are within the EU, 7.000 at berth within the EU and 4.000 are between the EU and an outside port. The average price of the allowance is EUR 75 per tonne. The total cost would be as follows:
  • ~~9.000 * EUR 75 = EUR 675.000
  • ~~7.000 * EUR 75 = EUR 525.000
  • ~~4.000 * EUR 75 * 50% = EUR 150.000
  • ~~Total = EUR 1.350.000 (of which 40% is payable in 2024)
  • For 2024, a 60% rebate is admitted to the vessels involved. However, this is reduced to 30% in 2025, before payment is due for 100% with effect from 2026.
  • Emissions reporting is done for each individual ship, where the ship submits their data to a verifier (such as a class society) which in turns allows the shipowner to issue a verified company emissions report. This report is then submitted to the administering authority, and it is this data that informs what emission allowances need to be surrendered to the authority.
  • The sanctions for non- compliance are severe, and in the case of a ship that has failed to comply with the monitoring and reporting obligations for two or more consecutive reporting periods, and where other enforcement measures have failed to ensure compliance, the competent authority of an EEA port of entry may issue an expulsion order. Where such a ship flies the flag of an EEA country and enters or is found in one of its ports, the country concerned will, after giving the opportunity to the company concerned to submit its observations, detain the ship until the company fulfils its monitoring and reporting obligations.
  • Per the EU’s Implementing Regulation, it is the Shipowner who remains ultimately responsible for complying with the EU ETS system.

There are a number of great resources on the regulatory and practical aspects of the system – none better than the EU’s own:

https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A02003L0087-20230605

https://climate.ec.europa.eu/eu-action/transport/reducing-emissions-shipping-sector_en

https://climate.ec.europa.eu/eu-action/eu-emissions-trading-system-eu-ets/what-eu-ets_en

Cover provided subject to a requirement for members to perform a due diligence/screening processPlease bear in mind that Iran is a conditional trading area, and all calls to Iran should be reported to DNK in advance.DNK also requires a confirmation that a due diligence/sanction screening process has been undertaken by Members and that the results of that process can (if necessary) be provided to DNK on request.There are a number of sanctions and trade restrictions still in force and even though the number of persons on the EU and US SDN lists has reduced, a large number are still listed. They include banks such as Ansar Bank and bank Saderat Iran, as well as IRGC-linked entities such as Tidewater Middle East Co.Although the following enumeration is not complete, it will give you an idea of prohibited transactions, in which cases cover will ordinarily not be available.– Transactions involving persons remaining on the EU and/or U.S. Specially Designated and Blocked Nationals (SDN) lists;– Transactions involving dual use items (goods, software and technology that can be used for both civilian and military applications and/or that can contribute to the proliferation of Weapons of Mass Destruction) and/or other items which are restricted (such as certain software and metals);– Transactions involving weapons and military goods;– Transactions with a US “nexus” including:– Payments in US Dollars (premiums or claims),– Involvement of US banks or other US Persons and– Direct or indirect provision of any US-origin goods, services or technology to Iran.Furthermore, bear in mind that , due to the US primary sanctions remaining in place, US Persons (including US citizens, residents or green-card holders) should not be involved in any way in the day-to-day operation and decision making process of Iranian transactions. Nor may non-U.S. Persons temporarily within the U.S (eg when on vacation) engage in any way in an Iranian related transaction (eg by replying to emails on a mobile device) until they leave the U.S.DNK require all Members trading to Iran to have undertaken a thorough due diligence process to verify that their counterparties, other Iranian entities involved in the transaction and type of trade is not affected by any relevant sanction regime, and kindly asks members to advise us on the assessment that the shipowner/operator/manager has undertaken in respect of the subject operation.We would kindly remind you that the DNK standard insurance conditions include a clause (Clause 4), which states that DNK shall not be deemed to provide cover and the Association shall not be liable to pay any claim or provide any benefit hereunder to the extent that the provision of such cover, payment of such claim or provision of such benefit may expose the Association to any sanction (cf. Cl.4 of the DNK insurance conditions). Hence, insurance cover under the war risk insurance will be jeopardised if the member vessel is engaged in activity prohibited by, or in any other way inconsistent with, a sanction regime.Please bear in mind also that even if a call to an Iranian port is not in breach of sanctions as such, DNK might be unable to assist and to settle claims as a result of, for instance, a claimant (company or individual) being listed as prohibited. You should consider the availability and suitability of alternative insurance or other arrangements (including contractual provisions) to address these risks.Please find herewith a few examples (although not exhaustive) of procedures that should be included in the due diligence process.– Customer checks and other due diligence against charterers, sub-charterers, shippers, receivers, cargo owners and others involved in the shipment (companies and individuals).– Cargo checks and other due diligence insofar as prohibited cargo or cargo movement is concerned.– Transaction checks and other due diligence against banks, mortgagees and others involved in relevant transactions (companies and individuals).– Bunker, supplies, spares etc. checks against relevant suppliers (companies and individuals).– Retain documentation of the due diligence process.We kindly ask you to confirm that a due diligence/sanction screening has been carried out and that the subject operation, based on such a due diligence/sanctions screening, is consistent with any sanctions regime applicable in respect of the voyage in question.In addition, as Iranian related sanctions could be re-imposed under “snapback” provisions (in the event that Iran does not comply with the terms of the JCPOA) all risks with Iranian exposure must contain a suitable sanctions clause.

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