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Mar 20, 2016
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Lockton Edge

International Group announces completion of a EUR 70 million aggregate fall back cover on Iran voyages

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

All members of the International Group on Friday circulated below message relating to their joint purchase of an Iran fallback cover. The Group has been working since 16 January to find a solution to the lapse of reinsurance cover caused by the US administration not undertaking under the JCPOA to lift the primary US sanctions which prohibit the provision of insurance/reinsurance cover by US-domiciled reinsurers.


A fall back program has now been purchased, however, a major concern of those reinsurers which have been approached has been a fear that participation in such a programme would be deemed by the US as unlawful “facilitation,” or a deliberate circumvention of US primary sanctions, or give rise to reputational issues. Following extensive engagement with OFAC, the Group was successful in obtaining confirmation/comfort for non-US reinsurers potentially interested in participating on such a program.

**

The cover is an annual cover in respect of P & I liabilities, whether or not these arise under approved certificates or guarantees. It provides indemnity in respect of claims which would otherwise have been recoverable under the first and second layers of the Group GXL reinsurance programme, US domiciled private placement and the Hydra reinsurance programme, but for an inability to pay by US domiciled reinsurers by virtue of continuing US primary sanctions.


Importantly, there is a cover limit of €70 million in respect of any one event, and in the annual aggregate, with one full reinstatement.This limit would, at current exchange rates, accommodate a single vessel loss scenario based on a combined single event liability of US $500 million within the first layer of the GXL, the US domiciled private placement and the Hydra reinsurance. It would also be sufficient to respond to a single event certified (full CLC,WRC and TOPIA) exposure. In the absence of exhaustion through a single vessel loss scenario, the cover would be available to respond to a series of smaller loss events up to the €70 million aggregate limit.The largest historical loss to the GXL and Hydra reinsurance programmes involving Iran- related liabilities could have produced an exposure to the fall-back cover of up to approximately €20 million (assuming on a worst-case basis the Hydra AAD had already been fully exhausted).The Group’s brokers believe that capacity may become available further to increase the cover and reinstatement limits, and they will continue to investigate this possibility.


A key feature of the fall-back cover is that it not only provides reinsurance protection for a failure in reinsurance in relation to certified liabilities (arising under approved certificates e.g. Blue Cards and guarantees) which currently are poolable between clubs without reinsurance under the Group Supplemental Pooling Agreement, but it also provides reinsurance protection in respect of other non-certified liabilities (e.g. collision, damage to property, etc.) in respect of which the risk currently rests with members. In respect of such liabilities, as part of the “fall-back” solution, it has been agreed to pool these, to the full extent of Club cover, but only on the basis that the ” fall-back” cover is available/has not been exhausted.


However, because of the cover limit, and the single reinstatement terms (in contrast to the GXL programme which has unlimited reinstatements), there is a risk that the cover could be exhausted by several very significant Iran-related liability claims, or an aggregation of smaller claims up to the overall current policy limit of €140 million (2x €70 million). Consequently, the cover is not a “like for like” replacement of the cover currently available under the Group GXL and Hydra reinsurance programmes.


The clubs have agreed to review this arrangement should it become apparent that the cover may be exhausted, or should it become unavailable for some other reason, for example the imposition of new sanctions or prohibitions.The fall-back cover itself contains a sanctions clause which could be engaged in the event of future sanctions or prohibitions constraining the subscribing reinsurers.


The Group will continue to explore possibilities for increasing the limit/re-instatement options for the cover to maximise the protection available for members.This fall-back solution is, however, only a temporary one, due principally to the cover and reinstatement limits, even if they are expanded. Efforts and engagement will continue with the US administration with a view to ensuring that a permanent long-term solution is in place for 2017 at the latest.

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