CircularsNews
February 2016

Notice to Members No 2 2016/2017 - Iran Trading - P&I Cover

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

Dear Sirs,

Reference is made to our recent circular January 2016 /215. Please kindly find below a circular by West of England P&I Club. All Group Clubs issued similar circulars. It gives a summary of recent developments and about Club covers available. It should however be noted that the available covers relate to member’s recoveries of their claims from Clubs, i.e. indemnifications.  The disability of Clubs to provide Club or bank security for risks related with Iranian trade continues.

February 2016

Notice to Members No. 2 2016/2017

Dear Sirs,

Iran Trading – P&I Cover

Introduction

1.     Members are referred to Notice to Members No. 19 2015/2016 concerning developments with regard to Iran sanctions. This Notice is intended to assist Members when deciding whether to trade to/from Iran by explaining what P&I cover is available as well as identifying any possible shortfalls in cover.  Some of the matters detailed below may also apply when Members’ ships trade to/from other countries which are subject to US sanctions.

2.     In recent years sanctions have been imposed on Iran, primarily by the UN, US and the EU, including in broad terms prohibitions on:




a)     US persons, including US financial institutions, from doing business in or relating to Iran;




b)    dealings with designated entities and individuals; and




c)     Iranian related trade, prohibiting the purchase/sale and/or transport of certain Iranian cargoes (primarily crude oil, petroleum or petrochemical products or gas) or the provision of insurance (including P&I insurance) in respect of the carriage of those cargoes.

3.     In July 2015 the Joint Comprehensive Plan of Action (JCPOA) was agreed between the P5+1 countries and Iran.  On 16 January 2016 (Implementation Day) the majority of the US and EU trade sanctions noted in c) above were lifted.  However, the sanctions noted in a) and b) above remain in place.  It is also important to note that sanctions remain in place in respect of a number of other countries (e.g. Cuba, Russia/Crimea, North Korea, Sudan and Syria).

The Interaction Between Sanctions and IG Club P&I Cover

4.     The Rules of all of the IG Clubs:




a)     contain a cesser or non-insurance rule, under which the Member has no P&I cover in respect of activities or liabilities which breach applicable sanctions; and

b)    prohibit or limit (reduce) a Member’s right of recovery from its Club if, because of the application of sanctions, there is a shortfall in the Club’s reinsurance (which includes any shortfall under the IG Pooling Agreement, General Excess of Loss programme or any other reinsurance arrangement).

Effect of Sanctions on Pooling and the Group Excess of Loss Programme (GXL Programme)

5.     For the 2016/17 policy year, individual International Group (IG) Clubs will retain the first USD10 million of liabilities arising from an incident.  Between USD10 million and USD80 million, liabilities are shared between all 13 IG Clubs (the Pool).  If any of the 13 IG Clubs is prohibited (by sanctions applicable to that Club) from contributing their share of any Pool claim, the individual Member will bear that shortfall in accordance with the applicable Club’s rules. The Managers understand that the only IG Club domiciled in the US (the American Club) and therefore still subject to US Primary sanctions against Iran, now benefits from a licence which in most circumstances would enable it to contribute its full share of any pool claim notwithstanding the involvement of an Iranian entity or person (other than an Iranian SDN).

6.     Liabilities above USD80 million fall within the GXL programme and, if sanctions apply, the same approach as with Pool claims (para 5) is followed.  However, if the liability arises under an approved certificate or guarantee e.g. a CLC, Bunker Convention or Wreck Removal Convention Blue Card, or the STOPIA/TOPIA agreements (so-called “certificated liabilities”) then in the event of a reinsurance shortfall under the GXL programme, the 13 IG Clubs have agreed to re-pool that shortfall, again subject to individual Clubs being permitted by applicable sanctions to contribute. If an individual Club cannot contribute, then that Club’s shortfall would be borne by the Member.




7.     If the GXL programme shortfall arises in respect of a liability for which the Club is not directly liable under an approved certificate or guarantee e.g. collision/FFO liabilities (so-called non-certificated liabilities), the loss is not re-pooled by the 13 IG Clubs and will be borne by the Member under the applicable Club’s rules.




8.     The US domiciled reinsurer participation on the GXL remains directly affected by US primary sanctions.  A significant further proportion of the programme has a US nexus, which may impact upon the ability of non-US domiciled but US affiliated or subsidiary reinsurers to pay a claim which their US domiciled parent or affiliate would be prevented from paying by virtue of the continuing US primary sanctions.  This could result in a significant shortfall in recovery under the GXL programme and the exposure detailed in paras 5-7.  This shortfall could apply to liabilities incurred by vessels trading anywhere in the world (if for example a vessel was involved in a collision with an Iranian owned vessel) as well as vessels that trade to/from Iran, and Iranian-owned vessels.

Finding a solution with OFAC

9.     Given the potential extent of a reinsurance shortfall, both in scope and amount, the International Group has engaged directly with the US authorities (State Department and OFAC).  The aim is to achieve a long term solution which would enable all participants in the GXL programme to honour their commitments.




10.  Discussions with OFAC with regard to general or specific licensing possibilities are ongoing. In the meantime, in an effort to find an interim solution in respect of Iran, the Group has asked OFAC for confirmation that “fall-back” insurance (i.e. insurance to bridge either fully or partially any GXL programme shortfalls) would be non-objectionable. If OFAC do not object to such insurance, this may provide a short term solution, but obtaining such cover is not a straightforward task and because of difficulties associated with market capacity and the likely available limit of such cover, it may be limited to certificated liabilities at this stage. Any solution, whether on an interim or permanent basis, may take some time to put in place. The Group will continue its active engagement with the State Department and OFAC in an effort to achieve interim and long-term solutions. Members will be kept informed of developments.

Members intending to trade to Iran, or to any other country which is affected by sanctions as mentioned in this Notice, are advised to contact the Managers prior to fixing.

All Clubs in the international Group have issued a similar circular.

Yours faithfully
For:    West of England Insurance Services (Luxembourg) S.A.
         (As Managers)

A Paulson
Director

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