View
217
Download
3
Tags:
Embed Size (px)
Citation preview
1
RECENT DEVELOPMENTS AND CURRENT
ENVIRONMENTAL CHALLENGES FOR IMO
Dachang DuSenior Deputy Director
Marine Environment DivisionInternational Maritime Organization
St. Petersburg, October 2009
2
PREVENTION OF AIR POLLUTION FROM SHIPS
MARPOL Annex VI adopted in 1997
• Prohibits ODS in line with the Montreal Protocol
• Regulates exhaust gas emissions:
NOx - a reduction of 6-10% as compared with
un-regulated engines
SOx – Global cap – 4.5%
SECA cap – 1.5%
• Greenhouse gases not covered
3
• As land-based sources of emissions were abated and stringently regulated, e.g. power plants & road transport, ship emissions were growing continuously – percentage-wise
Ship emissions growing and becoming more conspicuous
4
Estimate from Port of Los Angeles
5
Revision of Annex VI - Process
MEPC 53 (July 2005): decided to undertake the review
MEPC 54 ⇨ MEPC 55 ⇨ MEPC 56 ⇨ MEPC 57
MEPC 58 (October 2008): Adopted the revised text by consensus
6
TACIT ACCEPTANCE PROCEDURE
The revised MARPOL Annex VI shall be
deemed to have been accepted on
1 January 2010, and shall enter into force on
1 July 2010.
7
NOx requirements under the revised Annex VI
Nitrogen oxides (NOx)
• Tier I is the current NOx limits, implemented by the industry since 2000
• Tier II NOx standard for new engines installed on ships constructed on or after 1 January 2011 – (a reduction of 15.5 – 21.8% from Tier I levels)
• Tier III NOx standard for new engines installed on ships constructed on or after 1 January 2016 - (a reduction of 80% from Tier I levels)
• Existing engines installed between 1990 and 1999 with a power rating of 5000 kW and a 90 litre per cylinder volume will have to comply with Tier I
8
SOx requirements under the revised Annex VI
Globally:Prior to 1 January 2012 – sulphur limit – 4.50%From 1 January 2012 - sulphur limit - 3.50 %From 1 January 2020 - sulphur limit - 0.50 %
The 0.50 % sulphur limit will be subject to a review to be completed in 2018 and in the event the review is unsuccessful, the 0.50 % limit will default to 1 January 2025
Sulphur oxides (SOx) & Particulate matter (PM)PM is included in the scope of the amended Annex VI, but no explicit PM limits introduced, as PM will be reduced as a function of reduced sulphur
9
In Emission Control Areas (ECAs)Prior to 1 July 2010 – sulphur limit : 1.50%From 1 July 2010 - sulphur limit : 1.00 % From 1 January 2015 - sulphur limit : 0.10 %
EquivalentsThe use of exhaust gas cleaning systems as well as other alternative technologies or fuels may be used to meet the sulphur limits.
ECAs under the revised Annex VI
10
TWO EXISTING ECAs
1 The Baltic Sea
2 The North Sea
A NEW ECA?
MEPC 59 (July 2009) approved the North American Emission Control Area, which is expected to be adopted at
MEPC 60 (March 2010)
UNFCCC, adopted in New York in 1992, in force from
1994Kyoto Protocol, adopted in
1997, in force from 2005. Article
2.2:“The Parties included in Annex I shall pursue limitation or reduction of emissions of greenhouse gases not controlled by the Montreal Protocol from … marine bunkers fuels, working through … the International Maritime Organization, …”
THE CLIMATE CHANGE ISSUE
12
Number of ships
GT DW
Annex I flag States
20,872 (33.42%)
209,015,681 )26.08%(
263,820,104 )22.82%(
Non-Annex I flag States
41,119 (66.58%)
593,330,359 )73.92%(
892,384,249 )77.18%(
Total 61,862 801,346,040 1,156,204,353
Distribution of the world fleet March 2008
ships above 400 GT
Lloyd’s Register Fairplay
13
Flag State 1,000 DWT
Panama 232,148
Liberia 105,227
Bahamas 55,238
Greece 55,145
Marshall Islands 54,644
Hong Kong, China 54,341
Singapore 51,043
Malta 40,201
China 34,924
Cyprus 29,627
Flag States and ownership of the world fleet 2007
Country of owner 1,000 DWT
Greece 170,181
Japan 147,507
Germany 85,043
China 70,390
Norway 48,697
United States 48,261
Hong Kong, China 45,053
Republic of Korea 32,287
United Kingdom 26,757
Singapore 25,723
Largest flag States Largest ship-owning countries
Source: UNCTAD, 2007.
14
Air Pollution Conference in September 1997Resolution 8 on “CO2 emissions from ships”,
invites IMO to:• co-operate with UNFCCC• undertake a study on GHG emissions• consider feasible GHG reduction
strategies
IMO’s Work on Reduction of GHGfrom Ships
15
2000 IMO GHG study: Summary of conclusions
• Significant potential for reduction from operational measures
- some operational measures will require participation of others than shipowners• Technical measures easier to implement through regulations
- new ships more feasible than retrofitting existing ships
- Measures related to hull, engines and propeller are general measures for energy savings• Limited potential to prevent growth in the total emissions from ships if the increase in demand for sea-transport continues• GHG emissions from ships: 1.8% of the world’s total
THE MEPC CONTINUED WORKING…
MEPC 53 (July 2005) ⇨ MEPC 54
MEPC 55 ⇨ MEPC 56 ⇨
MEPC 57 ⇨ MEPC 58 ⇨
MEPC 59 (July 2009)
17
2007 CO2 emissions from ships
Total inventory 1019
Domestic / fishing (*)
- 176
International shipping
= 843
(*) Forcast based on IEA 2005 data
CO2 emissions – Million tons
High estimate: 1052
Low estimata: 682
Assessed uncertainty > +/- 20%
May improve with better activity data
18
Comparison with other modes (2005)
Data: International Shipping: This study. Other IEA. Reference year: 2005
CO2 emissions from transport (2005)
0
1000
2000
3000
Rail (IEA) Road diesel (IEA) Aviation (IEA) Shipping (This study)
CO
2 (
Mill
ion
ton
s)
Total incl. domestic and fishing
International shipping
19
Share of Global Emissions
Manufacturing Industries and Construction
18,2 %
Other Energy Industries
4,6 %
Unallocated Autoproducers
3,7 %
Main Activity Electricity and
Heat Production35,0 %Transport
21,7 %
Other Sectors 11,6 %
International Shipping
2,7 %
International Aviation1,9 %
Domestic shipping &
fishing0,6 %
Data: International Shipping: This study. Other IEA. Reference year: 2005
20
Outcome of MEPC 59
• MEPC 59 agreed on a package of technical and operation measure
• MEPC 59 agreed on a work plan to continue developing market-based mechanisms
After COP 15:• Regulatory action to be considered by MEPC 60 (March 2010) and MEPC 61 (October 2010)
MEPC 59 benefited from the Second IMO GHG Study (2009)
21
Summary of the Second IMO GHG Study (2009)
• Carbon dioxide is the most important GHG emitted by ships
• Shipping emits: 3.3% of the global
anthropogenic CO2
• International shipping: 2.7% of the global anthropogenic CO2
• If no regulations, ship emissions may grow significantly as a result of growth in shipping
Scenarios for CO2 emissions from International Shipping from 2007 to 2050 in the absence of climate policies
0
1000
2000
3000
4000
5000
6000
7000
8000
2000 2010 2020 2030 2040 2050
CO
2 e
mis
sio
ns
fro
m s
hip
s (m
illio
n to
ns
CO
2 /
yr)
'
A1FI
A1B
A1T
A2
B1
B2
Max
Min
22
Summary of the Second IMO GHG Study (2009)
• There is a significant potential for reduction of GHG through technical and operational measures
• Market-based instruments are the most environmentally effective and cost-effective instruments
• A mandatory EEDI is a cost-effective measure to improve the efficiency of new ships
23
Assessment of Emissions Reduction Potential
DESIGN (New ships)Saving of
CO2/tonne-mile
Combined Combined
Concept, speed & capability 2% to 50%
10% to 50%
25% to 75%
Hull and superstructure 2% to 20%
Power and propulsion systems
5% to 15%
Low-carbon fuels 5% to 15%
Renewable energy 1% to 10%
Exhaust gas CO2 reduction 0%
OPERATION (All ships)
Fleet management, logistics & incentives
5% to 50%
10% to 50%Voyage optimization 1% to 10%
Energy management 1% to 10%
24
MEPC 59
• MEPC 59 agreed to defer the debate on the type of legal instrument and application issues to MEPC 60, where the issues should be discussed in light of the outcome of COP 15
• MEPC 59 agreed that any regulatory scheme applied to GHG emissions from international shipping should be developed and enacted by IMO as the most competent international body
25
MEPC 59
• There was a general agreement that the reduction levels for a potential market-based instrument should be revisited at MEPC 60
• MEPC 59 noted that it was a general preference that the greater part of any funds generated by a market-based instrument under the auspices of IMO should be used for climate change purposes in developing countries through existing or new funding mechanisms under the UNFCCC or other internatonal organizationsMarket-based measures: Fuel oil levy or emission trading?)
26
MEPC 59 agreed to circulate:
• the interim Guidelines on the EEDI for new ships
• the interim Guidelines for voluntary verification of the EEDI
• the Guidance on the SEEMP for all ships (new and existing)
• the Guidelines for voluntary use of the EEOI
MEPC 59 noted the discussion on ships and propulsion systems not fully compatible with the current EEDI and invited comments to MEPC 60
27
Energy Efficiency Design Index
societyforBenefit
ttalEnvironmenEEDI
cos
• Cost: Emissions of CO2
• Benefit: Cargo capacity & transport work
Complex formula to accommodate most ship types and sizes
28
Ship Energy Efficiency Management Plan
Onboard management tool to include:
• Improved voyage planning (Weather routeing/Just in time)
• Speed and power optimization
• Optimized ship handling (ballast/use of rudder and autopilot)
• Improved fleet management
• Improved cargo handling
• Energy management
29
Energy Efficiency Operational Indicator
• An efficiency indicator for all ships (new and existing) obtained from fuel consumption, voyage (miles) and cargo data (tonnes)
Cargo OnboardCargo Onboard x x (Distance traveled)(Distance traveled)
Fuel Consumption in OperationFuel Consumption in Operation=
Actual FuelActual FuelConsumptionConsumption
IndexIndex
30
COP 15 Outcome
Three main IMO objectives:
• IMO continues to be entrusted to develop and enact global regulations to limit or reduce GHG emissions from ships engaged in international trade
• The regulations are applied to ships according to the non-discriminatory principle on which the IMO regulatory framework is based
• The interests of developing countries are fully taken into account
31
Thank you for your attention!
For more information please see: www.imo.org