Transcript The Contingency Planning Process Outline

RECENT DEVELOPMENTS
AND CURRENT ENVIRONMENTAL
CHALLENGES FOR IMO
Dachang Du
Senior Deputy Director
Marine Environment Division
International Maritime Organization
St. Petersburg, October 2009
1
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
2
Ship emissions growing and
becoming more conspicuous
• As land-based sources of emissions were abated
and stringently regulated, e.g. power plants &
road transport, ship emissions were growing
continuously – percentage-wise
3
Estimate from Port of Los Angeles
4
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
5
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.
6
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
7
SOx requirements under the revised Annex VI
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
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,
8
the 0.50 % limit will default to 1 January 2025
ECAs under the revised Annex VI
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 %
Equivalents
The use of exhaust gas cleaning systems as well as other
alternative technologies or fuels may be used to meet the
sulphur limits.
9
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)
10
THE CLIMATE CHANGE ISSUE
UNFCCC, adopted in New York in
1992, in force from 1994
Kyoto 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, …”
Distribution of the world fleet March 2008
ships above 400 GT
DW
Number of
ships
GT
Annex I flag
States
20,872
(33.42%)
209,015,681 263,820,104
(26.08%)
(22.82%)
Non-Annex I
flag States
41,119
(66.58%)
593,330,359 892,384,249
(73.92%)
(77.18%)
Total
61,862
801,346,040 1,156,204,353
Lloyd’s Register Fairplay
12
Flag States and ownership of the world fleet 2007
Largest ship-owning countries
Largest flag States
Flag State
1,000 DWT
Country of owner
1,000 DWT
Panama
232,148
Greece
170,181
Liberia
105,227
Japan
147,507
Bahamas
55,238
Germany
85,043
Greece
55,145
China
70,390
Marshall Islands
54,644
Norway
48,697
Hong Kong, China
54,341
United States
48,261
Singapore
51,043
Hong Kong, China
45,053
Malta
40,201
Republic of Korea
32,287
China
34,924
United Kingdom
26,757
Cyprus
29,627
Singapore
25,723
Source: UNCTAD, 2007.
13
IMO’s Work on Reduction of GHG
from Ships
Air Pollution Conference in September 1997
Resolution 8 on “CO2 emissions from ships”,
invites IMO to:
• co-operate with UNFCCC
• undertake a study on GHG emissions
• consider feasible GHG reduction strategies
14
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
15
THE MEPC CONTINUED
WORKING…
MEPC 53 (July 2005) ⇨ MEPC 54
MEPC 55 ⇨ MEPC 56 ⇨
MEPC 57 ⇨ MEPC 58 ⇨
MEPC 59 (July 2009)
2007 CO2 emissions from ships
CO2 emissions – Million tons
Total inventory
1019
Domestic / fishing (*)
- 176
International shipping
= 843
High estimate: 1052
Assessed uncertainty > +/- 20%
Low estimata: 682
May improve with better activity data
(*) Forcast based on IEA 2005 data
17
Comparison with other modes (2005)
CO2 emissions from transport (2005)
3000
CO2 (Million tons)
Total incl. domestic and fishing
International shipping
2000
1000
0
Rail (IEA)
Road diesel (IEA)
Aviation (IEA)
Shipping (This study)
Data: International Shipping: This study. Other IEA. Reference year: 2005
18
Share of Global Emissions
International
Aviation
1,9 %
International
Shipping
2,7 %
Domestic
shipping &
fishing
0,6 %
Other Sectors
11,6 %
Main Activity
Electricity and
Heat Production
35,0 %
Transport
21,7 %
Manufacturing
Industries and
Construction
18,2 %
Other Energy
Industries
4,6 %
Unallocated
Autoproducers
3,7 %
Data: International Shipping: This study. Other IEA. Reference year: 2005
19
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 20
GHG Study (2009)
Summary of the Second IMO GHG
Study (2009)
• Carbon dioxide is the
most important GHG
emitted by ships
• International shipping:
2.7% of the global
anthropogenic CO2
• If no regulations, ship
emissions may grow
significantly as a result
of growth in shipping
CO2 emissions from ships (million tons CO2 / yr) '
• Shipping emits:
3.3% of the global
anthropogenic CO2
Scenarios for CO2 emissions from International Shipping
from 2007 to 2050 in the absence of climate policies
8000
7000
6000
5000
A1FI
A1B
A1T
A2
B1
B2
Max
4000
Min
3000
2000
1000
0
2000
2010
2020
2030
2040
2050
21
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
22
Assessment of Emissions Reduction
Potential
DESIGN (New ships)
Saving of
CO2/tonne-mile
Concept, speed & capability
2% to 50%
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
Combined
Combined
10% to 50%
0%
25% to 75%
OPERATION (All ships)
Fleet management, logistics &
incentives
5% to 50%
Voyage optimization
1% to 10%
Energy management
1% to 10%
10% to 50%
23
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
24
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 organizations
Market-based measures: Fuel oil levy or emission25
trading?)
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
26
Energy Efficiency Design Index
Environm ental cost
EEDI 
Benefit for society
• Cost: Emissions of CO2
• Benefit: Cargo capacity & transport work
Complex formula to accommodate most
ship types and sizes
27
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
28
Energy Efficiency Operational
Indicator
• An efficiency indicator for all ships (new and
existing) obtained from fuel consumption,
voyage (miles) and cargo data (tonnes)
Actual Fuel
Consumption
Index
Fuel Consumption in Operation
=
Cargo Onboard x (Distance traveled)
29
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
30
Thank you for your attention!
For more information please see:
www.imo.org
31