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RECENT DEVELOPMENTS AND CURRENT ENVIRONMENTAL CHALLENGES FOR IMO

RECENT DEVELOPMENTS AND CURRENT ENVIRONMENTAL CHALLENGES FOR IMO Dachang Du Senior Deputy Director Marine Environment Division International Maritime Organization St. Petersburg, October 2009 PREVENTION OF AIR POLLUTION FROM SHIPS MARPOL Annex VI adopted in 1997

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RECENT DEVELOPMENTS AND CURRENT ENVIRONMENTAL CHALLENGES FOR IMO

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  1. RECENT DEVELOPMENTS AND CURRENT ENVIRONMENTAL CHALLENGES FOR IMO Dachang Du Senior Deputy Director Marine Environment Division International 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. 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

  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 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, the 0.50 % limit will default to 1 January 2025

  9. 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.

  10. TWO EXISTING ECAs • The Baltic Sea • 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)

  11. THE CLIMATE CHANGE ISSUE 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, …”

  12. Distribution of the world fleet March 2008 ships above 400 GT Lloyd’s Register Fairplay

  13. Flag States and ownership of the world fleet 2007 Largest flag States Largest ship-owning countries Source: UNCTAD, 2007.

  14. IMO’s Work on Reduction of GHGfrom Ships 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

  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

  16. 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 CO2 emissions – Million tons High estimate: 1052 Low estimata: 682 Assessed uncertainty > +/- 20% May improve with better activity data (*) Forcast based on IEA 2005 data

  18. Comparison with other modes (2005) Data: International Shipping: This study. Other IEA. Reference year: 2005

  19. Share of Global Emissions 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

  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

  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 organizations • Market-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 • 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. Fuel Consumption in Operation Actual Fuel Consumption Index = Cargo Onboard x (Distance traveled) Energy Efficiency Operational Indicator • An efficiency indicator for all ships (new and existing) obtained from fuel consumption, voyage (miles) and cargo data (tonnes)

  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

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