Legislation

Non-NOx/SOx/Fuel Regulations - MARPOL Annex VI

enters into force on 19 May, 2005

IMO
Regulation 12 – Ozone depleting substances

• Installations which contain ozone depleting substances

shall be prohibited on ships on or after 19 May 2005.
• Installations which contain HCFCs shall be prohibited
on ships on or after 1 January 2020.
• Each ship* shall maintain a list of equipment**
containing ozone depleting substances and an Ozone
Depleting Substances Record Book.
* Every ship of 400 gross tonnage and above which has rechargeable
systems that contain Ozone Depleting Substances.
** Equipment subject to this regulation
 Regulation 12 – Ozone depleting substances

MEASURES ODS emissions from shipping

16000

Refrigerant emissions [tonnes /yr]

• Reduce leaks in operation and 14000
12000
CFC
HFC
maintenance 10000
HCFC-22

• Reduce refridgerant volume 8000

6000
• Recover refrigerant 4000
2000
• Use less harmful refrigerants 0
1998 RTOC 2006 RTOC

Data: UNEP
Regulation 15 – Volatile Organic Compounds
(VOC)
Tanker carrying crude oil shall have onboard and implement a VOC
management plan which shall be specific to each ship and shall at
least:
• provide written procedures for minimizing VOC emissions during the
loading, sea passage and discharge of cargo;
• give consideration to the extra VOC generated by crude oil washing;
• identify a person responsible for implementing the plan; and
• for ships on international voyages, shall be written in the working
language of the master and officers (if this is not English, French or
Spanish a translation into one of these languages to be included)
 Regulation 15 – Volatile Organic Compounds (VOC)

Reduction options for crude oil VOC emissions

• Optimised operations (including also increased automation)
• VOC recovery (onboard, onshore)
• Increased maximum tank pressures
• Cargo volatility (TVP/RVP) requirements
Regulation 16 – Shipboard Incineration

Shipboard incineration of the following

substances is prohibited additionally to those as
specified in Annex VI 1997:
• sewage sludge and sludge oil which are not
generated on board the ship; and
• exhaust gas cleaning system residues
 Regulation 17 – Reception Facilities

Each Party (Flag State signatory to Annex VI)

undertakes measures to ensure the provision of
adequate reception facilities for the needs of
ships using their ports.
Regulation 13 – Nitrogen Oxides (NOx)

Applies to each marine diesel engine with a

power output of more than 130 kW installed on
a ship constructed (keellaying date):
Regulation 13 – Nitrogen Oxides (NOx)
Regulation 13 – Nitrogen Oxides (NOx)
Special provisions of Tier III:
• Tier III will apply in ECAs only (Emission Control Area)
• In sea areas where Tier III does not apply, Tier II is applicable
• Tier III shall not apply to a marine diesel engine installed on a ship
with a length of less than 24 metres when it has been designed,
and is used solely, for recreational purposes, or with a total rated
diesel engine propulsion power of less than 750 kW if the ship
cannot comply due to design or construction limitations of the
ship.
• In 2012, the status of the technical developments shall be
reviewed and, if necessary, the entry into force date shall be
adjusted.
Regulation 13 – Nitrogen Oxides (NOx)

Pre-2000 Ships (Existing Engines)

Tier I will be applicable for engines with a power
output of more than 5,000kW and a cylinder
displacement ≥ 90 litres installed on ships
constructed on or after 1 January 1990 and prior
to 1 January 2000 if an Approved Method (NOx
reduction method) for that engine has been
certified by a Party to Annex VI, was notified to
IMO, and is commercially available.
 Regulation 14 Sulphur Oxides (SOx) and
Particulate Matter (PM)
Sulphur content of any fuel oil globally shall not
exceed :
• 4.50% m/m S prior to 1 January 2012
• 3.50% m/m S on and after 1 January 2012
• 0.50% m/m S on and after 1 January 2020
 Regulation 14 Sulphur Oxides (SOx) and
Particulate Matter (PM)
Review provision:
A review shall be completed by 2018 in order to
determine the availability of 0.50% m/m S fuel
oil.
If the parties take the decision that it is not
possible for ships to comply then the application
date for the standard shall be postponed to 1
January 2025.
 Regulation 14 Sulphur Oxides (SOx) and
Particulate Matter (PM)
Sulphur content of any fuel oil
used in Emission Control Areas (ECA) shall not exceed:
• 1.50% m/m S prior to 1 July 2010
• 1.00% m/m S on and after 1 July 2010
• 0.10% m/m S on and after 1 January 2015
At present two SECAs worldwide are designated :
• Baltic Sea since 2006
• North Sea/Channel since 2007
Regulation 13 and 14

Fonte: Second IMO GHG Study 2009

EUROPEAN UNION
Council Directive 1999/32/EC of 26 April 1999 relating to a
reduction in the sulphur content of certain liquid fuels and
amending Directive 93/12/EEC, amended by Directive 2005/33/EC.

As from 1st January 2010, ships at berth for longer than 2 hours within ports in
the European Union are required to switch to 0.1 % sulphur content marine fuel oil
under Article 4b of Directive 2005/33/EC.

Operational conditions/requirements approaching Ports in Europe related to

Fuel Change Over
Destination: Port inside an ECA
• Global cap 4.5 (3.5) % S, Heavy Fuel Oil, heated
• ECA 1.5 (1.0) % S, Heavy Fuel or Distillate Oil, heated or unheated
• At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled
Destination: Port without ECA
• Global cap 4.5 (3.5) % S, Heavy Fuel Oil, heated
• At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled
Community measures requiring the Commission
to take action on ship emissions
• Directive 2001/81/EC on national emission ceilings for certain atmospheric
pollutants commits the Commission to report on the extent to which emissions from
maritime traffic contribute to acidification, eutrophication and the formation of ground-level
ozone;
• Directive 1999/32 relating to a reduction in the sulphur content of certain liquid fuels sets
sulphur limits for marine distillate oil used in EU territorial waters;
• Directive 94/63/EC on the control of volatile organic compound (VOC) emissions resulting
from the storage of petrol and its distribution from terminals to service stations [Official
Journal L 365 of 31.12.1994] provides that the Commission must consider extending the
scope of the Directive to include the loading and unloading of ships;
• Regulation (EC) No 2037/2000 on substances that deplete the ozone layer bans the
marketing and use of ozone-depleting substances in the EU;
• The Clean Air for Europe (CAFE) Programme tackles all sources of atmospheric emissions;
• The sixth Environment Action Programme: one of the objectives of 6EAP is to achieve levels
of air quality that do not have unacceptable effects on human health and the environment,
and to stabilise greenhouse gases emissions in order to prevent unnatural variations of the
earth's climate.
 Related acts
• Commission Recommendation 2006/339/EC of 8 May 2006 on the promotion of shore-side
electricity for use by ships at berth in Community ports [Official Journal L 125 of 12.5.2006]
The Commission stresses that, if the present trend continues, maritime transport could be
responsible for more pollution than land-based sources by 2020. It recommends Member
States to install shore-side electricity for use by ships at berth in ports and to offer
economic incentives to operators to use such electricity. According to experts, the supply of
electricity to berths would significantly reduce emissions of particulate matter, VOCs, NOx
and SO2. The Commission calls on Member States to work within the IMO to promote the
development of harmonised international standards for shore-side electrical connections.
• Directive 2005/33/EC of the European Parliament and of the Council of 6 July 2005
amending Directive 1999/32/EC relating to a reduction in the sulphur content of certain
liquid fuels [Official Journal L 191 of 22.07.2005]
This Directive extends the scope of Directive 1999/32/EC to all petroleum-derived liquid fuels
used by ships operating within Member States' waters. It provides for measures such as
abolishing existing derogations for marine gas oils, enforcing the 1.5% limit on sulphur
content in Emission Control Areas as defined by the International Maritime Organisation,
applying the same limit to all passenger ships operating on schedules services to or from any
Community port, requiring all ships at berth in Community ports to use a fuel with a sulphur
content not exceeding 0.1%, and allowing the use of approved emission abatement
technologies as an alternative to using low- sulphur marine fuels.
US-CALIFORNIA AIR RESOURCES
BOARD (CARB)
 17 CCR, Section 93118.2, Title 17
Airborne Toxic Control Measure for Fuel Sulphur
and other operational Requirements for Ocean-
going Vessels within Californian Waters and 24
Nautical Miles of the Californian Baseline
ATUALIDADE
Transporte marítimo internacional foi estimado
ter emitido 870 milhões de toneladas, ou cerca
de 2,7% das emissões globais de CO2 em 2007.

Fonte: Second IMO GHG Study 2009

The 2009 GHG Study identifies a significant
potential for reduction of GHG emissions
through technical and operational measures.
Together, if implemented, these measures could
increase efficiency and reduce the emissions
rate by 25% to 75% below the current levels.
Many of these measures appear to be cost-
effective
“the entire container voyage from China to
Europe is equaled in CO2 emissions by about
200 kilometers of long‐haul trucking in Europe”
Transport Intelligence Europe Conference
EFFORTS OF THE INDUSTRY TO
REDUCE ITS CARBON FOOTPRINT?
Relationship between principal policies and
emission-reduction options

Fonte: Second IMO GHG Study 2009

Improving energy efficiency
A recent study by Lloyd’s Register
found that the fuel efficiency of
container ships (4500 TEU capacity)
has improved 35%
• A 1500 TEU container ship built in
1976 consumed 178 grams of fuel
per TEU per mile (or 96 grams per
TEU per kilometer) at a speed of
25 knots.
• The fuel consumption per TEU per
mile for a modern 12,000 TEU
vessel, built in 2007, is only 44
grams (or 24 grams per TEU per
kilometer).
Improving energy efficiency - Design

• Concept, speed & capability

• Hull and superstructure

• Power and propulsion systems

Improving energy efficiency - Operations

• Fleet management, logistics & incentives

• Voyage optimization

• Energy management
 Efficiency Improvements
• Consideration of scale, speed, design, and
operation

Fonte: Second IMO GHG Study 2009

33
 Advancing Technology
The industry continues to seek engineering and
technological solutions to increase its energy
and carbon efficiency. Efforts are underway to
engineer better hull and propeller designs,
implement waste heat recovery, and reduce
onboard power usage to minimize emissions.
Moreover, the industry is studying opportunities
to switch to lower carbon energy sources such
as Liquid Natural Gas (LNG) and bio‐fuels.
Advancing Technology -Renewable energy

• Electric power generated by solar cells

• Propulsion force generated by wind

• Interesting as partial source of replacement power

Future ship vision by NYK Future ship vision by Viking Line

Market‐Based Instrument Options
• Market‐based instruments (MBI) include a
variety of economic or market‐oriented
incentives and disincentives, such as taxes or
tax credits, new fees, or tradable emissions
limitations, often referred to as “Cap and
Trade.”
 Market‐Based Instrument Options
• The only GHG subject to the cap, at least initially, would be CO2.
• Monitoring would apply to CO2 emissions from all fuel bunkered regardless of where it was used onboard (i.e.
from both main engines and boilers).
• CO2 emissions would be calculated based on fuel-type, carbon conversion factors and quantity consumed. Data
regarding consumption could be collected from fuel purchase records, specifically the Bunker Delivery Note
mechanism, which is already a feature of existing global legislation (MARPOL Annex VI).
• 1 emissions allowance would be equivalent to 1 tonne of CO2.
• The agreement would cover all international shipping above a certain vessel size, to be determined by IMO.
• The ‘responsible’ entity would be each individual ‘company’ as per SOLAS IX/I (the Document of Compliance
company). Carbon credits could be auctioned or sold, based on the number and type of ships in the individual
company’s fleet.
• In all cases, the Document of Compliance (DoC) holder is responsible for ensuring that sufficient carbon credits
are purchased for the volume of bunkers consumed.
• At all times each ship will be required to have on board the appropriate documentation that demonstrates
compliance.
• Where charter agreements place the long-term logistical control of ships with commercial operators, this
approach
allows the market to set prices for ships according to efficiency, so as to encourage charterers to use more
environmentally efficient ships.
Distributed Auction
Approach
AAU: Assigned Amount
Unit - tradable unit of 1
tCO2
CER: Certified Emission
Reductions (CERs) are a
Kyoto Protocol
unit equal to 1 metric
tonne of CO2 equivalent
SEU: Ship Emission Unit

Fonte: Global Carbon Trading: A framework for reducing emissions

Framework for Sectorial Approach for a
shipping ETS

Fonte: Global Carbon Trading: A framework for reducing emissions

Purchased vs actual emissions

Fonte: Global Carbon Trading: A framework for reducing emissions

Tipos de MBI
 Global framework ETS with regional
application
The general principal behind the ‘regional’ scheme, which is a cap
and trade scheme, is all emissions have to be covered by appropriate
allowances thus motivating participants to reduce the amount of
GHG they emit. Ideally, all journeys by ships above 400GT should be
covered by the scheme.
three possible stages of development are envisaged for establishing a
global ETS:
• A scheme endorsed by the IMO and UNFCCC open to voluntary
participation by states and ports.
• An IMO/UNFCCC scheme covering all traffic in ports in Annex 1
countries.
• An IMO/UNFCCC scheme covering traffic in all parts of the world.
 Open Cap and Trade Scheme
• This is a full international or open global cap and trade scheme based on an
IMO convention or other mechanism such as Annex VI Part B.
• By virtue of its global application, an open scheme is likely to yield significant
environmental improvements. However, it could be difficult to implement in
terms of gaining global agreement. It should also be recognised that any global
scheme could take a long time to enter into force across all countries, with
some nations probably never ratifying the IMO convention. For this reason,
even a global scheme should consider how to address the issue of distortion of
competition among those ships flying flags of non-accession countries.
• A potential disadvantage with ETS is transaction costs, which could become
proportionally higher for smaller companies than for large. To that end the
provision of an opt-in/opt-out clause to allow fuel suppliers to purchase credits
on a shipowner’s behalf (as adopted for the proposed Australian model) is
suggested for smaller operators.
 European ETS
• The EU Greenhouse Gas Emission Trading Scheme (EU ETS)
commenced operations in January 2005 and is currently the largest
multi-country, multi-sector GHG ETS worldwide. Allowances traded
in the EU ETS are not printed but held in accounts in electronic
registries set up by Member States. A central administrator at EU
level oversees the registries, checking each transaction through the
Community-independent transaction log for any irregularities.
• However, with regard to the shipping sector there are various areas
of concern, including the legality of an EU ETS for shipping under
international maritime law and whether the implementation of an
EU ETS may undermine international efforts to implement a global
system.
 Mandatory Compensation Fund
• A mandatory compensation fund or fuel levy is another
instrument for reducing the GHG emissions of
international shipping. A levy in this context should not
be considered a tax per se, since the imposition of a levy
on bunker fuel oil (bunkers) is part of wider concept that
also comprises a compensation fund to finance projects
for the benefit of the shipping industry, including CDM
projects, R&D activities aimed at enhancing the
efficiency of ships, and alternative technologies. The
fund is financed via a charge on bunkers by individual
states.
 Voluntary Levy System
• A voluntary levy applied to international shipping via
bunker fuel oil (bunkers) also warrants consideration as
an industry-wide measure to reduce emissions.
• It is not realistically expected voluntary measures will
effectively pre-empt the imposition of regional and/or
national carbon reduction regimes. However, they might
be sufficient to postpone such action if this gives more
time to agree a global solution and consequently avoid a
hybrid system (or collection of systems) which would
probably have an adverse effect on shipping as a whole.
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
Fonte: ICS Executive Committee Working Group on
Greenhouse Gas Emissions and Market Based Instruments
INICIATIVAS PRIVADAS
EMMA MÆRSK

MAERSK
 Waste Heat Recovery System
The system reuses excess heat from the exhaust and
thus generates energy that can be used to propel the
vessel via the shaft engine or as general energy supply
on-board. In that way fuel consumption is reduced by
approximately 10%, resulting in a corresponding
reduction of the emission of harmful particles as well
as CO2, SOx and NOx gases. “The system actually
makes the vessel capable of functioning without
auxiliary engines for longer periods,” Tim Krarup
Sørensen adds.
Green reefers and protected oil tanksCooling

Usually cooling involves significant energy

consumption, and it therefore made sense to
Odense Steel Shipyard to develop, with Maersk
Line, reefer containers that are cooled by water,
reducing energy consumption by 15-20% per
reefer container. “The types of reefer containers
from Maersk Container Industry which are
suitable for the water cooling system are made
to be energy-saving,” Tim Krarup Sørensen adds
 Stringent environmental requirements
Maersk Line has, for a while and wherever possible, used
fuel with low sulphur content. From May next year, the so-
called SOx Emission Control Areas (SECA) will be introduced,
making the use of low-sulphur fuel (max. 1.5%) a
requirement when navigating in special zones such as the
Baltic Sea and the English Channel. “The vessels in the PS-
class have been equipped with a separate fuel system
enabling them to carry low-sulphur fuel,” Krarup Sørensen
says and adds: “The flexibility of the electronic main engine
also provides improved utilisation of fuel at various speeds
compared with conventional main engines”.
ECO-ASSISTANT
 How ECO-Assistant works
The ship-specific resistance data for a vessel are generated
by FutureShip’s start-of-the-art computational fluid
dynamics (CFD) tools and FutureShip’s innovative and fully
automated simulation process. Thanks to this simulation
process the resistance for a large number of operational
conditions can be calculated efficiently and accurately.
The results of this complex analysis are made available to
the crew in the easy-to-use ECO-Assistant tool, where only
a few operational parameters are required to obtain the
optimum trim angle.
For a determinate condition of trim, speed, displacement and water depth.
 Wich are the benefits
for example, a 5,100 TEU containership with 250
days at sea and a HFO price of 400 USD/t. In this
case, a 5% reduction in resistance will save
approximately 590,000 USD and reduce CO2
emissions by 4,800 t per year.