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Asian Panel 3 December 2010 Hong Kong Reducing GHG Emissions from Shipping

Asian Panel 3 December 2010 Hong Kong Reducing GHG Emissions from Shipping. Peter M. Swift. Climate Change Challenges. For shipping: Protection of the Marine Environment includes Atmospheric Environment GHG emissions – principally CO 2 emissions. Shipping is energy efficient.

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Asian Panel 3 December 2010 Hong Kong Reducing GHG Emissions from Shipping

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  1. Asian Panel3 December 2010Hong KongReducing GHGEmissions from Shipping Peter M. Swift

  2. Climate Change Challenges For shipping: Protection of the Marine Environment includes Atmospheric Environment GHG emissions – principally CO2 emissions

  3. Shipping is energy efficient - environmentally responsible, reliable and cost efficient Source: Danish Shipowners Association

  4. Shipping is energy efficient, BUT… CO2 emissions by country (2007) CO2 emissions from shipping 2.7% of global total (2007) and predicted to grow as trade expands

  5. Reducing GHG Emissions from Shipping Regulatory Processes & Timetables • UNFCCC Programme • IMO Programme • Industry Initiatives

  6. The Regulatory Processes • UNFCCC 1992 • IMO since 1997 • Kyoto Protocol, adopted 1997 entered into force 2005 • Copenhagen Accord 2009 UNFCCC = United Nations Framework Convention on Climate Change

  7. Kyoto Protocol • Established under UN Framework Convention on Climate Change (UNFCCC) – adopted in 1997 • Ratified by 181 countries – not the USA • Categorises Annex 1 (Developed) Countries and Non-Annex 1 (Developing) Countries • Annex 1 Countries are committed to make GHG reductions with set targets, but also flexible mechanisms • Runs through to 2012, - Conference of Parties endeavouring to develop a successor • Kyoto recognises “common but differentiated responsibilities”, i.e. developed countries produce more GHGs and should be more “responsible” for reductions • Kyoto looks to IMO to address Shipping and ICAO to address Aviation, and as such these emissions are currently excluded from Kyoto targets

  8. Recent and future timetableSelected Key Dates 12/2009 UNFCCC COP15 Meeting, Copenhagen 3/2010 IMO MEPC 60 2010 IMO MEPC MBM-Expert Group IMO MEPC Intersessional (EEDI) 2010 UNFCC Intersessional meetings 9/2010 IMO MEPC 61 ------------ 11/2010 UNFCCC COP16 Meeting, Cancun ------------ 3/2011 IMO MEPC MBM Intersessional 5/2011 INTERTANKO Council 7/2011 IMO MEPC 62 11/2011 UNFCCC COP17 Meeting, South Africa 12/2011 EU Deadline for IMO/International Agreement 2012 Kyoto Protocol expires

  9. IMO – UNFCCC Conflicting principles - a major issue IMO Principle: “No More Favourable Treatment” Versus Kyoto Protocol principle: “Common But Differentiated Responsibility”

  10. UNFCCC - COP15 The outcome: • NO targets • NO resolution of Kyoto/IMO Treaty conflict • NO direct reference to international shipping in the non-binding Copenhagen Accord BUT subsequently: • International Aviation and Shipping should be regulated via UNFCCC and have targets as per other industries (EU Parliament) • Shipping should make its “contribution” to Climate Change measures with $$$$ (UN Advisory Group) • ICAO and IATA agree a package of reduction measures

  11. IMO Programme IMO (MEPC) developing: • Technical Measure (EEDI for new ships) • Operational Measure (SEEMP & EEOI for new and existing ships) • Market Based Measure (if needed)

  12. Technical Measures Energy Efficiency Design Index (EEDI) • Environmental cost = Emission of CO2 • Benefit = Cargo capacity transported a certain distance • measures energy efficiency of new ships • encourages design and technical developments

  13. Technical Measures Energy Efficiency Design Index (EEDI) CO2 factor x SFC[FOC] (g/kW h) x Engine Power (kW) EEDI = ----- ---------------------------------------------------------------- (g/tonne mile) Capacity (tonne) x Speed (mile/h) • Initially only the calculation of the Attained EEDI was planned to be mandatory, but the drive is to establish a mandated requirement, such that the Attained EEDI < Required EEDI

  14. EEDI Required[ Tankers>20,000 DWT ] Reference Line = Phase 0 = no reduction (2013 & 2014) EEDI Attained EEDI < Required EEDI 10% Phase 1 2015 - 2019 20% Phase 2 2020 - 2024 30% Phase 3 on and after 2025 DWT

  15. Operational Measures • Ship Energy Efficiency Managment Plan (SEEMP) • encourages improvement energy efficiency of ships in operation • best measurable practices on operational procedures setting goals • plan implementation strategy • monitoring – Energy Efficiency Operational Indicator (EEOI) • procedures for self-evaluation and improvement towards set goals • Energy Efficiency Operational Indicator (EEOI) = CO2 emitted per unit of transport work CO2 emitted measured from fuel consumption Transport work = cargo mass x distance (nm) EEOI is “voluntary” – a management tool

  16. Operational Measures Energy Efficiency Operational Indicator (EEOI) CO2 factor x [FOC] (g) EEOI (g/tonne mile) = ---------------------------------------------------------------- Cargo Mass (tonne) x Sailed Distance (mile) )

  17. Market Based Measures MBMs under review at MEPC • Emissions Trading Schemes • GHG Fund and Leveraged Incentive Schemes • Ship Efficiency & Credit Trading and Vessel Efficiency System • Rebate Mechanism Some would require all ships to pay a contribution Some provide rewards to more energy efficient ships Most include a support mechanism to developing countries

  18. Why are MBMs Proposed ? • To incentivise or reward owners or • To penalise inefficient ships or • To fill the gap between what is expected and what is delivered

  19. Why are MBMs Proposed ? • Ships have a long life – EEDI takes time / operational measures not readily quantifiable; further “incentives” may be needed • International trade and shipping will continue to grow • A deemed “need” to fund offsetting in other sectors or ETS or other MBM

  20. Application of the GHG Fund EEDI BAU Offset (out of sector) Target line Actual emissions

  21. Application of ETS EEDI BAU Offsetting (in sector & out sector) Target line Actual emissions Funds to UNFCCC

  22. Future Means of Reducing GHGEmissions from Shipping Industry activities and initiatives

  23. Means of Reducing GHGEmissions from Shipping Industry initiatives: • Work on EEDI – formula and reference line (workshops) • Developing and assessing additional GHG reduction measures for new and existing ships (workshops) • Developing Marginal Abatement Cost Curves - to determine what is achievable (study groups) • Developing and implementing operational measures, such as “Optimal speed” (Liners) and “Virtual Arrival” (Tankers and Bulkers) • Developing industry SEEMPs, such as INTERTANKO’s TEEMP – Tanker Energy Efficiency Management Plan plus • Active participation in MBM Expert Group

  24. Technical and Operational Mitigation Measures

  25. Technical and Operational Mitigation Measures

  26. Marginal Abatement Cost Curves PRELIMINARY DRAFT, Not for circulation Developed in conjunction with DNV

  27. Virtual ArrivalOCIMF / INTERTANKO project THE CONCEPT: Virtual arrival is about identifying delays at discharging ports, then managing the vessel’s arrival time at that port/terminal through well managed passage speed, resulting in reduced emissions but not reducing capacity. It is NOT not about blanket speed reduction to match current market conditions. Virtual Arrival is all about managing time and managing speed.

  28. Virtual ArrivalOCIMF / INTERTANKO project THE MECHANICS: • Cooperation agreement between Charterer (Terminal Operator) and Owner • Speed is “optimised” when ship’s estimated arrival is before the terminal is ready • Owners and Charterers agree a speed adjustment • May use an independent 3rd party to calculate / audit adjustment • Owners retain demurrage, while fuel savings and any carbon credits are split between parties

  29. Virtual Arrival- additional benefits • In addition to directly reduced emissions, other benefits include: • Reduced congestion & toxic emissions in the port area • Improved reliability/safety • Potentially increased use of weather routing Important pre-conditions: •   The safety of the vessel remains paramount • The authority of the vessel’s Master remains unchanged • The basic terms of trade remain the same

  30. Is an MBM needed for Shipping ? 1400 1200 1000 MDO/MGO* 800 600 400 HFO 200 0 Jan-10 Jan-09 Sep-09 Sep-10 Jan-01 Jan-02 Jan-03 Jan-04 Jan-05 Jan-06 Jan-07 Jan-08 May-09 May-10 Sep-00 Sep-01 Sep-02 Sep-03 Sep-04 Sep-05 Sep-06 Sep-07 Sep-08 May-01 May-02 May-03 May-04 May-05 May-06 May-07 May-08 With bunker costs frequently 60-80 % of total operating costs, does shipping need any further market incentive to reduce GHG emissions ? Bunker prices 2000 – 2010 [USD/tonne] HFO 380 cst / MDO / MGO*, Fujairah USD/tonne *MGO since Dec 2008 Source: Bunkerworld

  31. THANK YOU For more information, please visit: www.intertanko.com www.shipping-facts.com www.maritimeindustryfoundation.com

  32. Application of the Leverage Incentive Scheme EEDI Attained EEOI Req. EEDI 1 benchmark PATERN 1 Ship 1 0% Req. EEDI 2 Actual 50% Initial EEOI Ship 2 Req. EEDI 3 PATERN 2 100% 50% Ship 3 Reduced EEOI NEW BUILDING EXISTING SHIPS

  33. Application of the Ship Efficiency and Credit Scheme US EEDI (EIr) Efficiency Credit = (EIr – EIa) x Activity Efficient Credit >0 = Sells Credits Efficient Credit < 0 = Buys Credits Existing hip (EIa) New ship IMO EEDI (US EIa) IMO EEDI

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