The purpose of this paper is to assess the status and prospects of the decarbonization of maritime transport. Already more than two years have passed since the landmark decision of the International Maritime Organization (IMO) in April 2018, which entailed ambitious targets to reduce greenhouse gas (GHG) emissions from ships. The paper attempts to address the following three questions: (a) where do we stand with respect to GHG emissions from ships, (b) how is the Initial IMO Strategy progressing, and (c) what should be done to move ahead? To that effect, our methodology includes commenting on some of the key issues addressed by the recently released 4th IMO GHG study, assessing progress at the IMO since 2018, and finally identifying other issues that we consider relevant and important as regards maritime GHG emissions, such as for instance the role of the European Green Deal and how this may interact with the IMO process. Even though the approach of the paper is to a significant extent qualitative, some key quantitative and modelling aspects are considered as well. On the basis of our analysis, our main conjecture is that there is not yet light at the end of the tunnel with respect to decarbonizing maritime transport.
International shipping is at a crossroads as regards decarbonization. The Paris climate change agreement in 2015 (COP21) was hailed by many as a most significant achievement. Others were less enthusiastic, and more recently American President Trump decided to take the U.S. out of the agreement. Four years earlier, the International Maritime Organization (IMO) had adopted the most sweeping piece of regulation pertaining to maritime greenhouse gas (GHG) reduction, in the name of the Energy Efficiency Design Index (EEDI). In addition, one year after COP21, the IMO adopted a mandatory data collection system for fuel consumption of ships and agreed on an initial strategy and roadmap on the reduction of GHG emissions from ships. This paper takes a critical look at the above and other recent developments and focuses on the challenges faced by the industry if a path to significant CO2 reductions is to be successful. Difficulties and opportunities are identified, and the paper conjectures that the main obstacles are neither technical nor economic, but political.
This report is in the context of the DMA-DTU project on Market Based Measures (MBMs) The aim of this project is to provide an overview and discussion of potential Market Based Measures under the Initial IMO Strategy for the reduction of green house gas (GHG) emissions from ships. In this context, some related developments are also seen as directly relevant to the scope of the project, mainly in the context of the possible inclusion of shipping into the EU Emissions Trading System (ETS). In 2010 an Expert Group was appointed by the IMO’s Secretary General after solicitation of member states and was tasked to evaluate as many as eleven (11) separate MBM proposals, submitted by various member states and other organizations. All MBM proposals described programs and procedures that would target GHG reductions through either ‘in-sector’ emissions reductions from shipping, or ‘out-of-sector’ reductions via the collection of funds to be used for mitigation activities in other sectors that would contribute towards global reduction of GHG emissions.
This paper examines if eco-rating schemes improve environmental outcomes in the context of the
international shipping industry. Shipping faces global environmental challenges and has recently
witnessed the introduction of several eco-rating schemes aiming to improve the environmental
performance of ships. Extending the private environmental governance literature into a mature
service industry with global operations, the paper shows that concerns about eco-rating schemes’
effectiveness also have relevance here. Shipping eco-rating schemes fall short of best practices for
design and governance, and this hampers improvement efforts. The study has policy implications for
the achievement of improved environmental outcomes in the shipping industry.
This paper presents a detailed BC, NOx and SO2 emission inventory for ships in the Arctic in 2012 based on satellite AIS data, ship engine power functions and technology stratified emission factors. Emission projections are presented for the years 2020, 2030 and 2050. Furthermore, the BC, SO2 and O3 concentrations and the deposition of BC are calculated for 2012 and for two arctic shipping scenarios – with or without arctic diversion routes due to a possible polar sea ice extent in the future.
In 2012, the largest shares of Arctic ships emissions are calculated for fishing ships (45% for BC, 38% for NOx, 23% for SO2) followed by passenger ships (20%, 17%, 25%), tankers (9%, 13%, 15%), general cargo (8%, 11%, 12%) and container ships (5%, 7%, 8%). In 2050, without arctic diversion routes, the total emissions of BC, NOx and SO2 are expected to change by +16%, −32% and −63%, respectively, compared to 2012. The results for fishing ships are the least certain, caused by a less precise engine power – sailing speed relation.
The calculated BC, SO2, and O3 surface concentrations and BC deposition contributions from ships are low as a mean for the whole Arctic in 2012, but locally BC additional contributions reach up to 20% around Iceland, and high additional contributions (100–300%) are calculated in some sea areas for SO2. In 2050, the arctic diversion routes highly influence the calculated surface concentrations and the deposition of BC in the Arctic. During summertime navigation contributions become very visible for BC (>80%) and SO2 (>1000%) along the arctic diversion routes, while the O3 (>10%) and BC deposition (>5%) additional contributions, respectively, get highest over the ocean east of Greenland and in the High Arctic.
The geospatial ship type specific emission results presented in this paper have increased the accuracy of the emission inventories for ships in the Arctic. The methodology can be used to estimate shipping emissions in other regions of the world, and hence may serve as an input for other researchers and policy makers working in this field.
Denne artikel beretter om CO2, NOx og PM2,5 emissioner fra skibe i Københavns Havn for perioden 2015-2019 beregnet i projektet ” ” Kortlægning af udviklingen i luftforurening fra krydstogsskibe og andre skibe i danske havne” udført af DCE - Nationalt Center for Miljø og Energi under Aarhus Universitet, for Miljø- og Fødevareministeriet (MFVM). De største kilder i havnen i alle år er krydstogtskibe, fulgt af tankskibes oliepumpning (losning af olieprodukter), passagerskibe, tankskibe, containerskibe og general cargo. Mindre bidrag beregnes for ro-ro cargo og slæbebåde samt uddybningsfartøjer, bulkskibe, forskningsskibe, offshorefartøjer og flydekraner. Pr. skibstype i 2019 beregnes følgende resultater for energiforbrug, CO2, NOx og PM2.5 (procentandele i parentes) for krydstogtskibe (56 %, 57 %, 50 %, 71 %), tankskibes oliepumpning (14 %, 13 %, 18 %, 8 %), passagerskibe (9 %, 9 %, 7 %, 9 %), tankskibe (6 %, 6 %, 8 %, 4 %), containerskibe (5 %, 5 %, 6 %, 3 %), general cargo (5 %, 5 %, 5 %, 2 %), slæbebåde (2 %, 2 %, 1 %, 1 %), ro-ro cargo (1 %, 1 %, 1 %, 0 %) og øvrige skibe (2 %, 2 %, 3 %, 1 %). Øvrige skibe omfatter uddybningsfartøjer, bulkskibe, forskningsskibe, offshorefartøjer og flydekraner.Udviklingen i CO2 emissionerne følger udviklingen i energiforbruget. De totale CO2 emissioner ændrer sig kun lidt i perioden fra 2015 til 2019, men varierer en del fra år til år for de forskellige skibstyper. Fra 2015 til 2019 stiger de samlede CO2 NOx og PM2.5 emissioner med hhv. 7 %, 5 % og 31 %. De totale emissionsstigninger skyldes især 24 % flere anløb med gradvist større krydstogtskibe i perioden, der i højere grad benytter tung olie og scrubberteknologi. Scrubberen, hvis funktion er at rense røggassen for svovl, er mindre effektiv til at begrænse udledningen af PM2.5. For krydstogtskibe beregnes CO2[NOx, PM2.5] e missionsstigninger på 34 %[26 %, 62 %]. For alle andre skibe og olie pumpning falder CO2[NOx, PM2.5] emissionerne med hhv. 13 %[8 %, 8 %]og 17 %[15 %, 16 %].
The purpose of this chapter is to present some basics as regards the energy efficiency of ships, including related regulatory activity at the International Maritime Organization (IMO) and elsewhere. To that effect, the Energy Efficiency Design Index (EEDI) is first presented, followed by a discussion of Market Based Measures (MBMs) and the recent Initial IMO Strategy to reduce greenhouse gas (GHG) emissions from ships. The discussion includes commentary on possible pitfalls in the policy approach being followed.
Due to the increasing impacts of ships pollutants on the environment and the preventive laws that are tightening every day, the utilization of all-electric ships is a recent emerging technology. Being a promising technology, the usage of fuel cells as the main energy resource of marine vessels is an interesting choice. In this article, an all-electric hybrid energy system with zero emission based on fuel cell, battery, and cold-ironing is proposed and analyzed. To this end, actual data of a ferry boat, including load profiles and paths, are considered to assess the feasibility of the proposed energy system. The configuration of the boat and energy resources as well as the problem constraints are modeled and analyzed. Finally, the boat's energy management in hourly form for a one-day period is implemented. The improved sine cosine algorithm is used for the power dispatch optimization, and all models are implemented in MATLAB software. Based on the analysis results, the proposed hybrid system and the energy management method have high performance as an applicable method for the marine vessels. In addition, to be a zero-emission ship, the proposed system has an acceptable energy cost.
All-electric ships, and especially the hybrid ones with diesel generators and batteries, have attracted the attention of maritime industry in the last years due to their less emission and higher efficiency. The variant emission policies in different sailing areas and the impact of physical and environmental phenomena on ships energy consumption are two interesting and serious concepts in the maritime issues. In this paper, an efficient energy management strategy is proposed for a hybrid vessel that can effectively consider the emission policies and apply the impacts of ship resistant, wind direction and sea state on the ships propulsion. In addition, the possibility and impact of charging and discharging the carried electrical vehicles’ batteries by the ship is investigated. All mentioned matters are mathematically formulated and a general model of the system is extracted. The resulted model and real data are utilized for the proposed energy management strategy. A genetic algorithm is used in MATLAB software to obtain the optimal solution for a specific trip of the ship. Simulation results confirm the effectiveness of the proposed energy management method in economical and reliable operation of the ship considering the different emission control policies and weather condition impacts.
Maritime shipping is regarded as the most efficient mode of transport; however, its contribution to climate change through greenhouse gas emissions and the health issues related to shipping activity near residential centers cannot be neglected. In recent years, the efforts of regulators, ship operators, and port authorities have led to actions for ship emissions reduction to improve shipping's environmental performance. This work builds on an activity-based methodology that allows the estimation of emissions and examines environmental effects of slow steaming, fuel regulations, near-port speed-reduction schemes, and cold ironing. Pollutant emissions of carbon dioxide, sulfur dioxide, nitrogen oxides, and black carbon are modeled. A linear programming model minimizes fuel consumption through speed differentiation on a shipping line's routes based on fuel costs and binding regulations in each segment of the journey. Although the examined emissions-reduction actions may have a positive regional environmental effect by cutting emissions, it is possible that additional emissions are generated elsewhere because of increased sailing speeds beyond regulated areas. Trade-offs between pollutants are observed for reduction actions that may have a positive effect on some emission species but at the same time result in additional particulate matter and black carbon emissions. The presented framework allows key actors to conduct comprehensive studies and design improved emissions reduction actions with fewer negative impacts in other areas.