Beruflich Dokumente
Kultur Dokumente
Seas At Risk
Bellona Foundation
North Sea Foundation
European Environmental Bureau
Swedish NGO Secretariat on Acid Rain
European Federation for Transport and Environment
Increasing emissions Emissions from shipping contribute significantly to the concentrations and fallout
of harmful air pollutants in Europe.
There are however technical means by which these pollutants could be cut by as
much as 80–90 per cent, and very cost-effectively compared to achieving similar
results by taking further measures for land-based sources.
Such reductions are needed to protect health and the environment, and to
develop shipping as a more sustainable mode of transport.
������
EU27 = Emissions from land-based sources in all EU countries (incl. domestic shipping).
� Sea = Emissions from international shipping in European sea areas.
���� ���� ���� ���� ���� TSAP = Target in line with the EU Thematic Strategy on Air Pollution from September 2005.
IMO = Expected outcome from implementing the preliminary IMO-agreement from April 2008.
Figure 2: Emissions of NOx 2000–2020 (ktonnes).
2
Although most of the
pollutants emitted by
international shipping get
deposited over the sea, it is
the largest single source of
acidifying and eutrophying
fallout over many countries
in Europe. It also contributes
significantly to raising the
levels of health-damaging
fine particles and ozone.
3
International action Although some countries, such as Sweden and Norway,
have taken steps to attack the problem of ships’ emissions
independently, on the whole little has been done about it.
IMO
Shipping being largely an international business, it would by the North Sea in 2007. Annex VI also sets limits on
be logical to try and bring about global agreement for the emissions of NOx from new ship engines, but these
control of its emissions, and such attempts have been standards are so weak that in practice they do not have
made in the Marine Environment Protection Committee any appreciable effect.
(MEPC) of the UN International Maritime Organiza- During negotiations on the revision of Annex VI, a deal
tion (IMO). was reached by IMO’s member states at an MEPC meeting
After years of negotiation, agreement was reached in in April 2008. According to this, the sulphur content of
1997 on an air-pollution annex to the IMO’s MARPOL all marine fuels will be capped at 0.5% worldwide from
Convention – Annex VI, which came into force in 2005. 2020. In a first step, the global cap should be lowered to
It includes a global cap of 4.5% on the sulphur content 3.5% as from 2012. The ECAs will face a stricter limit
of fuel oil, and contains provisions allowing for special of 1.0% in 2010 and 0.1% in 2015.
emission control areas (ECAs) to be established with There was also agreement on nitrogen oxide (NOx)
more stringent control on sulphur emissions. emission standards for new ship engines in two steps.
In these areas, the sulphur content of fuel used on- In the first step, emissions would be cut by 16–22% by
board ships must not exceed 1.5%. Alternatively, ships 2011 relative to 2000, and in the second step by 80%
must fit an exhaust gas cleaning system or use other by 2016. The latter (longer-term) limit would only apply
methods to limit their SO2 emissions. The Baltic Sea was in the specially designated ECAs, however. As regards
the first to ECA to enter into force in 2006, followed existing engines, no significant reductions are expected
By fitting SCR to all its engines, the emissions of nitrogen oxides from Viking Line’s The freighter MS Cellus emits 90 per
MS Cinderella are cut by 97%, down to 0.4 g/kWh. MS Cinderella also uses low- equivalent standard ship. It is equipp
sulphur (< 0.5%) fuel, and is in Stockholm connected to shore-side power. low-sulphur fuel oil.
4
– it was agreed that some of the largest existing engines
Cost-effective measures
from the period 1990–1999 should be fitted with an
emission-reducing “kit” that is expected to reduce NOx The costs of typical measures for reducing the emissions
emissions by 10–20 per cent. of SO2 from ships range from 0.3 to 2.5 €/kg and of
The agreement must be finally approved at the MEPC’s NOx from 0.01 to 0.6 €/kg. The measures required to
plenary body meeting in October 2008. It will then go further reduce emissions of the same pollutants from
into effect by March 2010. sources on land would generally cost more, and in some
cases much more.
EU One reason for costs at sea being lower is that the
Although it has long been held within the European Union easiest and least expensive measures have already been
that shipping is a matter for the IMO, the Commission taken ashore, but not yet at sea.
has recently been investigating the economic, legal, en- The cost-effectiveness of abatements at sea has been
vironmental, and practical implications of co-ordinated studied by IIASA, the International Institute for Applied
EU action for reducing the emissions of air pollutants Systems Analysis, both with regard to the EU directive
from ships. This initiative was partly spurred by the EU on national emission ceilings and the thematic strategy
directive on national emission ceilings requiring the Com- on air pollution.
mission to present a programme of action for reducing Their analyses clearly show that by combining measu-
emissions from international maritime traffic. res for shipping and land-based sources, the health and
A directive regulating the sulphur content of marine environmental targets could be attained at a considerably
fuels was adopted in 2005, largely confirming the global reduced cost. Alternatively, significantly improved health
Annex VI standards, but also setting a 1.5% limit for all and environmental protection could be achieved at the
passenger ferries in the EU, and a 0.1% limit for vessels same cost.
at berth. The directive is to be reviewed in 2008. There
are no EU standards for NOx or PM emissions from
sea-going ships.
5
The means are available The technology already exists for cost-effective reduction of the
emissions of SO2, NOx and PM from ships.
Sulphur dioxide
Low-sulphur fuel. Sea-going ships burn extremely dirty Selective Catalytic Reduction, SCR, is a system for
fuels that contain on average 2.5–3% sulphur – almost after-treatment of exhaust gases. It can reduce emissions
3,000 times the sulphur content of road diesel fuel in of NOx by more than 90%, and operates better with
Europe. Emissions are directly proportional to the sulphur low-sulphur fuel oil. There are now around 100 ships
content of the fuel, and the simplest way of reducing them fitted with SCR – many of them are frequent callers at
is to use fuel oil with a low sulphur content. Swedish ports.
Because of its higher quality, low-sulphur distillate
fuel has the advantage of making for smoother engine Gas engines
running, with less risk of operating problems and less Ship engines can also operate on natural gas (LNG) and
maintenance costs. It also significantly reduces emissions in this way reduce SO2 emissions to almost zero since
of PM and several other harmful substances. there is no sulphur in LNG. Emissions of NOx and PM
Scrubbers. A possible alternative option is to install are also significantly reduced, by 80% or more.
flue gas cleaning, or scrubbers. This is a relatively new
technology, and trials are ongoing. There are still some Shore-side electricity
questions regarding e.g. abatement efficiency, use in While docked at the port, ships shut off their propulsion
harbour areas, and waste production and handling. engines, but use their auxiliary engines to power refrigera-
tion, lights, pumps and other equipment. If ships connect
Nitrogen oxides to a shore-side power supply instead, emissions of SO2,
Internal Engine Modifications (IEM), Exhaust Gas Recircu- NOx and PM can be cut by 90% or more.
lation (EGR) and water injection are different techniques
for preventing the formation of NOx during combustion. Alternative energy sources
The potential for emission reduction is around 30–50%, The use of fossil fuel must come down. Experiments with
the highest for water injection. wind power (SkySails) and fuel cells are ongoing. Small
HAM, Humid Air Motor, prevents NOx-formation craft operate on solar power and scaling this technology
during combustion by adding water vapour to the combus- up is a challenge for the shipping industry.
tion air. The method is able to reduce NOx by 70–85%.
6
Six environmental organizations – the European Environmental
Bureau, European Federation for Transport and Environment,
Seas At Risk, North Sea Foundation, Bellona Foundation, and the
Swedish NGO Secretariat on Acid Rain – have jointly worked out
a series of recommendations for action to be taken.
7
To get more information
More information on ships and air pollution is available at the websites of the
organizations listed below. Further copies of this pamphlet can be obtained free of charge
on request to The Swedish NGO Secretariat on Acid Rain, address below. It can also be
downloaded in pdf format from the secretariat’s website at www.acidrain.org.
PRODUCED BY: MILJÖINFORMATION ÅSTRÖM & NILSSON AB. PRINTED BY SNABBA TRYCK, VISBY, SWEDEN, JUNE 2008. PHOTOGRAPHS BY / COPYRIGHTS ©: COVER: ERIC GEVAERT/FOTOLIA.COM,
PAGE 3: GEORG SESSLER/JOHNÉR. PAGE 4–5: VIKING LINE (LEFT) AND SODRA (RIGHT). PAGE 7: EUROPEAN COMMUNITY