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Acid Rain
Biggest Source of SO2 & NOx are exhausts
from Diesel Engines
Large Power DE are on Ships
Port Areas very vulnerable
PM (10 & 2.5) is also increasingly becoming
important
GHG-Principally CO2 is also a threat
2
Annex VI covers a number of different
pollutants and/or shipboard operations which
affect air quality:
◦ Oxides of nitrogen (NOx)
◦ Fuel oil quality
◦ Oxides of sulfur (SOx)
◦ Incinerators
◦ Ozone depleting substances
◦ Volatile organic compounds
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CFC HCFC HFC Environmentally
Chlorofluorocarbon Hydrochlorofluorocarbon Hydrofluorocarbon Inert
Production Ban 1996 Transitional Substance Ozone Friendly Natural Substances
Article 5 countries 2010 Banned in new plant Under question
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Nitrogen
Oxides +
Ammonia =
Nitrogen +
Water (In
presence of a
Catalyst)
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Where
Effluent
standards
do not
permit
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Operate
in
Closed
Loop in
Sensitive
Areas
In other
Areas –
open
loop
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Tanker vapour emission controls (VECS)
Requires:
Vapour return line
Vapour manifold
Closed gauging
High level alarm
Overflow control
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MAST
RISER
P/V VAPOUR
HIGH & LOW
VALVE MANIFOLD
PRESSURE ALARMS
TANK
LEVEL
ALARMS
L H
h h
h
CARGO
LEVEL MANIFOLD
GAUGE VAPOUR
OIL
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Incinerators installed on board after 1
January 2000 must be Type Approved
MEPC 76(40)
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Bunker delivery note, retained for 3 years
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KYOTO Protocol-ICAO, IMO
How bad is it? How much will it be in Future?
What is the impact of SOx & NOx regulations?
What technologies are available
GHG regulation from 2013
Domestic
International
International shipping &
Shipping
Aviation fishing
2,7 %
1,9 % 0,6 %
Other Sectors
11,6 % Main Activity
Electricity and
Heat Production
Transport 35,0 %
21,7 %
Unallocated
Autoproducers
Other Energy 3,7 %
Manufacturing
Industries and Industries
Construction 4,6 %
18,2 %
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Share of Shipping
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Tank
Bulk
General Cargo
Container
RoRo /Vehicle
Regional
Coastwise
ships
Other
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Modal comparison of CO2
efficiency
Range of typical CO2 efficiencies for various cargo carriers
Crude
LNG
General Cargo
Reefer
Chemical
Bulk
Container
LPG
Product
RoRo / Vehicle
Rail
Road
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• Significant increase Scenarios for CO2 emissions from International Shipping from
• In order to harmonise
6000
A2
B1
with global need for 5000
B2
1000
A1T
A1FI
B2
B1
A2
A1B
2000 2010 2020 2030 2040 2050
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The regulatory mechanism for reduction of
GHG from shipping is currently focussed on
the following
◦ A mandatory Energy Efficiency Design Index (EEDI)
for new ships.
◦ Development and implementation of an Energy
efficiency management plan by ship operators and
use of the same for differential/preferential tariffs
and treatment at ports/charterers etc.
◦ Emissions trading scheme.
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Hybrid Ships = Hybrid Propulsion + Various Energy
Input (fuel) mix including Renewable Energy
Prime Mover = Diesel Engine / Gas / Steam Turbine
Fuel: HFO open sea, MGO in ECA, Dual Fuel, LNG, (Bio
diesel blends)
Drive Train= Diesel Electric seems to lead the way
except for large ships (ULCC etc). Direct Drive option
for large DWT ships
Power Augmentation
◦ Fuel Cell (Where do we get Hydrogen?)
◦ WIND-Sail / Kite
◦ SOLAR-Lighting loads
TANIA = There Are No Ideal Answers
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19-Application (400 GT or above 2013
onwards)---Exceptions (DE Ships, Hybrid etc)
20- Attained EEDI
21- Required EEDI
International Energy Efficiency certificate
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Each ship shall keep on board a ship specific
Ship Energy Efficiency Management Plan
(SEEMP). This may form part of the ship's
Safety Management System (SMS).
2 The SEEMP shall be developed taking into
account guidelines adopted by the
Organization.
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