page 1 page 2 page 3 page 4 page 5 page 6 page 7 page 8 page 9 page 10 page 11 page 12 page 13 page 14 page 15 page 16 page 17 page 18 page 19 page 20 page 21 page 22 page 23 page 24 page 25 page 26 page 27 page 28 page 29 page 30 page 31 page 32 page 33 page 34 page 35 page 36 page 37 page 38 page 39 page 40 page 41 page 42 page 43 page 44 page 45 page 46 page 47 page 48 page 49 page 50 page 51 page 52 page 53 page 54 page 55 page 56 page 57 page 58 page 59 page 60 page 61 page 62 page 63 page 64 page 65 page 66 page 67 page 68 page 69 page 70 page 71 page 72 page 73 page 74 page 75 page 76 page 77 page 78 page 79 page 80 page 81 page 82 page 83 page 84 page 85 page 86 page 87 page 88 page 89 page 90 page 91 page 92 page 93 page 94 page 95 page 96 page 97 page 98 page 99 page 100 page 101 page 102 page 103 page 104 page 105 page 106 page 107 page 108 page 109 page 110 page 111 page 112 page 113 page 114 page 115 page 116 page 117 page 118 page 119 page 120 page 121 page 122 page 123 page 124 page 125 page 126 page 127 page 128 page 129 page 130 page 131 page 132 page 133 page 134 page 135 page 136 page 137 page 138 page 139 page 140 page 141 page 142 page 143 page 144 page 145 page 146 page 147 page 148 page 149 page 150 page 151 page 152 page 153 page 154 page 155 page 156 page 157 page 158
|
LOGISTICS097Photo: IMO has beendeveloping technical andoperational measures toreduce greenhouse gasemissions from shipsbetween US$34 to US$68 billion in fuel costs, as wellas reduce CO2 emissions from international maritimetransport by up to 200 million tonnes, by 2020.Shipping is already the most energy efficient way totransport goods and raw materials around the worldand, as such, is only a modest contributor to global(GHG) emissions. In the 2009 IMO Study on GHGEmissions from Ships, international shipping wasestimated to have emitted 870 million tonnes, orabout 2.7 per cent of the global emissions of CO2 in2007, despite being responsible for carrying morethan 90 per cent of world trade by tonne-mile. Nevertheless, through IMO, Governments have beenengaged for some considerable time in a processaimed at reducing still further the release of harmfulatmospheric emissions from ships. Due to the globalcharacter of shipping, an effective control regimerequires global regulation that applies universally to allships and thereby maintains a level playing-field for allships, irrespective of the country in which the ship isregistered (flag State) or the nationality of the vessel'sownership. This has now been achieved, through theamendments to MARPOL Annex VI.The amendments to MARPOL Annex VI add a newChapter 4 to the Annex, entitled Regulations on energyefficiency for ships to make mandatory the EnergyEfficiency Design Index (EEDI), for new ships, and theShip Energy Efficiency Management Plan (SEEMP) forall ships. Other amendments to Annex VI add newdefinitions and the requirements for survey andcertification, including the format for the InternationalEnergy Efficiency Certificate.TECHNICAL AND OPERATIONALMEASURESThe EEDI is a technical measure, which requires allnew ships above 400 gross tonnage to meet aminimum energy efficiency level per capacity mile (i.e. tonne mile). The required energy efficiency level will beincreasingly tightened with ships built in or after 2013having to be 10 per cent more efficient, ships built in orafter 2020 having to be 20 per cent more efficient andships built after 2024 having to be 30 per cent moreefficient than the average ships built between 2000and 2010. To measure compliance, IMO will use ametric calculation called the EEDI formula. Thus, the EEDI is a non-prescriptive, performance-basedmechanism that leaves the choice of technologies touse in a specific ship design to the industry. As long asthe required energy-efficiency level is attained, shipdesigners and builders are free to use the most cost-efficient and feasible solutions for the ship to complywith the regulations. Moreover, the EEDI will stimulatecontinued technical development of all thecomponents influencing the fuel efficiency of a ship. To allow for national shipping Administrations,particularly in developing countries, that need moretime to be able to implement and enforce the newenergy efficiency measures, a shipping Administrationmay waive the EEDI for the first four years. The SEEMPis an operational measure that applies to all new andexisting ships. It establishes a mechanism to assist theinternational shipping industry to achieve cost-effective energy efficiency improvements of themanner in which a ship is being operated. It providesan approach for monitoring ship and fleet efficiencyperformance over time, using the Energy EfficiencyOperational Index, also developed by IMO, as amonitoring tool and benchmark. It urges the shipowner and operator at each stage of the plan toconsider new technologies and practices when seekingto optimise the performance of a ship.MARKET-BASED MEASURESAside from the new MARPOL amendments, it has alsobeen recognised that technical and operationalmeasures would not be, in the longer term, sufficientto meet the overall reduction objectives indicated byscientific research - particularly in view of the growthprojections for world trade and, as a consequence, ofshipping. IMO has, therefore, concluded that a market-based measure (MBM) is also needed, as part of acomprehensive package of measures for the effectiveregulation of GHG emissions from internationalshipping. MBMs place a price on GHG emissions,thereby providing both an economic incentive for themaritime industry to invest in more fuel-efficient ships and technologies and to operate ships in a more energy-efficient manner, and a mechanism tooffset growing ship emissions in other sectors. Inaddition, MBMs can generate funds that could be used for different purposes such as climate changeactions in developing countries. In recent sessions,MEPC has been considering a number of MBMproposals submitted by Governments and observerorganisations.RECONCILING UNFCCC AND IMOPRINCIPLESIMO was established as a specialised agency under theUnited Nations to regulate all aspects of internationalshipping. IMO is therefore regarded as the solecompetent organisation with a global mandate toregulate the reduction or limitation of GHG emissionsfrom international shipping. The global nature ofshipping is addressed in IMO's constitutiveConvention, which enshrines the "No More FavourableTreatment" (NMFT) Principle, which requires ships tobe regulated without discrimination on account of theflag they fly or the nationality of the owner.On the other hand, the UNFCCC principle of "CommonBut Differentiated Responsibilities" (CBDR) has beenagreed to enable the sharing of burdens betweenStates and to place obligations for reductions inemissions principally on countries with historicresponsibility for the current and projected climateeffects. Reconciling the CBDR Principle with IMO'sNMFT Principle has proven a challenge. However, dueto the global nature of shipping, and the fact that mostships are registered in open registries established indeveloping countries, historic emission responsibilitieswithin the global shipping industry are quite differentfrom those within land-based industrial sources ofGHG emissions. Recognising the fundamental importance of the CBDRPrinciple under the UNFCCC regime and, at the sametime, conscious of IMO's NMFT Principle, IMO and its098LOGISTICS" "SHIPPING IS ALREADY THEMOST ENERGY EFFICIENT WAY TOTRANSPORTGOODS AND RAWMATERIALSAROUND THEWORLD AND, AS SUCH, IS ONLY A MODEST CONTRIBUTOR TOGLOBAL (GHG)EMISSIONS |