Information Technology Reference
In-Depth Information
1.1
Development of Greenhouse Gas (GHG) Emissions Reduction Programs
for International Shipping
As GHG emissions call more attention from international society, the programs to cut
down international shipping GHG emissions from the International Marine Organiza-
tion (IMO) became a hot topic. In 1977, state parties of the International Convention
for the Prevention of Pollution from Ships (MARPOL) adopted a new protocol on
ship GHG emissions, which entitled MEPC to examine the feasibility of GHG
emissions reduction proposal.
In the 42nd session of the MEPC in 1998, a project steering committee was
founded to guide the research on ship GHG emissions. At the same time, this session
entitled the IMO to make policies on shipping emissions reduction.
In the 59th session of the MEPC in July 2009, the IMO adopted “EEDI (Energy Effi-
ciency Design Index) Calculation Provisional Guidance,” “EEDI Voluntary Certifica-
tion Interim Guidance,” “Ship of Energy Efficiency Management Plan (SEEMP)” and
“Guidelines to EEOI (Energy Efficiency Operational Indicator) Voluntary Use.” Man-
datory measures to reduce emissions of GHGs from international shipping were adopted
by Parties to MARPOL Annex VI represented in the 62nd session of the MEPC.
In the 64th session of the MEPC in October 2012, the IMO improved further the
draft guidance on treatment of innovative energy efficiency technologies and re-
viewed the interim guidelines for the calculation of the coefficient fw for decrease of
ship speed in representative sea conditions for trial use.
1.2
Literature Review
Generally, there are three ways to reduce shipping emissions, i.e., technical, opera-
tional and market-based measures.
From the technical perspective, the options for ship operators to reduce fuel
consumption of vessels can be broadly divided into five categories: engine and trans-
mission technology, auxiliary power systems, propulsion systems, superstructure
aerodynamics and hull shape [4]. In 2000, study of GHGs emissions from ships ana-
lyzed model tests from MARINTEK's database, which indicated that if the behavior
of the hull in still water is optimized, there is a potential for energy savings in the
range of 5-20% [5]. With respect to modernizing engines, using power turbines to
recover energy from exhaust, or some other measures, such as energy efficiency in the
power generation system, could be increased [6, 7]. Changing energy type could also
be an efficient option to improve engine efficiency. Corbett and Winebrake [8] sug-
gested that bunker oil refining efficiency influences CO 2 emissions significantly.
Non-renewable energy (such as LNG, LPG, and nuclear power [9]) and renewable
energy (such as wind power, solar energy, and biofuels) have been used to substitute
the traditional bunker fuel in recent years. Furthermore, renewable sources could meet
a greater share of the rapidly growing international shipping energy demand in the
long term, while planning for 100% renewable energy for transport plays an import
part in combination with equally important technologies and proposals [10] .
From the perspective of operational measures, policy makers, such as MEPC have
designed EEOI and SEEMP to guide energy efficiency increase of vessels through
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