Air pollution from ships 20081120

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Air pollution from ships(2008-11-20)

• Christer Ågren
• Air Pollution and Climate Secretariat
• www.airclim.org

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Causing 64,000 deaths a year
Globally, emissions from international shipping
in 2002 has been estimated to kill approximately
64,000 people, including 27,000 in Europe. Tiny
airborne particles (PM) cause premature death
through lung and heart disease.
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Cardiopulmonary mortality attributable to ship
emissions worldwide
Source Corbett et al, Environ. Sci. Technol.
(2007)
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Acidification
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Acidification

• Countries with a high proportion of acid fallout
  coming from ships
• SO2-S
• Denmark 45
• Sweden 23
• Netherlands 21
• UK 19
• Ireland 18
• France 12
• Finland 12
• Belgium 12
• Italy 11
• Germany 10

• DAMAGE
• Forests ecosystems (biodiversity)
• Forest soils
• (nutrients, productivity)
• Freshwater ecosystems (biodiversity, recreation)
• Groundwaters
• (corrosion, metals)
• Acid depositions exceed critical loads over
  large areas of sensitive ecosystems. Recovery is
  slow.

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Sulphur deposition from international shipping
(per cent)
2000
2020 CLE
Source IIASA, 2007
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Eutrophication

• Countries with a high pro-portion of NOx-N
  fallout coming from ships
• NOx-N
• Denmark 27
• Sweden 22
• Greece 22
• Norway 21
• Ireland 20
• UK 19
• Portugal 19
• Netherlands 18
• Italy 17
• Spain 16

• DAMAGE
• Natural and semi-natural ecosystems
• (biodiversity)
• Forest soils
• (nutrient imbalance, mycorrhiza)
• Coastal ecosystems
• (algae bloom, oxygen depletion)
• Groundwaters
• (nitrates)
• Nitrogen depositions exceed critical loads over
  large areas of sensitive ecosystems all over
  Europe.

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Ground-level ozone

• Concentrations of O3 are increased by man-made
• emissions of air pollutants, especially NOx and
  VOCs.
• Apart from being harmful to human health,
  elevated levels of O3 cause damage to vegetation
  (forest trees, agricultural crops, natural
  plants) and materials (e.g. textiles, leather and
  rubber).
• Ozone damage to agricultural crops in Europe has
  been valued at more than 4 billion euro per year.

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Areas exposed to excessozone levels
2000 2020 Baseline 2020 MTFR
Areas where the critical level for ozone for
protecting forest trees are being exceeded.
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Developments in IMO

• Initiative 1988, resulted 1997 in MARPOL Annex
  VI,
• which entered into force 19 May 2005
• - Global cap 4.5 S in bunker fuels
• - SECAs max 1.5 S (Baltic May-06 North Sea
  Nov-07)
• - Weak NOx-standards for new engines (post-2000)
• Discussions on strengthening of Annex VI
  initiated in
• July 2005. Agreement achieved on 9 October 2008.
• Good on SO2 but weak on NOx

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Revised Annex VI

• Entry into force 1 July 2010
• Sulphur
• - Global 3.5 2012
• - Global 0.5 2020 (subject to review in 2018)
• - SOx-ECA 1.0 2010 -gt 0.1 2015
• Nitrogen oxides
• - Tier II 16-22 reduction (new engines, 2011)
• - Tier III 80 reduction (new engines in
  ECAs, 2016)
• - Retrofit of some existing engines (10-20
  red.)

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Land-based versus ships
EU emission standards for new Large Combustion
Plants (gt50 MW) equivalent to about 1000 5000
ppm S in fuel.
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SO2-emissions 2000-2020
ktonnes
SO2 emissions
TSAP
IMO
In October 2008 IMO agreed new sulphur emission
standards 0.5 S globally as from 2020 0.1 S
in ECAs as from 2015
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NOx-emissions 2000-2020
ktonnes
NOx emissions
TSAP
IMO
In October 2008 IMO agreed NOx-standards for new
ship engines to be introduced in two steps, 2011
och 2016
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What should be done? (1)

• Ensure implementation of Annex VI
• Activities within IMO (monitoring, compliance,
  sanctions)
• Economic instruments
• EU legislation monitoring
• Strengthening of Annex VI
• - Set stricter NOx emission standards for new
  and existing ships
• - Set emission standards also for other
  pollutants, e.g. PM

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What should be done? (2)

• EU-legislation
• - Minimum fuel/emission standards at max. 0.5 S
  (general) and max 0.1 S (in ECAs)
• - Emission standards for NOx for new and
  existing ship engines
• - Develop an EU marine fuels quality directive
• Establish new ECAs (SOx/NOx)
• - All European sea areas, i.e. Baltic Sea North
  Sea North East Atlantic Mediterranean Black
  Sea

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What should be done? (3)

• Economic instruments
• Environmentally differentiated charges, e.g.
  emission or infrastructure charges
• - To ensure smooth introduction of new standards
• - To ensure NOx-reductions from existing ships
• - To internalise external costs
• Promote shore-side electricity
• Develop monitoring of compliance

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Conclusions

• Air pollution causes significant damage to human
  health and to the natural as well as the man-made
  environment. Ship emissions contribute markedly
  and increasingly to this damage.
• To protect health and the environment,
  considerable further reductions in overall
  emissions are needed.
• Measures to reduce air pollution from ships are
  necessary and cost-effective.
• New Annex VI not enough, especially regarding
  NOx. Should be complemented by EU legislation,
  more ECAs, and economic instruments.
• Ship emission abatement is necessary for the
  environmental credibility, and thus the future
  competetiveness, of shipping.