GENERAL IMPACTS OF EMISSION FROM SHIPPING OPERATIONS ON THE ENVIRONMENT AND HUMAN HEALTH
Added on 2020-06-05
50 Pages16565 Words450 Views
|
|
|
POTENTIAL MEASURETO REDUCE EMISSIONFROM SHIPS
TABLE OF CONTENTSCHAPTER 3: GENERAL IMPACTS OF EMISSION FROM SHIPPING OPERATIONS ONTHE ENVIRONMENT AND HUMAN HEALTH.........................................................................13.1 INTRODUCTION............................................................................................................13.2. Air emissions from shipping ..........................................................................................23.3. The effects of high sulphur content of fuel oil on ship operations..................................63.4. Ship emission impact in selected sea areas.....................................................................73.5. Conclusion.....................................................................................................................14CHAPTER 4: SOLUTION AT IMO + EU TO REDUCE EMISSION LESSON TO LEARNFROM THE EU.............................................................................................................................154.1 INTRODUCTION..........................................................................................................154.2 Environmental and public impacts from shipping are increasing..................................154.3 Shipping Emissions and Associated Impacts ................................................................164.4 IMO Regulations ...........................................................................................................184.5 GHG governance............................................................................................................254.5 Others.............................................................................................................................32CHAPTER 5: SOLUTIONS IN WEST AFRICA AND DISCHARGE CONTROL FIELD IFTHIS POSSIBLE FOR WEST AFRICA.......................................................................................335.1 Overview of Annex VI of MARPOL.............................................................................335.2 Discharge control area....................................................................................................335.2.1 Overview of discharge control area.............................................................................335.2.2 Emission Control Area (ECA) Criteria.......................................................................345.3 Methods for SOx reduction............................................................................................425.3.1 Low Sulphur Fuel Oil ( LSFO)...................................................................................425.3.2 Exhaust gas cleaning systems......................................................................................435.3.2.1 Sea water scrubber....................................................................................................435.3.2.2 Fresh Water Scrubber...............................................................................................44Conclusion.....................................................................................................................................45REFERENCES..............................................................................................................................47
Illustration IndexIllustration 1: The ship traffic density in June 2009 based on AMVER.........................................3Illustration 2: Approximation of ship distribution based on ICOADS............................................4Illustration 3: Comparing Fuel Consumption, CO2 and Other Emissions from InternationalShipping and Aircraft for the Year 2000.........................................................................................6Illustration 4: Map of Mediterranean Sea......................................................................................10Illustration 5: Straits of Malacca Map. Source: Fajar Nugraha 2009............................................13Illustration 6: Global Co2 emissions from shipping......................................................................17Illustration 7: Global Non GHG emissions....................................................................................18Illustration 8: CO2 reductions from EEDI balance........................................................................19Illustration 9: Existing and Future ECAs in the World..................................................................20Illustration 10: MARPOL Annex VI SOx Content Limit..............................................................21Illustration 11: Shipping governance.............................................................................................25Illustration 12: Carbon performance of the biggest shipping firms...............................................26Illustration 13: Reduction discharge governance survey...............................................................30Illustration 14: Sox scrubber..........................................................................................................31Illustration 15: The SECA delineation of the Baltic and the North Sea........................................36Illustration 16: The estimation of SOx emissions within the Baltic and the North Sea SECA ...38Illustration 17: The ECA delineation of EEZ US and Canada ....................................................39Illustration 18: ECA nd global sulphur cap redction progress from 2006 - 2020..........................43Illustration 19: Principle diagram of sea water scrubbing (SWS) process....................................44Illustration 20: Principle diagram of freshwater scrubbing (FWS) process..................................45
CHAPTER 3: GENERAL IMPACTS OF EMISSION FROM SHIPPINGOPERATIONS ON THE ENVIRONMENT AND HUMAN HEALTH.3.1 INTRODUCTIONThis particular section of dissertation includes information on study done regarding theimpacts of various emissions from the shipping operations along with their impacts onsurrounding environment and human life. It includes the discussion on growth of the maritimetransportation along the geographical distribution of shipping traffic areas. However, the focus isdone on various types of emission that are emitted in air and in water which pose harm to themarine ecosystem, surrounding environment and human health.3.1.1. The growth of maritime transportationGlobal trading driven maritime transport organisation is related to the expansion of wideship emission inventories. There is a significant impact of Merchant ships on the worldwidecargo transportation with the exchange volume of 80% of the trade in world. According to theinformation aggregates good loaded was exceeded up to 8 million tons in 2007 and it was alsofound that majority of the good that was loaded was dry cargo (United Nations Conference onTrade and Development (UNCTAD, 2008). The fleet number in whole world were influenced bythe request of worldwide seaborne exchange invariably up to a reasonable capacity to carry outthe supply of goods. The world fleet having more than 100 GT of impelled maritime vesselsincludes 97,504 vessels of 774.5 million GT having the average age of 22 years (IMO, 2008)which includes the general cargo ships, container vessels, passenger's vessels, bulk carrier and oiltankers. In case when whatever that was said is completed than in return, the quantity of all dryand liquid transporting cargo vessels which contains coal, phosphate, grain, oil, ore,bauxite/alumina, press metal and many other cargo's were expanded step by step in upcomingmore than 3 decades. In a survey that was conducted for loaded cargo statistics of maritimetransport reveals the high volume carriage having low value good such as grain and phosphateand regardless to this there has been a significant expand in high estimation products that areconveyed by these containers.On the basis of Fearnley's review it was found that over the year around 32,932 billionton-miles international seaborne transport was recorded in 2007 against the 31,447 billion ton-miles in 2006 (UNCTAD, 2008). However, it was found that estimated figure were highlyeffected due to economic crises and the demands for transportation through cargo along the sea,1
which was attuned from the transport freight rate. Also, there were different ways for each typeof commodity to represent their transport fright rate which includes: the Baltic Exchange DirtyTanker Index (BDTI) for crude oil, the Hamburg Index (HIX) for container and Baltic ExchangeDry Index (BDI) for dry bulk. The BDI was dramatically depreciated more than 11-fold from11,793 in May 2008 to 891 in November 2008 (UNCTAD, 2008) followed by BDTI fromaround 2100 in May 2008 to below 600 in February 2009 (UNCTAD, 2009, p.14) and HIX as(Dynamar, 2009) writes “HIX decreased by 24% and 75% in February 2008 and February 2009respectively” (UNCTAD, 2009, p.11). As the result of sharp decline in demand of transport services because of the financialcrises, downsize in indexes were observed that further resulted in reduction of internationaltrade. Because of low demand for the maritime transport only small amount of ships were in usewhile other merchant ships have not been used for a period. According to an example, Lloyd’sList 2009 reveals that about 17.3 million dead weight ton of bulk carrier fleet or 9% of theglobal fleet is not in use (UNCTAD, 2009, p.10) and according to Containerization International2009 reports about 11% of the world's container fleet has been set down (UNCTAD, 2009, p.12).And it was assumed that it may take from few months to several years in order to overcome fromthe ongoing problem in shipping business. Similarly, the rate of BDI in February 2009, havefluctuated from 600 to 2000 (UNCTAD, 2009, p.11). Although, it does not depict the recovery asthere are many other indexes that are still unaffected. However, the economic crises is still on theway and in order to keep merchant vessels the pre-eminent mode of transport the company isproviding high volume cargo carriages at lower shipping costs. Thus, it can be inferred that thedevelopment of maritime transport tends to increase the emission inventories, however the crisesis still going on.3.2. Air emissions from shipping 3.2.1. The Geographical distribution of ship traffic areas.Ships is the large watercraft that connects loading port to the unloading port in wholeworld. These loading and unloading ports are connected through many trade routes of maritimebetween Europe and America, Asia and America, and Europe and Asia. Also, the major loadingports were mainly found in Asian region. For example, the ports of Singapore and China belongsto twenty container terminal. On the basis of the above mentioned route the shipping trafficdensity is concentrated in areas which fall in between 10o latitude north and 60o latitude north2
from the equator. And on the basis of this it was found that 85% of the ship traffic occurs in thenorthern hemisphere (Friedrich, Heinen, Kamakaté & Kodjak, 2007, p.24). Many largecontinents are located in northern hemisphere, similarly most of the trade areas are found in thatregion only. For example, the engaged trade route in whole northern hemisphere region is trans-Atlantic Ocean which links North America and European countries along the coast of china.Illustration 1: The ship traffic density in June 2009 based on AMVERSource: Fajar Nugraha 2009.However, the high ship traffic density is mostly found in the coastal areas, even trans-ocean routes being the main shipping lane. On the basis of the figure 2.1, in accordance withAutomated Mutual Assisted Vessel Rescue System (Fajar Nugraha, 2009), the density of trans-ocean route is only 5-14 vessels per month that includes both Trans-Atlantic and Trans Pacificroutes (Fajar Nugraha, 2009). And when this data is compared with data of other routes thatincludes the North Sea and the Baltic Sea, the Straits of Malacca and along the china coast, eastand west coast America and the Mediterranean Sea it was found that ship traffic that was foundin this region in 15 to more than 50 vessels/month. This pattern of shipping traffic is same asfound in past months.3
Illustration 2: Approximation of ship distribution based on ICOADS.Source: Fajar Nugraha 2009.On the basis of data obtained from Global ship movements from InternationalComprehensive Ocean–Atmosphere Data Set (ICOADS) and AMVER database it was found thatships concentration was high is coastal areas. According to ICOADS database, 1.9 million shipson daily basis indicates that, 36% of ships are operated within 25 nm from shore, 44% of shipsare found within 50 nm from shore and 70% of ship traffic occurs within 200 nm from shore(IMO, 2009, p. 21). As a result of large amount of traffic several problems are raised related toair quality on land. It is mainly due to release of emission from ship and effect of direction andvelocity of wind. Thus, maritime transport become a serious threat to environment and humanhealth due to the fact that emission of ships travels 100 km inland and pose hazards.3.2.2. Global shipping emission inventoriesThree main pollutants are generated by ship engine which includes: carbon dioxide(CO2), nitrogen oxides (NOx) and sulphur oxides (Sox). Along with this there are many otherfumes that are discharged from ships to inland and in air such as nitrogen dioxides (NO2) andnitrogen monoxides (NO) and these are labelled as Nox. Emission from SOx is mainly consists4
of SO2, SO3 (around 2-3%) and SO4 (Alexanderson, 1991, p.40). Due to the reaction betweenNOx and Sox the particulate matter is formed. Emission studies has linked shipping trafficdensity to estimate the global shipping emission inventories and several scholars and institutionshave already conducted this study (Endressen, Sørgaård, Sundet, Dalsøren, Isaksen, Berglen &Gravir, 2003; Eyring, Köhler, van Aardenne and Lauer, 2005; Corbet, Winebrake, Green,Kasibhatla, Eyring & Lauer, 2007; and IMO, 2009). Table 3.1 below, shows data regardingvarious emission inventories between 1996 to 2012. Table 3.1. Selected global emission inventories from 1996 to 2012.Source: stated in the table.When comparison was done among emission, CO2 comes out to be leading contributor inoverall combustion process with approximate amount of 1054 million tonnes in 2007. In past 16years i.e. from 1996 to 2012 the growth that occur in NOx and SOx emissions become twice innumber except 8PM2.5. Due to the uncertainty in prediction of fuel consumption results indiscrepancy of NOx, SOx and PM2.5 inventories in mid of 2007 and 2012. According to IMO itwas estimated that fuel consumption in 2007 accounted for 333 million tonnes higher than fuelconsumption in 2012 that was 299 million tonnes (Corbet et.al). Hence, it can be concluded thatfuel consumption have its major contribution in ship emission inventories.3.2.3. Comparison between ship emissions and other pollutersAccording to IMO (2008, p.29) contribution of emission from the ships in air pollutionwas very low when compared to volume of emission from road traffic and public utilities. Thisfact was accepted when it was known that emission of CO2 from ship emission constitute only3.3% of the global CO2 emission in 2007 (IMO, 2009, p.7).5
End of preview
Want to access all the pages? Upload your documents or become a member.
Related Documents
Low Sulphur Diesel: Spirit of Tasmanialg...
|15
|3382
|366