Suchergebnisse

Within the current project, several national emission factors for shipping and recreational boats have been reviewed. Revised factors have been proposed for the historic years 1990-2015 and for some parameters also the future years 2016-2035. Many of the present emission factors that are used within the shipping and recreational boat sectors for the Swedish emission inventory were last reviewed and updated more than ten years ago. Since then, more measurement and analysis data have become available and abatement technologies have been installed, as well as further, new legislation has and will come into force that can serve as a basis to update some emission factors. In addition, technology development and fuel changes during the last ten years have in many cases affected emission levels, which needs to be reflected in the Swedish air emission reporting. The revised emission factors are in general higher in earlier years than those presently used. For recent years, emission factors are in general close to the present ones, and for projected years they drop further. However, there are large differences between the parameters, for example ammonia (NH3) in shipping will rise in the future due to increased use of SCR. The total revised emissions are in general in line with the present, for some substances there are considerable differences, especially for earlier years (e.g. 1990-2000). The revised and present emissions tend to be more similar for recent and present years. ; I detta projekt har ett stort antal emissionsfaktorer för sjöfart (shipping) och småbåtar (recreational boats) utvärderats och nya uppdaterade emissionsfaktorer har tagits fram. De uppdaterade emissionsfaktorerna omfattar även en översyn tillbaka i tiden till år 1990 och för vissa parametrar även prognos till år 2035. Många av de nuvarande emissionsfaktorerna som används inom sjöfart och för småbåtar uppdaterades för över tio år sedan. Sedan dess har fler mätningar och utredningar utförts av fartygsemissioner och fartygsteknik, samt mer luftreningsteknik på fartyg har installerats. Även ny lagstiftning kommer att komma eller har redan trätt i kraft som kan tjäna som grund för uppdateringen, i synnerhet för prognoser. Dessutom har teknikutveckling och bränsleförändringar under de senaste tio åren påverkat utsläppen, vilket behöver återspeglas i den svenska rapporteringen av utsläpp till luft. De uppdaterade emissionsfaktorerna är generellt högre än de nuvarande för tidigare år, för att sedan sjunka under de nuvarande i nutid och generellt fortsätta sjunka i prognoserna. Stora variationer förekommer emellertid mellan parametrar, t.ex. emissionerna av ammoniak (NH3) från sjöfarten kommer att öka till följd av antagen ökad användning av SCR-rening. De totala emissionerna är i allmänhet i nivå med de nuvarande, för vissa parametrar finns betydande skillnader, särskilt för tidigare år (1990-2000). De uppdaterade och nuvarande emissionerna tenderar att bli mer lika ju närmare nutid man kommer.

The aim of the project is to assess the overall design and consequences of including maritime transports in the EU ETS. An inclusion of shipping in the EU ETS would likely be built upon the data and scope of the current monitoring, reporting and verification system, which is covering the legs of a ship's route before and after a port call to one of EEA's states. The CO2 emissions captured by MRV was 141 Mtonnes in 2018, estimated to grow to approximately 178 Mtonnes by 2026 if no abatement measures are taken. Alternatively, only including emissions from intra-EEA shipping would limit the emission scope, estimated to reach approximately 75 Mtonnes in 2026. The costs for the shipping sector will be determined mainly by 1) the price of allowances and 2) if allowances are given for free or if they are auctioned. Based on our assumptions of 5 to 100 % of allowance auctioned, and a price of 25-70 EUR/tonne CO2 gives an estimated additional cost to the included shipping of 0.2 – 12.5 billion EUR. To set these cost increases into a context, it generates a price increase of between 0.6% and 33% per tonne marine gas oil. ; The aim of this project is to assess the overall design and consequences of including maritime transports in the EU emission trading system. The included aspects are geographical scope, allocation of allowances, time frame of implementation, as well as impacts on greenhouse gas emissions, economic impacts for the maritime sector as well as on early movers and modal split.

Emissions of air pollutants from shipping (NOx, SOx, and PM2.5) make a significant contribution to the total emissions in Europe and world-wide. According to the analysis by Brandt et al. (2013), shipping emissions cause about 50 thousand premature deaths per year in Europe. Significant share of the sulphur and nitrogen deposition that causes acidification and eutrophication emanates from ship emissions. NOx emissions contribute to formation of secondary particles and ozone, resulting in increased number of respiratory and cardio-vascular diseases among the population, especially in coastal states. NOx emissions from anthropogenic sources reported by the 28 member countries of the European Union to the Convention on Long-Range Transboundary Air Pollution (CLRTAP) amounted to ∼7820 ktonnes in 2014 (CEIP, 2017) whereas emissions from international shipping in the European seas for the same year are estimated at 3186 ktonnes (EMEP, 2016). As more stringent NOx emission control is gradually enforced for stationary and mobile sources on land, the share of NOx emission reduction potential attributable to international shipping is expected to increase in the future. One instrument is a NOx emission control area (NECA) in the Baltic Sea and the North Sea; the other is a combination of NECA and a NOx levy with revenues going back to shipping companies as subsidy for NOx abatement uptake. Both instruments are assumed to be in force in 2021. In the analysis, we operate with three main scenarios: • Baseline (no additional policy instruments) • NECA • NECA+Levy&fund In the NECA scenario we assume that no extra use of liquefied natural gas (LNG) is introduced and that the Tier III requirements for marine gasoil (MGO) fuelled vessels are fulfilled by installing selective catalytic reduction (SCR). In the NECA+Levy&fund scenario it is further assumed that Tier 0 vessels will not install SCR but pay levy instead, and that 75 per cent of Tier I and Tier II vessels will take up retrofit SCR, given that it is more profitable than paying the levy. Total abatement costs have been assessed from the socio-economic perspective, implying low interest rate and long investment lifetime at investment costs' annualization. Health benefits have been estimated with the GAINS and the Alpha-RiskPoll models. The method for estimating health benefits is the same as applied in cost-benefit analyses supporting the European Commission's work on the air pollution abatement strategies and the work of the Convention on Long-Range Transboundary Air Pollution. ; The purpose of this study is to perform a cost-benefit analysis for two selected policy instruments aimed at decreasing nitrogen oxides (NOx) emissions from shipping in the Baltic Sea and the North Sea. One instrument is a NOx emission control area (NECA) in the Baltic Sea and the North Sea the other is a combination of NECA and a NOx levy with revenues going back to shipping companies as subsidy for NOx abatement uptake. Both instruments are assumed to be in force in 2021.