Suchergebnisse

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.

There are incentive schemes in Swedish ports that offer lower port dues for ships with high environmental performance, but there is currently no similar scheme for trucks. However, larger environmental and city development problems related to road transports have resulted in increased pressure on ports to suggest and implement mitigating actions to reduce environmental impacts caused by road traffic to and from the port. Four port-related incentives are analysed in this report: a port due discount for ships with reduced speed in the fairway channel; a port due discount for ships with very low NOX emissions from auxiliary engines; an entrance fee for trucks passing through the port gate during peak hours; and a differentiated entrance fee for trucks based on the truck's environmental performance. The national cost-minimizing freight transport model Samgods was used to simulate the impacts of the gate fees. From a legal perspective, some issues related to implementation have been identified but depend on the detailed design of the proposed charging. The main criterion for EU is that the fee or tax cannot have discriminatory effects or hinder the free movement of goods or services. This project also gives an overview of environmental policy measures to explore the possibility to implement the port dues. Introduction of environmentally differentiated port dues globally, or at least in the EU, would include greater incentives for shipping companies, ship owners and road haulers to invest in emission abatement technologies or use alternative fuels. ; The project examines how environmentally differentiated dues and incentives in ports can reduce the environmental impact caused by transport modes that call at the port. Both land and sea transport are addressed, and an interdisciplinary approach was taken, including environmental, legal, policy and goods flow perspectives. By introducing these port dues, port can contribute to a shift to more environmentally efficient transport, vehicles, ships, technologies and alternative fuels.

This data submission is connected to a scientific paper accepted for publication in Ocean Science ("Modeling of discharges from Baltic Sea shipping" by Jalkanen et al.; https://doi.org/10.5194/os-2020-99) It consists of gridded binary data of daily shipping discharges during year 2012 in netcdf3 format, zipped to keep filesize smaller. The modeled quantities are volume releases of: 1. Bilge water 2. Black and Grey water 3. Ballast water 4. Effluents from Open and Closed loop SOx scrubber 5. Antifouling paints (CuO, ZnO, Cu-Pyrithione, Zn-Pyrithione, DCOIT and Zineb) 6. Mass of nitrogen in Food waste, grey and black water released from ships to the sea. ; This work started in the BONUS SHEBA project and it was supported by BONUS (Art 185), funded jointly by the EU, the Academy of Finland, Estonian Research Council, Swedish Agency for Marine and Water Management, Swedish Environmental Protection Agency and FORMAS. We are grateful to the HELCOM member states for allowing the use of HELCOM AIS data in this research. The support from EU H2020 project EMERGE is appreciated, which has has received funding from the European Union's Horizon2020 research and innovation programme under grant agreement #874990 (EMERGE project).