MnrAq

Annex 7 289
Table 63 – HFC emissions per ship (tonnes per year)
2012 2030 2050
R-22 R-134a R-404a R-22 R-134a R-404a R-22 R-134a R-404a
Bulk carrier 0.031 0.031 0.002 0 0.06 0.004 0 0.06 0.004
Chemical tanker 0.024 0.038 0.003 0 0.06 0.004 0 0.06 0.004
Container 0.027 0.035 0.002 0 0.06 0.004 0 0.06 0.004
General cargo 0.037 0.025 0.002 0 0.06 0.004 0 0.06 0.004
Liquefied gas tanker 0.031 0.031 0.002 0 0.06 0.004 0 0.06 0.004
Oil tanker 0.023 0.039 0.003 0 0.06 0.004 0 0.06 0.004
Other liquids tankers 0.023 0.039 0.003 0 0.06 0.004 0 0.06 0.004
Ferry — pax only 0.061 0.041 0.002 0 0.1 0.004 0 0.1 0.004
Cruise 0.76 0.488 0.033 0 1.2 0.08 0 1.2 0.08
Ferry — ro-pax 0.071 0.032 0.001 0 0.1 0.004 0 0.1 0.004
Refrigerated bulk 0.935 0.007 0.118 0 0.06 1 0 0.06 1
Ro-ro 0.075 0.028 0.001 0 0.1 0.004 0 0.1 0.004
Vehicle 0.027 0.034 0.002 0 0.06 0.004 0 0.06 0.004
PFC
The main application of PFCs on board ships that is of relevance is fire-fighting foams of the type AFFF
(aqueous film-forming foam). In recent years, PFCs have been phased out by major manufacturers. Therefore,
and because leakage from remaining stockpiles is regarded as negligible, we do not project PFC emissions
from international shipping.
SF 6
Sulphur hexafluoride is not used on board ships to any significant degree. Supplies of SF 6 are distributed and
transported in compressed gas cylinders. Significant emissions of SF 6 from shipping are not expected.
NO x
Nitrogen oxide is formed when oxygen and nitrogen react under high pressure or at high temperatures, such
as in engines. NO x emissions from marine engines are regulated. Regulation 13 of MARPOL Annex VI sets
NO x emission limits for installed marine diesel engines of over 130 kW output power. The requirements limit
the total weighted cycle emissions in terms of g/kWh and depend on the date of the construction of a ship
and on the engine’s rated speed. There are three stringency levels: Tier 1, Tier 2 and Tier 3. Tier 1 applies to
ships built from 2000, Tier 2 to ships built from 2011, and Tier 3 to ships constructed on or after 1 January
2016, but only when they are operating in current NO x emission control areas. For future emission control
areas, Tier 3 will be required for ships built after the date of adoption by MEPC of such an ECA, or a later date
if agreed by MEPC.
While Tier 1 and 2 can be met by adjustments in engine design and calibration, this is not the case for the
Tier 3 requirements. The latter require either radically different engine designs (with exhaust gas recirculation),
after-treatment of exhaust gases (selective catalytic reduction) or other fuels (LNG).
For our emissions projections, we assume that:
• All ships that entered the fleet from 2000 to 2010 meet Tier I.
• All ships that enter the fleet from 2011 onwards meet Tier II.
• All ships that enter the fleet from 2016 onwards comply with Tier III in ECAs. For modelling purposes,
we assume that Tier III is met by using LNG. Compared to a scenario where some ships would
use SCR or EGR to comply with Tier III and LNG would be used by other ships, our modelling
overestimates the total NO x emissions. In other words, our modelling is a conservative estimate of
NO x emission reductions. In case we do not project enough LNG to meet NECA requirements, we
assume that Tier II ships will be Tier III compliant when sailing in NECAs, and that pre-2000 and Tier I
ships will avoid NECAs.