Third IMO Greenhouse Gas Study 2014
GHG3%20Executive%20Summary%20and%20Report
GHG3%20Executive%20Summary%20and%20Report
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Annex 7 279<br />
Regulatory and autonomous efficiency improvements<br />
The projection of the future emissions of maritime shipping requires the projection of future developments in<br />
fuel efficiency of the fleet. In the period up to 2030, we distinguish between market-driven efficiency changes<br />
and changes required by regulation, i.e. EEDI and SEEMP. The market-driven efficiency changes are modelled<br />
using a MACC, assuming that a certain share of the cost-effective abatement options is implemented. The data<br />
for the MACC are taken from IMarEST (MEPC 62/INF.7). In addition, regulatory requirements may result in<br />
the implementation of abatement options irrespective of their cost-effectiveness. Between 2030 and 2050, we<br />
see little merit in using MACCs, as the uncertainty about the costs of technology and its abatement potential<br />
increases rapidly for untested technologies. In addition, regulatory improvements in efficiency for the post<br />
2030 period have been discussed but not defined. We have therefore chosen to take a holistic approach<br />
towards ship efficiency after 2030.<br />
EEDI and SEEMP<br />
Ships built after 1 January 2013 must comply with EEDI regulation, and from the same date all ships must have<br />
a SEEMP. As a result, the efficiency of new and existing ships could change. As EEDI requirements become<br />
increasingly stringent over time, the efficiency of ships could also change.<br />
This section reviews the impact of EEDI and SEEMP on the efficiency of ships, in order to incorporate it in the<br />
emissions projection model.<br />
For the purpose of the emissions projection model, efficiency is defined as unit of energy per unit of distance<br />
for the relevant ship. A ship is characterized by the ship type and size. New ships are ships that enter the fleet<br />
from 2013.<br />
According to resolution MEPC.203(62) and document MEPC 66/WP.10/Add.1, the attained EEDI of new ships<br />
built after 1 January 2013 must be at or below the required EEDI for that ship. The required EEDI is calculated<br />
as a percentage of a reference line which is specific to ship type and size. The reference line is the best fit<br />
of the estimated index values (a simplified EEDI which is calculated using default factors for specific fuel<br />
consumption and auxiliary engines, and does not take ice class or fuel-saving technologies into account). Over<br />
time, the distance to the reference line must increase, as shown in Table 48.<br />
Table 48 – Reduction factors (percentage) for EEDI<br />
relative to the EEDI reference line<br />
Year of entry in the fleet<br />
Phase 0 Phase 1 Phase 2 Phase 3<br />
1 Jan 2013–<br />
31 Dec <strong>2014</strong><br />
1 Jan 2015–<br />
31 Dec 2019<br />
1 Jan 2020–<br />
31 Dec 2024<br />
Bulk carrier 20,000–+ dwt 0 10 20 30<br />
10,000–20,000 dwt na 0–10 0–20 0–30<br />
<strong>Gas</strong> carrier 10,000–+ dwt 0 10 20 30<br />
2,000–10,000 dwt na 0–10 0–20 0–30<br />
Tanker 20,000–+ dwt 0 10 20 30<br />
4,000–20,000 dwt na 0–10 0–20 0–30<br />
Container ship 15,000–+ dwt 0 10 20 30<br />
10,000–15,000 dwt na 0–10 0–20 0–30<br />
General cargo ship 15,000–+ dwt 0 10 20 30<br />
3,000–15,000 dwt na 0–10 0–20 0–30<br />
Refrigerated cargo carrier 5,000–+ dwt 0 10 20 30<br />
3,000–5,000 dwt na 0–10 0–20 0–30<br />
Combination carrier 20,000–+ dwt 0 10 20 30<br />
4,000–20,000 dwt na 0–10 0–20 0–30<br />
LNG carrier 10,000–+ dwt na 10 20 30<br />
1 Jan 2025<br />
and onwards