Third IMO Greenhouse Gas Study 2014

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Executive Summary 9 because, in conjunction with the quality (Section 1.4) and uncertainty (Section 1.5) analyses, it provides evidence that increasing confidence can be placed in both analytical approaches. Figure 4: Summary graph of annual fuel use by all ships, estimated using the top-down and bottom-up methods, showing Second IMO GHG Study 2009 estimates and uncertainty ranges Figure 5: Summary graph of annual fuel use by international shipping, estimated using the top-down and bottom-up methods, showing Second IMO GHG Study 2009 estimates and uncertainty ranges
10 Third IMO GHG Study 2014 Table 2 – International, domestic and fishing CO 2 emissions 2007–2011, using top-down method Marine sector Fuel type 2007 2008 2009 2010 2011 International shipping HFO 542.1 551.2 516.6 557.1 554.0 MDO 83.4 72.8 79.8 90.4 94.9 LNG 0.0 0.0 0.0 0.0 0.0 Top-down international total All 625.5 624.0 596.4 647.5 648.9 Domestic navigation HFO 62.0 44.2 47.6 44.5 39.5 MDO 72.8 76.6 75.7 82.4 87.8 LNG 0.1 0.1 0.1 0.1 0.2 Top-down domestic total All 134.9 121.0 123.4 127.1 127.6 Fishing HFO 3.4 3.4 3.1 2.5 2.5 MDO 17.3 15.7 16.0 16.7 16.4 LNG 0.1 0.1 0.1 0.1 0.1 Top-down fishing total All 20.8 19.2 19.3 19.2 19.0 Total CO 2 emissions 781.2 764.1 739.1 793.8 795.4 Table 3 – International, domestic and fishing CO 2 emissions 2007–2012, using bottom-up method Marine sector Fuel type 2007 2008 2009 2010 2011 2012 International shipping HFO 773.8 802.7 736.6 650.6 716.9 667.9 MDO 97.2 102.9 104.2 102.2 109.8 105.2 LNG 13.9 15.4 14.2 18.6 22.8 22.6 Bottom-up international total All 884.9 920.9 855.1 771.4 849.5 795.7 Domestic navigation HFO 53.8 57.4 32.5 45.1 61.7 39.9 MDO 142.7 138.8 80.1 88.2 98.1 91.6 LNG 0 0 0 0 0 0 Bottom-up domestic total All 196.5 196.2 112.6 133.3 159.7 131.4 Fishing HFO 1.6 1.5 0.9 0.8 1.4 1.1 MDO 17.0 16.4 9.3 9.2 10.9 9.9 LNG 0 0 0 0 0 0 Bottom-up fishing total All 18.6 18.0 10.2 10.0 12.3 11.0 Total CO 2 emissions 1,100.1 1,135.1 977.9 914.7 1,021.6 938.1 The fuel split between residual (HFO) and distillate (MDO) for the top-down approach is explicit in the fuel sales statistics from IEA. However, the HFO/MDO allocation for the bottom-up inventory could not be finalized without considering the top-down sales insights. This is because the engine-specific data available through IHSF are too sparse, incomplete or ambiguous with respect to fuel type for large numbers of main engines and nearly all auxiliary engines on vessels. QA/QC analysis with regard to fuel type assignment in the bottom-up model was performed using top-down statistics as a guide, along with fuel allocation information from the Second IMO GHG Study 2009. This iteration was important in order to finalize the QA/QC on fueldetermined pollutant emissions (primarily SO x ) and resulted in slight QA/QC adjustments for other emissions. In addition to the uncertainties behind the total shipping emissions and fuel type allocations in each year, both methods contain separate but important uncertainty about the allocation of fuel consumption and emissions to international and domestic shipping. Where international shipping is defined as shipping between ports of different countries, and one tank of fuel is used for multiple voyages, there is an intrinsic shortcoming in the top-down method. More specifically, fuel can be sold to a ship engaged in both domestic and international voyages but only one identifier (international or domestic) can be assigned to the report of fuel sold. Using the bottom-up method, while location information is available, the AIS coverage is not consistently high enough to be able to resolve voyage-by-voyage detail. Section 1.2 discusses possible alternative approaches to the classification of international and domestic fuel consumption using the bottom up method and the selection of definition according to ship type and size category.
Page 1 and 2: Third IMO Greenhouse Gas Study 2014
Page 3 and 4: Published in 2015 by the internatio
Page 6 and 7: Contents Page Preface .............
Page 8 and 9: vii 3.1.2 Outline .............
Page 10: ix Fleet productivity projectio
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Page 22 and 23: List of figures xxi Annex Figures P
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Page 32 and 33: Executive Summary Key findings from
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3 Scenarios for shipping emissions
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Annex 4 Details for Section 1.5.1:
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Annex 4 231 IEA sources of uncertai
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Annex 4 233 Transfers category repo
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Annex 5 Details for Section 1.5.2:
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Annex 5 239 3 The uncertainty in es
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Annex 5 241 data has been used. The
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Table 22 - Baseline emissions facto
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Annex 6 251 Table 24 - EF-related S
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Third IMO Greenhouse Gas Study 2014

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