1. No category

Recent IMO movement on
International rules and regulations
Part 1
Energy efficiency of ships and measures to reducing GHG
emission from ships and Air pollution prevention
Koichi Yoshida
Chairman: IMO working group on Air pollution and Energy efficiency
ISO/TC8/SC2 Marine environment protection
Energy efficiency of ships and
measures to reducing GHG emission from ships
エネルギ効率・温室効果ガス排出抑制
• MARPOL Convention ANNEX VI for Energy Efficiency
has entered into force 1 January 2013.
• Further improvement has been agreed at MEPC65
(May 2013) for Ro-ro ships (Vehicle carriers, cargo ships
and passenger ships), LNG carriers and cruise passenger
ships, which will be adopted at MEPC66 (March-April
2014( and will enter into force Aug.-Sept. 2015.
IMO MEPC adopted on 18 July 2011
Resolution MEPC.203(62)
Amendments to the ANNEX of the Protocol of 1997 to amend the
International Convention for the Prevention of Pollution from Ships,
(inclusion of regulations on energy efficiency for ships in MARPOL Annex VI)
The amendment will enter into force on
1 January 2013 to ships
1. For which the building contract is placed on or after 1
January 2013; or
2. In the absence of a building contact, the keel of which is laid
or which is at a similar stage of construction on or after 1
July 2013; or
3. The delivery of which is on or after 1 July 2015
This is a break through CBDR and the first global measures
for GHG emission reduction without any distinction.
Attained EEDI（各船EEDI)
Attained EEDI shall be calculated for new ships and ship has undergone a major
conversion, which fall into one or more of the categories in regulation 2.25 to 2.35,
2.38 and 2.39
• 2.25 Bulk carrier (exclude combination carrier)
• 2.26 Gas carrier other than LNG carrier
• 2.27 Tanker (both oil tanker and chemical tanker)
• 2.28 Container ship
• 2.29 General cargo ship (except livestock carrier, barge carrier, heavy load carrier,
yacht carrier nuclear fuel carrier)
• 2.30 Refrigerated cargo ship
• 2.31 Combination carrier
• 2.32 Passenger ship
• 2.33 Ro-ro cargo ships (vehicle carrier)
• 2.34 Ro-ro cargo ship
• 2.35 Ro-ro passenger ship
• 2.38 LNG carrier
• 2.39 Cruise passenger ship
(Regulation applies to the underlined ship type on or after [Aug. - Sept.2015])
MEPC65合意：EEDI exemption 適用除外
• ships not propelled by mechanical means, and
platforms including FPSOs and FSUs and
drilling rigs, regardless of their propulsion
• cargo ships having ice-breaking capability
Calculation of attained EEDI
n eff
n PTI
 M
  n eff
 M  n ME



  fj   PME(i ) CFME(i )  SFCME(i )   PAE  CFAE  SFCAE      fj   PPTI (i )   feff (i )  PAEeff (i ) CFAE  SFCAE     feff (i )  Peff (i )  CFME  SFCME 





  j 1
  i 1
i 1
i 1


 j 1  i 1



fi  Capacity  Vref  fw
EEDI=
CO2 from propulsion system＋CO2 from auxiliary －CO2 emission reduction
DWT x Speed
PME: main engine power (kW)
PAE: auxiliary engine power (kW)
SFC: Specific fuel consumption (g/kW)
C: Fuel to CO2 factor (g Co2/g Fuel) (nearly 3)
Capacity: for cargo ships DWT, for passenger ships GT
Vref: reference speed (nm/hour)
f i: correction factor for capacity
f w: correction factor for performance in real weather
f j: correction factor for efficiency
Guidelines on calculation of attained EEDI were finalized at ISWG-EE2
(Jan. 9 – 13 2012) and adopted at MEPC63 (Feb. 2012), and will be
further improved at MEPC66(March-April 2014) for LNG carriers, Ro-ro
ships, general cargo ships and cruise passenger ships.
Required EEDI (要求EEDI)
Attained EEDI ≤Required EEDI=(1-X/100) x reference line value
X = reduction factor as below
Ship Type
Bulk Carrier
Gas carriers
(other than LNG
carriers)
Tanker
Container ship
General Cargo
ships
Refrigerated cargo
carrier
Combination
carrier
Size
Phase 0
1 Jan 2013 –
31 Dec 2014
Phase 1
1 Jan 2015 –
31 Dec 2019
Phase 2
1 Jan 2020 –
31 Dec 2024
Phase 3
1 Jan 2025
and onwards
20,000 DWT and above
0
10
20
30
10,000 – 20,000 DWT
n/a
0-10*
0-20*
0-30*
10,000 DWT and above
0
10
20
30
2,000 – 10,000 DWT
n/a
0-10*
0-20*
0-30*
20,000 DWT and above
0
10
20
30
4,000 – 20,000 DWT
n/a
0-10*
0-20*
0-30*
15,000 DWT and above
0
10
20
30
10,000 – 15,000 DWT
n/a
0-10*
0-20*
0-30*
15,000 DWT and above
0
10
15
30
3,000 – 15,000 DWT
n/a
0-10*
0-15*
0-30*
5,000 DWT and above
0
10
15
30
3,000 – 5,000 DWT
n/a
0-10*
0-15*
0-30*
20,000 DWT and above
0
10
20
30
4,000 – 20,000 DWT
n/a
0-10*
0-20*
0-30*
* Reduction factor to be linearly interpolated between the tow values dependent upon vessel size.
Required EEDI（要求EEDI）
（2013年5月に合意、2014年4月に採択、2015年8-9月に発効する予定）
Ship Type
Size
Phase 0
1 Jan 2013 –
31 Dec 2014
LNG Carrier
10,000 DWT and above
NA
10**
20
30
Ro-ro cargo ships
(Vehicle carrier)
10,000 DWT and above
NA
5**
15
30
2,000 DWT and above
NA
5**
20
30
1,000 – 2,000 DWT
NA
0-5* **
0-20*
0-30*
4,000 GT and above
NA
5**
20
30
1,000 – 4,000 GT
NA
0-5* **
0-20*
0-30*
85,000 GT and above
NA
5**
20
30
25,000 – 85,000 GT
NA
0-5* **
0-20*
0-30*
Ro-ro cargo ships
Ro-ro passenger
ship
Cruise passenger
ship*** having
non-conventional
propulsion
Phase 1
1 Jan 2015 –
31 Dec 2019
Phase 2
1 Jan 2020 –
31 Dec 2024
Phase 3
1 Jan 2025
and onwards
Reference line value = a x b -c
Ship type
a
b
c
2.25 Bulk carrier
961.79
DWT of the ship
0.477
2.26 Gas tanker
1120.00
DWT of the ship
0.456
2.27 Tanker
1218.80
DWT of the ship
0.488
2.28 Container ship
174.22
DWT of the ship
0.201
2.29 General cargo ship
107.48
DWT of the ship
0.216
2.30 Refrigerated cargo carrier
227.01
DWT of the ship
0.244
2.31 Combination carrier
1219.00
DWT of the ship
0.488
(DWT/GT)-0.7・780.36, where DWT/GT<0.3
DWT of the ship
1812.63, where DWT/GT≥0.3
0.471
2.33 Ro-ro cargo ships
(vehicle carrier)
2.34 Ro-ro cargo ship
1405.15
DWT of the ship
0.498
2.35 Ro-ro passenger ship
752.16
DWT of the ship
0..381
2.38 LNG carrier
2253.7
DWT of the ship
0.474
2.39 Cruise passenger ship
170.84
GT of the ship
0.241
At the beginning of Phase 1 and at the midpoint of Phase 2, IMO shall review the status of
technological developments and, if proven necessary, amend the time period, the EEDI
reference parameters for relevant ship types, and reduction rates.
EEDI 基準ラインと EEDI の低減目標（要求EEDI値）
EEDI Energy Efficiency Design Index for new ships
EEDI=
機関出力（ｋW) x 燃費(g/kW) x 燃料のCO2発生量(ｇCO２/ｇFuel)
貨物量(ton) x 輸送距離(海里)
EEDIベースライン= a x DWT –c
現存船のEEDI から平均値として算定する
EEDI低減値
EEDI要求値 = ベースラインx (1-X/100)
X= EEDI低減率(%)
Y=
計算 EEDI が要求EEDI以下であることを要求する船舶の大きさ
Guidelines on the method of calculation of
attained EEDI
• MEPC決議212(63)
• MEPC64修正（決議224(64)） for shaft motor
and shaft generator
• MEPC65: 改正討議
• MEPC66 will revise and adopt revised
Guidelines on the method of calculation of
attained EEDI, which will includes the method
for ro-ro cargo ships, LNG carriers and cruise
passenger ships.
Guidelines on survey and certification of
attained EEDI
• MEPC63 adopted resolution MEPC 214(63) for guidelines on survey and
certification of attained EEDI.
• MEPC65 adopted resolution 234(65) for amendments to guidelines on survey
and certification
– Speed trial and method for obtaining power-speed curve
• ISO 15016 to be revised (supported by China, Japan and Korea RO)
• ITTC method (supported by Europe, Greek ship owners)
4.3.8 The submitter should develop power curves based on the measured ship
speed and the measured output of the main engine at sea trial. For the development
of the power curves, the submitter should calibrate the measured ship speed, if
necessary, by taking into account the effects of wind, tide, waves, shallow water and
displacement in accordance with ITTC Recommended Procedure 7.5-04-01-01.2
Speed and Power Trials, part 2; 2012 revision 1 or ISO 15016:2002*. Upon agreement
with the shipowner, the submitter should submit a report on the speed trials including
details of the power curve development to the verifier for verification.
*ITTC Recommended Procedure 7.5-04-01-01.2 is considered as preferable standard
available from URL at ITTC.SNAME.ORG. Revised version of ISO 15016 should be available
by early 2014.
Phase 0-3 新造船 解釈: MEPC.1/Circ.795
Phase-0 ships (Phase-0: 1 January 2013 – 31 December 2014)
(1) for which the building contract is placed in Phase 0, and the delivery is before 1 January 2019; or
(2) the building contract of which is placed before Phase 0, and the delivery is on or after 1 July 2015
and before 1 January 2019; or
in the absence of a building contract;
(3) the keel of which is laid or which is at a similar stage of construction on or after 1 July 2013 and
before 1 July 2015, and the delivery is before 1 January 2019; or
(4) the keel of which is laid or which is at a similar stage of construction before 1 July 2013, and the
delivery is on or after 1 July 2015 and before 1 January 2019
2013/1/1
contract
2015/1/1
delivery
(1)
(2) contract
2015/7/1
2013/7/1
construction
(3)
(4)
construction
2019/1/1
delivery
delivery
Phase-1 ships (Phase-1: 1 January 2015 – 31 December 2019)
(1) for which the building contract is placed in Phase 1, and the delivery is before 1 January 2024; or
(2) the building contract of which is placed before Phase 1, and the delivery is on or after 1 January
2019 and before 1 January 2024; or
in the absence of a building contract;
(3) the keel of which is laid or which is at a similar stage of construction on or after 1 July 2015 and
before 1 July 2020, and the delivery is before 1 January 2024; or
(4) the keel of which is laid or which is at a similar stage of construction before 1 July 2015, and the
delivery is on or after 1 January 2019 and before 1 January 2024
2015/1/1
contract
2020/1/1
delivery
(1)
(2) contract
2019/1/1
2015/7/1
construction
(3)
(4)
construction
2024/1/1
delivery
2020/7/1
delivery
Phase-2 ships (Phase-2: 1 January 2020 – 31 December 2024)
(1) for which the building contract is placed in Phase 2, and the delivery is before 1 January 2029; or
(2) the building contract of which is placed before Phase 1, and the delivery is on or after 1 January
2024 and before 1 January 2029; or
in the absence of a building contract;
(3) the keel of which is laid or which is at a similar stage of construction on or after 1 July 2020 and
before 1 July 2025, and the delivery is before 1 January 2029; or
(4) the keel of which is laid or which is at a similar stage of construction before 1 July 2020, and the
delivery is on or after 1 January 2024 and before 1 January 2029
2020/1/1
contract
2025/1/1
delivery
(1)
(2) contract
2024/1/1
2020/7/1
construction
(3)
(4)
construction
2029/1/1
delivery
2025/7/1
delivery
Phase-3 ships (Phase-3: 1 January 2025 and after
(1) for which the building contract is placed in Phase 3, or
(2) in the absence of a building contract, ) the keel of which is laid or which is at a similar stage of
construction on or after 1 July 2025, or
(3) the delivery of which is on or after 1 January 2029.
2025/1/1
(1)
contract
2025/7/1
(2)
construction
2029/1/1
(3)
delivery
荒天時の安全のための最低出力（指針の作成）
Minimum power for propulsion
ASSESSMENT PROCEDURES TO MAINTAIN THE
MANOEUVRABILITY UNDER ADVERSE CONDITIONS, APPLICABLE
DURING PHASE 0
MARPOL Annex VI chapter 4 regulation 21.5
For each ship to which this regulation applies, the installed propulsion power shall
not be less than the propulsion power needed to maintain the manoeuvrability of
the ship under adverse conditions as defined in the guidelines to be developed by
the Organization.
MEPC64 agreed three step of the development of the guidelines
1. First Interim guidelines by MEPC64-MSC91 (Nov. 2012) on time for 1 January 2013
2. Second interim guidelines finalization at MEPC65 (May 2013) – MSC92 (June 2013)
3. Final guidelines for phase-1 and after
2013 Interim guidelines on minimum propulsion power MEPC res 232(65)
Two options to determine minimum power of propulsion
Option 1; Minimum power >= a x (DWT) + b
a
B
Bulk carrier
0.0687
2924.4
Tanker
0.0689
3253.0
Combination carrier
Same as tanker
The total installed MCR of all main propulsion engines should not be less than the
minimum power line value, where MCR is the value specified on the EIAPP Certificate.
Option 2: Simplified assessment
• The simplified assessment procedure is based on the principle that, if the ship has
sufficient installed power to move with a certain advance speed in head waves and
wind, the ship will also be able to keep course in waves and wind from any other
direction. The minimum advance speed in head waves and wind is thus selected
depending on ship design, in such a way that the fulfillment of the advance speed
requirements means fulfilment of course-keeping requirements. For example,
ships with larger rudder areas will be able to keep course even if the engine is less
powerful; similarly, ships with larger lateral windage area will require more power
to keep course than ships with smaller windage area.
• The simplification in this procedure is that only the equation of steady motion in
longitudinal direction is considered; the requirements of course-keeping in wind
and waves are taken into account indirectly, by adjusting the required advance
speed in head wind and waves.
Interim guidelines on minimum propulsion power : discussion at MEPC64
Tankers (1999 – 2008)
Interim guidelines on minimum propulsion power : discussion at MEPC64
Bulk Carriers (1999 – 2008)
新Energy Efficiency向上技術評価方法
MEPC65 approved MEPC.1/Circ. 815
2013 GUIDANCE ON TREATMENT OF INNOVATIVE ENERGY EFFICIENCY
TECHNOLOGIES FOR CALCULATION AND VERIFICATION OF THE ATTAINED EEDI
Category (A): Technologies that shift the power curve, which results in the change of combination of
PP and Vref :e.g., when Vref is kept constant, PP will be reduced and when PP is kept constant, Vref
will be increased
Category (B): Technologies that reduce the propulsion power, PP, at Vref, but not generate electricity.
The saved energy is counted as Peff
Category (B-1): Technologies which can be used at any time during the operation and thus the
availability factor (feff) should be treated as 1.00.
Category (B-2): Technologies which can be used at their full output only under limited condition. The
setting of availability factor (feff) should be less than 1.00.
Category (C): Technologies that generate electricity. The saved energy is counted as PAEeff
Category (C-1): Technologies which can be used at any time during the operation and thus the
availability factor (feff) should be treated as 1.00.
Category (C-2): Technologies which can be used at their full output only under limited condition. The
setting of availability factor (feff) should be less than 1.00.
新Energy Efficiency向上技術評価方法
– AIR LUBRICATION SYSTEM
(CATEGORY (B-1)
– WIND PROPULSION SYSTEM (
– CATEGORY B-2)
– WASTE HEAT RECOVERY SYSTEM
– FOR GENERATION OF ELECTRICITY
(CATEGORY (C-1))
Low Temperature Heat
Recovered Exhaust Gas
Heated heat media (steam etc.)
Electric
Generation
High Temperature
Exhaust Gas
Electric Generation
T/C
Main Engine and/or
Auxiliary Engine
Above figure shows the electric generation
by the turbocharger. As an alternative, there
is a case in which a power turbine to drive a
electric generator is installed separately
from the turbocharger.
Thermal Engine
(Steam turbine etc.)
荒天時のエネルギ効率性能指数fw MEPC.1/Circ.796
P [kW]
PBw(V) curve in the representative sea condition
PB(V) curve in a calm sea condition (no
wind and no waves)
PB
fw=Vw / Vref
V (knot)
0
Vw
Vref
Concept of EEOI and EEDI
Energy Efficiency Index （gram / ton mile)
Design and building stage
Operational stage
Bad weather or partially
loaded condition
EEOI Energy
Certificate
EEDI= 5.0
g/ton mile
EEDI
Only one EEDI per vessel,
for its life
Efficiency Operational
Index
Fully loaded condition in
calm sea
MARPOL Annex VI Regulation 22
• Regulation 22
• Ship Energy Efficiency Management Plan (SEEMP)
• 1 Each ship shall keep on board a ship specific Ship Energy
Efficiency Management Plan (SEEMP). This may form part of the
ship's Safety Management System (SMS).
• 2 The SEEMP shall be developed taking into account guidelines
adopted by the Organization.
•
•
•
MARPOL ANNEX VI Regulation 5 Survey paragraph 6
Ships to which chapter 4 applies shall also be subject to the surveys specified below,
taking into account Guidelines adopted by the Organization:
•
1
An initial survey before a new ship is put in service and before the International
Energy Efficiency Certificate is issued. The survey shall verify that the ship's attained EEDI
is in accordance with the requirements in chapter 4, and that the SEEMP required by
regulation 22 is on board;
[…]
4
For existing ships, the verification of the requirement to have a SEEMP on board
according to regulation 22 shall take place at the first intermediate or renewal survey
identified in paragraph 1 of this regulation, whichever is the first, on or after 1 January
2013.
•
•
Ship Energy Efficiency management Plan (SEEMP) MEPC res.213(63)
船舶運航 Energy Efficiency
CO2排出低減
船舶運航・管理会社 ISO環境management (EMS) 導入済
MARPOL ANNEX VI Regulation 22 for SEEMP
計画 Planning
At ships
At company
Taking into account human resources
目標設定
実行 Implementaiton
実行system 構築
実行
モニター Monitoring
実行状況把握
実行結果解析
改善方法検討 Improvement
改善方法抽出
総量規制将来像
21世紀末：Keep CO2 constant in air (not increase)
Keep CO2 at 550ppm, then temperature rise more than 2oC
Keep CO2 at 450ppm, then temperature rise less than 2oC (50% probability)
550ppm
Scenario
450ppm
Scenario
船舶CO2排出:
12-18% to
Total CO2
emission
CO2 emissions from ships (million tons CO2 / yr) '
Scenarios for CO2 emissions from International Shipping
将来:国際海運CO2排出削減目標
from 2007 to 2050 in the absence of climate policies
8000
7000
6000
5000
2050年：船舶CO2排出: 12-18% / 世界全体CO2排出量
A1FI
A1B
A1T
Economy scenario of UNFCCC/IPCC
A2
B1
Reduction 1/4 to 1/6 of
CO2 emission from ships
for keeping level at
3% against world
CO2 emission
B2
Max
4000
Min
3000
2000
1000
0
2000
2010
2020
2030
2040
2050
Challenge
• Use renewable energy
• Reduce use of oil
• Optimum design（engine, hull and
coating, propulsion system, energy
retrieving system)
• Optimum operation
Future ship vision by NYK
Univ. of Tokyo
Zero-emission ship
Future ship vision by Viking Line
Significant fuel savings can be secured in the design
and the operations phase
Ship design
Ship in operation
Position
Auxiliary engines,
power generation,
power distribution
Routing
Cargo heating,
cargo operations
Wind
Wave
height
Speed
Total
resistance
Propeller
(pitch, RPM,
fouling...)
Engine
performance
Water depth
Ballast
Draft/trim
Current
Hull
condition
• High fuel savings potential, as many
degrees of freedom are still available to
optimize hull, engine and systems to
intended operating conditions
• High fuel savings potential, especially if
related to change in speed patterns or to
hull resistance
• Potential for immediate investment cost
savings, e.g. through reduced engine
power
• Short payback time, as measures
typically address operating practices that
can be changed with limited cost.
Slow steaming is one operational measure to reduce bunker costs, but there are many more
levers to be pulled
World container fleet, bunker 700 USD/ton
Abatement costs
USD/t CO2
4,300
Levers that pay off
4,200
Levers not economical
Air drag reduction
Fuel cells
Towing kite
500
400
Main engine retrofit
300
Reefer improvement
200
Waste heat recovery
100
0
LNG fuelled ships1
-100
-200
-300
Design
optimization
Propeller cleaning
Abatement
Mt CO2/a
Power reduction (slow steaming) Hull form optimization
Air cavity system
Weather routeing
Speed control pumps and fans
Propulsion improvement devices
Emission abatement of about 30%
Performance monitoring
compared to “business as usual”
Hull coatings and maintenance
development possible
Voyage execution
10% Emission reduction
Hull openings
1 Considering sulphur surcharge LNG fuelling has highly negative abatement costs (ca. -300 USD/t CO )
Trim/draft
2
Source: GL strategic Research & Development
Design measures
Operational measures
船舶NOx SOx PM排出規制 MARPOL Annex VI
NOx ・２次規制
2011年実施
15%～22%削減 ／1次規制値
・３次規制
指定海域（ECA)：80%削減／1次規制値
適用除外
24m以下船舶
合計推進出力750kW以下（設計・
建造上規制適合困難：主管庁判断）
2016年実施（ 2012年ー2013年 eview rocess）
MEPC65：2021年延期合意
MEPC66MARPOL Annex VI 改正採択可能？
Sox ECA (SOx emission control area): 1.0% in 2010, 0.1% in 2015
Global : 3.5% in 2012, 0.5% in 2020 or 2025
PM Controlled by limitation of S
Application and implementation of
INTERNATIONAL CONVENTION FOR THE CONTROL AND.
MANAGEMENT OF SHIPS' BALLAST WATER AND SEDIMENTS
(BWM Convention)
• Adoption: 13 February 2004
• Entry into force: 12 months after ratification by 30 States, representing 35
per cent of world merchant shipping tonnage.
• At June 2013, 36 nations have become contracting members (29.06% in
tonnage).
• BWM Convention has not yet enter into force, but anticipated soon (e.g.,
Acceptance/ratification of Panama or Singapore fulfills the tonnage
requirement) .
• Deadline date for implementation of BWM system onboard ships has past.
• If the BWM Convention comes into force, the application and
implementation will come suddenly and will results in high peeks of retrofitting of BWM system onboard ships.
• In order to avoid such high peeks of retro-fitting, phased implementation
has been considered by MEPC and its CG (between MEPC64-65).
Application and implementation of BWM Convention
Discussion at MEPC65 May 2013
搭載期限見直しに関する法的アプローチ
•
•
•
A Recommend future Contracting States deposit a reservation that would reschedule
implementation （各国が条約を締結する際，BWMSの搭載義務期限を変更するよう留保又は
宣言を付するとともに，既締約国もこれに準ずるよう勧告する）
B Recommend that Parties to the Convention enforce regulations in accordance with a
re-schedule （締約国が条約の実施に際し，BWMSの搭載期限を共通の理解のもとで変更す
るよう勧告する）
C Agreement to provisionally apply Article 19 of the Convention （条約の発効要件充足か
ら発効までの間，暫定的に条約第19条（改正）を発動する）
搭載期限見直しのパターンに関するオプション
1 Reschedule for ships constructed before the entry into force of the Convention
（条約発効前に建造された船舶全てについてBWMSの搭載期限を見直す）
2 Reschedule only for ships constructed before 2012
（2012年より前に建造された船舶についてBWMSの搭載期限を見直す）
3 Reschedule only for ships constructed before 2009
（2009年より前に建造された船舶についてBWMSの搭載期限を見直す）
4 ）Cut-off year of 2019 for ease of implementation
（全ての船舶に対し，2019年までのBWMS搭載を義務づける）
MEPC65 agreed to develop a draft Assembly resolution using
Option B-3.
DRAFT
ASSEMBLY RESOLUTION APPLICATION OF THE INTERNATIONAL CONVENTION FOR THE
CONTROL AND MANAGEMENT OF SHIPS' BALLAST WATER AND SEDIMENTS, 2004
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention of the International Maritime Organization concerning the
functions of the Assembly in relation to regulations and guidelines concerning maritime safety and
the prevention and control of marine pollution from ships,
RECALLING ALSO the adoption by the International Conference on Ballast Water Management for
Ships, held at the Organization's Headquarters in 2004, of the International Convention for the
Control and Management of Ships' Ballast Water and Sediments (hereinafter referred to as "the
Convention"),
RECALLING resolution A.1005(25), and expressing its renewed desire to ensure that the Convention
enters into force without further delay so as to provide for accrual of benefits as soon as possible
to the aquatic environment from its early, wide and effective implementation,
CONSCIOUS of the need to provide certainty and confidence in the application of the Convention,
thereby assisting shipping companies, shipowners, managers and operators, as well as the
shipbuilding and equipment manufacturing industries, in the timely planning of their operations
and the need to encourage the early installation of ballast water management systems,
RECALLING that the International Conference on Ballast Water Management for Ships adopted
regulation B-3 to ensure a smooth transition to the D-2 performance standard of the Convention
between the years 2009 and 2019,
RECOGNIZING that the passage of time since adoption of the Convention has resulted in uncertainty
for vessels regarding the application of regulation B-3, and that such uncertainty can be mitigated
through the application of an appropriate timeline for enforcement of regulation D-1 (ballast
water exchange standard) and regulation D-2 (ballast water performance standard), upon entry
into force of the Convention,
DRAFT
ASSEMBLY RESOLUTION APPLICATION OF THE INTERNATIONAL CONVENTION FOR THE
CONTROL AND MANAGEMENT OF SHIPS' BALLAST WATER AND SEDIMENTS, 2004
1. CALLS ON States that have not already done so to ratify, accept, approve or accede to the Convention as
soon as possible;
2. RECOMMENDS that, notwithstanding the schedule set forth in regulation B-3, upon entry into force of the
Convention, each Party enforce the standards in regulations D-1 and D-2 in accordance with the
following schedule:
.1 a ship subject to regulation B-3.3 or B-3.5, constructed before the entry into force of the Convention, will
.2
.3
.4
.5
.6
not be required to comply with regulation D-2 until its first renewal survey following the date of entry into
force of the Convention;
a ship subject to regulation B-3.1.1, B-3.1.2 or B-3.4 will not be required to comply with regulation D-2
until its first renewal survey following the anniversary date of delivery of the ship in the year of compliance
with the standard applicable to the ship;
notwithstanding paragraph 2.2, where the Convention enters into force after the year 2014, a ship subject
to regulation B-3.1.1 will not be required to comply with regulation D-2 until its first renewal survey
following the date of entry into force of the Convention;
notwithstanding paragraph 2.2, where the Convention enters into force after the year 2016, a ship subject
to regulation B-3.1.2 or B-3.4 will not be required to comply with regulation D-2 until its first renewal
survey following the date of entry into force of the Convention;
a ship referred to in paragraphs 2.1 to 2.4 will be required to comply with either regulation D-1 or D-2 until
such time as regulation D-2 is enforced; and
the renewal survey referred to in paragraphs 2.1 to 2.4 is the renewal survey associated with the
International Oil Pollution Prevention Certificate under MARPOL Annex I;
3. REQUESTS that the Marine Environment Protection Committee keep this resolution under review and
report back to the Assembly as appropriate;
4. RECOMMENDS that, as soon as possible after entry into force of the Convention, regulation B-3 be
amended consistent with the understanding reflected in paragraph 2 of this resolution, with the date of
acceptance of the amendment to occur as soon as practicable after its adoption; and
5. REVOKES resolution A.1005(25).
Application and implementation of BWM Convention
Discussion at MEPC65 May 2013
The Hong Kong International Convention for the Safe and
Environmentally Sound Recycling of Ships
(Ship recycling)
• Adoption: 15 May 2009;
• Applies to ship of 500 GT and over (existing and new ships)
• Entry into force: 24 months after ratification by 15 States, representing 40
per cent of world merchant shipping by gross tonnage, combined
maximum annual ship recycling volume not less than 3 per cent of their
combined tonnage
• As June 2013, no contract member.
Hong Kong Convention for Ship Recycling
本条約は、序文(Preamble)の下に条文本文(Articles)として第1条から第21条までが規
定されている。また、条約本文には附属書(Annex)として、船舶、船舶リサイクル施設、
通報についての要件を示した規則(Regulation)と、付録(Appendix)として有害物質リスト
と各書式が規定されている。さらに、これに条約の統一的な運用を支援するために任
意の指針類(Guidelines)が用意されている。
船舶に関する要件において最も重要なことは、船舶の一生を通じ、条約で定める有害物質の搭
載・使用を禁止・制限し、船舶に含有される有害物質の量や所在を記述したインベントリ(Inventory
of Hazardous Materials)を作成・保持・更新し、最終的に船舶リサイクル施設に引き渡すことである。
船舶リサイクル施設も、施設の運営計画を策定し、関係指針に沿った安全や環境要件を遵守でき
ることが担保されて初めて締約国であるリサイクル国の政府から承認を受けられることになります。
船舶リサイクル施設は各船舶のインベントリに基づき、有害物質をどのように処理処分するかを
明記した「船舶リサイクル計画」を作成する。施設が特定の有害物質を処理処分できない場合には
有害物質を事前に本船から除去する。これらの準備作業の後、船舶リサイクル施設までの最終航
海計画を立て、主管庁等から最終検査を受け、「リサイクル準備国際証書」を受領することで、本船
は船舶リサイクル施設へ向かうことができる。船舶リサイクル施設は本条約に従って「リサイクル準
備国際証書」を保持する船舶を受け入れる。
Hong Kong
Convention
for Ship
Recycling
How to make ship recycle inventory
• http://www.shiprecycle.jp/ship-overview/
• http://www.classnkcs.co.jp/recycling/index.html