Page 47: of Maritime Reporter Magazine (March 2016)

GREEN MARINE SOLUTIONS

Fisheries and Finance ministries, an ex- storage costs by 2030. newal. Scrapping ships, Oslo says, will free. “In the introductory phase, there tra 100 million kroner was earmarked spare us 200,000 t of CO2 and 4,000 t of were a number of adjustments that had for the type of “user-guided innovation Green Ferries NOx per year. to be made, but (during operations) we arenas” PBES and others have become A new EU recycling directive (no For now, Norled AS — operator of the have had very good regularity on the a part of here. beaching) and a Norwegian government Ampere, Norway’s ? rst battery-powered crossing. The (10t Corvus battery) tech-

There is also 134 million kroner avail- deposit (of 2 million kroner to scuttle ferry — is celebrating a year of charg- nology works,” says Norled deputy di- able for green-tech pilots. It all, 330 ships over 30) seem to compel ? eet re- ing cells from shore. All has gone shock- rector, Lars Jacob Engelsen. million kroner and from 12 to 120 ferry crossings are the carrot. Extra oppor- tunity exists in the 40 electric vessels

DNV GL says are ordered worldwide.

Nevertheless, Cavotec, Corvus Energy,

Schneider Electric and DNV GL re- cently opened the ? rst charging station for offshore service vessels in Bergen, despite Europe ferries, for now, being “a huge opportunity”, as landing stages and “zero-emissions” ports become part of the coming national emissions math as taught by EU politicians and Paris cli- mate plenipotentiaries.

Rules and Dates

Subsidies for Norwegian battery power, allowed by the EU, will help

Norway’s ships and yards compete by helping world ? eets comply with emis- sions rules. In Paris, Norway and the EU promised 30 percent fewer emissions by 2030, a joint platform attributed to much of the Norwegian ? eet being ? agged in the EU and to Norway — an EU outsider paying the Continent for market access — doing the EU’s bidding.

The EU on 1 July 2015 began moni- toring, reporting and veri? cation (MRV) of the carbon dioxide produced by ships entering its waters. For ships over 5,000 t, per-voyage MRV starts in January 2018. It’s a preempting of IMO efforts to ? nd its own pollution-control mech- anism: emissions cuts; a fuel levy or

EU-style emissions trading. By August 2017, owners and operators must sub- mit an emissions monitoring plan to EU port authorities, for use in January 2018, when ship owners will also have to re- port their energy ef? ciency design index, or EEDI (fuel use divided by cargo size).

By 2020, EEDI Phase 2 (20 percent “greener” vessels) will coincide with a 0.5 percent sulfur cap on emissions for

European waters. By 2025, some ship owners will face EEDI Phase 3 (30 percent cleaner) and a possible global 0.5-percent sulfur cap.

As of now, the IMO’s Tier III NOx rules force all new-builds hoping to trade in the United States to have exhaust-gas or catalytic scrubbers onboard, and now half of all IMO rulemaking of the past decade is climate related. When regula- tion by 2020 begins feeling like strangu- lation, battery retro? ts could become the way to go, and the World Energy Coun- cil forecasts a 70-percent drop in energy www.marinelink.com 47

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