Östersjöns SECA regler 2015
Examensarbete på grundnivå
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|Type: ||Examensarbete på grundnivå|
|Title: ||Östersjöns SECA regler 2015|
|Authors: ||Holmqvist, Oscar|
|Abstract: ||To prevent air pollution from ships affecting the environment and human health in a negative form, the International Maritime Organization (IMO) developed the SECA 2015 regulations. The SECA 2015 sets the limit for sulfur content in ship bunker to a maximum of 0,1 percent by weight in the area of Northern Europe and North America. In the rest of the world however the 3,5 percent sulfur limit stays until the year 2020. Because of the uneven competition that this means voices in the industry are being raised that demand the regulation to be imposed globally simultaneously or not at all. It differs between the IMO and EU regulations and it is unclear which regulatory regime that will be introduced, but this report will focus only on the IMO agreed rules. This work is a predominantly economic analysis of how the future scenario will look for the new emission standards of 0,1 percent sulfur limit. At the heart of the report are the ships sailing for the shipping company TransAtlantic in the transport leg of Trans Lumi Line. It is these ships’ vessel data that is the basis for the evaluated solutions and for the cost calculations that are performed in the result. There are mainly two solutions being examined, one is with scrubbers and the other one is with desulfurized bunker, which is MGO. Within the scrubber alternative there are four scrubbers examined by their initial costs of purchase and installation, and the costs they create over a time period of twenty years. For the low sulfur option three different price scenarios are produced depending on the different plausible MGO prices in the future, and furthermore also calculated over the same twenty year time period as the scrubber alternatives. Much of the information comes from research reports concerning the SECA 2015 rules, as well as interviews with people at the shipping company TransAtlantic and the refinery company and the bunker supplier Preem. The conclusion drawn from the calculations presented in the report is that one of scrubber alternatives involves the lowest costs. However a lot of research is being done in the area of cleaning both bunkers and exhaust gases which means that the situation can change many times from the one of today and until the regulations are in use. The solution developed in this work is not applicable to a different shipping service, but the method can be used as a base for further study.|
|Keywords: ||Farkostteknik;Transport;Vehicle Engineering;Transport|
|Issue Date: ||2012|
|Publisher: ||Chalmers tekniska högskola / Institutionen för sjöfart och marin teknik|
Chalmers University of Technology / Department of Shipping and Marine Technology
|Collection:||Examensarbeten på grundnivå // Basic Level Theses|
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