Energy Efficiency Design Index (EEDI)MARPOL ANNEX IV

andMarine Environment protection

Koichi Yoshida

050

100

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250

300

350

400

450

1950 1960 1970 1980 1990 2000 2010

Fuel C

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Mill

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This study

IMO Expert Group (Freight-Trend), 2007

Endresen et al., JGR, 2007

Endresen et al (Freight-Trend)., JGR, 2007

EIA Total marine fuel sales

Point Estimates from the Studies

This study (Freight trend)

How ships contribute to global warming?

IMO GHG Study (NMRI is one of the member) reported GHG emission from international shipping in 2007 is estimated about 870 Million tones

About 2.7% of global emission of CO2.

CO2 emissions from shipping compared with global total emissions (IMO GHG Report)

3

International Marine

Bunkers, 2.7%

International Aviation, 1.5% Domestic Shipping

and Fishing, 0.6%

Domestic Aviation, 1.1%

Road, 17.0% Rail, 0.5%

Other Transport, 0.7%

Electricity and Heat Production, 36.4%

Unallocated Autoproducers ,

3.8%

Other Energy Industries, 4.7%

Manufacturing Industries and Construction,

18.9%

Residential , 6.9%Other, 5.1%

What is going on internationally

United Nations (UN) adopted United Nations Framework Convention on Climate Change (UNFCCC) on 9 May 1992, aiming at stabilizing Green house Gas (GHG) in atmosphere and preventing harmful impact of human behaviors of excessive emission of such gas.

UNFCCC specifies common but differentiated responsibilities to members listed in ANNEX I (so called developed countries). and members not listed in ANNEX I (so called developing countries).

UNFCCC (May 9 1992)

Kyoto protocol to UNFCCC (December 1997)

The article 2.2 paragraph 2 of Kyoto protocol specifies:

The Parties included in Annex I shall pursue limitation or reduction

of emission of greenhouse gases from aviation and maritime bunker

fuels, working through the International Civil Aviation organization

and the International Maritime organization, respectively.

What IMO did: IMO Assembly Resolution A.963(23), 2003

1. URGES the Marine Environment Protection Committee to identify and develop the

mechanism or mechanisms needed to achieve the limitation or reduction of GHG

emissions from international shipping and, in doing so, to give priority to:

(a) the establishment of a GHG emission baseline;

(b) the development of a methodology to describe the GHG efficiency of a ship in

terms of a GHG emission index for that ship.

(c) the development of Guidelines by which the GHG emission indexing scheme

may be applied in practice. The Guidelines are to address such issues as

verification;

(d) the evaluation of technical, operational and market-based solutions;

2. REQUESTS the Marine Environment Protection Committee:

(a) to consider methodological aspects related to the reporting of GHG emissions

from ships engaged in international transport;

(b) to develop a Work Plan with a timetable;

(c) to keep this matter under review and to prepare consolidated statements on the

continuing IMO policies and practices related to the limitation or reduction of GHG

emissions from international shipping;

3. REQUESTS the Secretariat of the Organization to continue co-operating with

the Secretariat of UNFCCC and the Secretariat of the Intergovernmental Civil

Aviation Organization.

Framework of CO2 emission reduction measures from shipsbeing considered in IMO MEPC

New ships Energy Efficiency Design Index (EEDI)

Existingships

Ship Energy Efficiency management Plan (SEEMP)

Energy Efficiency Operational Indicator

Best practice for CO2 emission reduction

Market based approach CO2 emission trade

CO2 emission Cap

No More Favorable Treatment: NMFT (IMO)

Common But Differentiated Responsibility: CBDR (UNFCCC)

Technical measures

GHG emission fund(charge per fuel)

Mandatory reduction of attained EEDI

EEDI baselines

New ships of 400GT and over will be required to calculate EEDI.New ships of certain size and over will be required to have its attained EEDI to be equal or

less than a required EEDI.Principle of EEDI EEDI: indication of energy efficiency by CO2 emission (g) per cargo carry (ton mile) Method of calculation is well established and defined and can be used by everybody. The technology is well established. Process and results of the calculation is verifiable and transparent.

Framework for reduction of CO2 emission from International Shipping; Technical and market based approach

and EEDI Energy Efficiency Design Index for new ships

Work done and in process- IMO MEPC has developed the

method ff calculation and verification of EEDI.

- IMO MEPC 62 (July 2011) adopted a set of regulations to be included into MARPOL ANNEX VI to make EEDI mandatory for new ships.

IMO MEPC adopted on 18 July 2011Resolution 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 ships1. 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

Technical requirements are placed in MARPOL ANNEX VI new chapter 4

Regulation 19 Application Apply to all ships of 400 gross tonnage and above;

Not apply to ships solely engaged in voyages within the water of the flag state;

Not apply to ships having diesel-electric propulsion, turbine propulsion or hybrid propulsion systems;

Administration may waive the requirement from complying with regulation 20 and 21, but this waiver shall not apply to ships For which the building contract is placed on or after 1 January 2017; or

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 2017: or

The delivery of which is no or after 1 July 2019; or

Major conversion on or after 1 January 2017.

Attained EEDIAttained 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 2.25 Bulk carrier (exclude combination carrier)

2.26 Gas 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

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Calculation of attained EEDI

EEDI=CO2 from propulsion systemCO2 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 GTVref: reference speed (nm/hour)f i: correction factor for capacityf w: correction factor for performance in real weatherf j: correction factor for efficiency

For detail of calculation of EEDI, see MEPC61/WP.10

Guidelines on calculation of attained EEDI should be finalized at ISWG-EE2 (Jan. 9 13 2012) and adopted at MEPC63 (Feb. 2012)

Required EEDIAttained EEDI Required EEDI=(1-X/100) x reference line valueX = reduction factor as below

Ship Type 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

Bulk Carrier20,000 DWT and above 0 10 20 30

10,000 20,000 DWT n/a 0-10* 0-20* 0-30*

Gas tanker10,000 DWT and above 0 10 20 30

2,000 10,000 DWT n/a 0-10* 0-20* 0-30*

Tanker20,000 DWT and above 0 10 20 30

4,000 20,000 DWT n/a 0-10* 0-20* 0-30*

Container ship15,000 DWT and above 0 10 20 30

10,000 15,000 DWT n/a 0-10* 0-20* 0-30*

General Cargo

ships

15,000 DWT and above 0 10 15 30

3,000 15,000 DWT n/a 0-10* 0-15* 0-30*

Refrigerated cargo

carrier

5,000 DWT and above 0 10 15 30

3,000 5,000 DWT n/a 0-10* 0-15* 0-30*

Combination

carrier

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.

Reference line value = a x b -cShip type defined in regulation 1 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

Required EEDI is not applied to2.32 Passenger ship 2.33 Ro-ro cargo ships (vehicle carrier)2.34 Ro-ro cargo ship2.35 Ro-ro passenger ship

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.

Required EEDI against Reference line

IMO will Review

Evaluation of EEDI

Ships to which chapter 4 applies shall be subject to the surveys taking into account Guidelines on Survey and Certification of the Energy Efficiency Design Index.

(The guidelines should be finalized at ISWG-EE2 and MEPC63 Feb-March 2012.)

Evaluation trials were conducted by

Japan (report: MEPC60/4/5)

Germany (report: MEPC61/5/2)

Future work plan on EEDI MEPC62/WP15)

MEPC session :MEPC

62

MEPC

63

MEPC

64

MEPC

65

MEPC

66

MEPC

67

MEPC

68

MEPC

69

Date (for 2012 to 2016, the dates are tentative) :July 2011

February

2012

October 2012

[July 2013]

[March 2014]

[Oct 2014]

[July 2015]

[March 2016]

Regulatory frameworks (reference lines and reductionfactors) for:- passenger ships- ro-ro cargo ships- ro-ro passenger ships

Finaliz

ation

Adopt

Consideration of EEDI calculation method for ships having diesel electric propulsion, turbine propulsion, hybrid propulsion and other propulsion systems or dual fuel systems

Finaliz

ation

Adopt

Re

vie

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roce

ss

Review of applicable requirements for small ship segments with linear reduction factors in regulation 21 (review process 1)

Finaliz

ation

Review of EEDI for larger size segment of oil tankers and bulk carriers

Finaliz

ation

Review of technological developments and adjust the time period and reduction factors set out in Phases 2 and 3 (review process 2)

Future work plan on EEDI MEPC62/WP15)

MEPC session : MEPC 62 MEPC 63 MEPC 64 MEPC 65 MEPC 66 MEPC 67

Date (for 2012, 2013, 2014 and 2015, the dates are tentative) :

July 2011February

2012October

2012[July 2013]

[March 2014]

[Oct 2014]

Guidelines on ship specific voluntary structural enhancement to increase safety of a ship(two sessions after receiving proposal; time schedule shown in right is the earliest possibility )

Finalization

Consideration of CO2 abatement technologies(Conversion factors/Guidelines)(three sessions after receiving proposal; time schedule shown in right is the earliest possibility)

Finalization

Consideration of Guidelines on propulsion power needed to maintain the manoeuvrability of the ship under adverse conditions Finalization

Identification and development of other guidelines or supporting documents for technical and operational measures

Potential reductions of CO2 emissions from shipping by using known

technology and practices (IMO GHG Study Report 2009)

DESIGN (New ships) Saving of CO2/tonne-mile Combined Combined

Concept, speed & capability 2% to 50%

10% to 50%

25% to 75%

Hull and superstructure 2% to 20%

Power and propulsion systems 5% to 15%

Low-carbon fuels 5% to 15%

Renewable energy 1% to 10%

Exhaust gas CO2 reduction 0%

OPERATION (All ships)

Fleet management, logistics &

incentives5% to 50%

10% to 50%Voyage optimization 1% to 10%

Energy management 1% to 10%

Challenge to reach 30% reduction of CO2 emission

Emissions Summary (IMO GHG Study Report 2009)

19

Ship Exhaust Refrigerant Transport of

Crude oil

Total

CO2 1054 - - 1054

CH4 0.10 - 0.14** 0.24

N2O 0.03 - - 0.03

HFC - 0.0004 - 0.0004

PFC - - - -

SF6 - - - -

NOx 25 - - 25

NMVOC 0.8 - 2.3 3.1

CO 2.5 - - 2.5

PM 1.8 - - 1.8

SOx 15 - - 15

Summary of emissions (million tons) from total shipping 2007*

* HFC numbers for 2003. Transport of Crude oil numbers for 2006.

** Highly uncertain.

GHG ; CO2 equivalentIPCC, 4th assessment report (AR4)IPCC, 2nd assessment report (SAR)

Greenhouse Gas Formula 100-year GWP (SAR) 100-year GWP (AR4)

Carbon dioxide CO2 1 1

Methane CH4 21 25

Nitrous oxide N2O 310 298

Sulphur hexafluoride SF6 23,900 22,800

Hydrofluorocarbons (HFCs)

HFC-23 CHF3 11,700 14,800

HFC-32 CH2F2 650 675

Perfluorocarbons (PFCs)

Perfluoromethane CF4 6,500 7,390

Perfluoroethane C2F6 9,200 12,200

Perfluoropropane C3F8 7,000 8,830

Perfluorobutane C4F10 7,000 8,860

Perfluorocyclobutane c-C4F8 8,700 10,300

Perfluoropentane C5F12 7,500 13,300

Perfluorohexane C6F14 7,400 9,300

IMO Study on GHG 2009 is giving some information how to approach on this question by MACC (Marginal Abatement Cost Curve analysis) (MEPC59/INF.10)

Some organizations has conducted similar analysis/studies NMRI also conducted a study on MACC for various ship types using

information of IMO GHG studies and additional statistical investigations

How to comply with MARPOL Annex VI 2011 for EEEDI ?

Marginal Abatement Cost Curve analysis (MACC)

Based on many estimations and assumption on

Future ship fleet size, ships life and trend of new ship building

Fuel consumption and fuel cost in future

Methods/ technologies for CO2 emission reduction and their cost

Economic growth and interest rate

Schematic expression of MACMAC = (MC+FC) / A

MC: Cost of GHG emission reduction (US$)FC: Relative cost of fuel consumption (US$)A: GHG reduction (ton of CO2)

All ship types 2020 Fuel 500$/ton, interest rate 4.0%, value as today

Measures Max. Abatement Potential (M ton)

Median (upper / lower)

Cost efficiency (US$/ton CO2)

Median (upper / lower)

1 retrofit hull improvement 32.0 ( 11.3 / 52.8 ) -95 ( -93 / -97 )

2 other retrofit options; kite 58.9 ( 39.2 / 78.5 ) -80 ( -72 / -87 )

3 air lubrication 20.2 ( 15.3 / 25.1 ) -77 ( -64 / -89 )

4 propeller maintenance 35.5 ( 6.3 / 62.8 ) -60 ( -24 / -97 )

5 voyage and operation options 25.7 ( 1.2 / 50.2 ) -48 ( 0 / -97 )

6 hull shape improvement 48.6 ( 48.6 / 48.6 ) -45 ( -44 / -46 )

7 waste heat recovery 36.5 ( 36.5 / 36.5 ) -5 ( -4 / -6 )

8 speed reduction 109.7 ( 109.7 / 109.7 ) 27 ( 41 / 14 )

9 hull coating and maintenance 65.9 ( 6.3 / 125.6 ) 88 ( 272 / -96 )

10 main engine retrofit 4.6 ( 1.2 / 8.1 ) 190 ( 272 / -78 )

11 propeller/propulsion system upgrade 29.3 ( 1.2 / 57.5 ) 134 ( 362 / -93 )

12 auxiliary systems 5.1 ( 0.1 / 10.0 ) 456 ( 981 / -68 )

All ship types 2030 Fuel 500$/ton, interest rate 4.0%, value as today

Measures Max. Abatement Potential (M ton)

Median (upper / lower)

Cost efficiency (US$/ton CO2)

Median (upper / lower)

1 retrofit hull improvement 60 ( 21 / 99 ) -64 ( -63 / -65 )

2 other retrofit options; kite 128 ( 85 / 170 ) -54 ( -49 / -59 )

3 air lubrication 57 ( 41 / 74 ) -51 ( -43 / -60 )

4 propeller maintenance 65 ( 12 / 118 ) -46 ( -27 / -65 )

5 voyage and operation options 48 ( 2 / 94 ) -40 ( -15 / -65 )

6 hull shape improvement 133 ( 133 / 133 ) -29 ( -28 / -30 )

7 waste heat recovery 102 ( 102 / 102 ) -8 ( -7 / -8 )

8 speed reduction 213 ( 215 / 215 ) 2 ( 8 / -5 )

9 hull coating and maintenance 122 ( 7 / 236 ) 41 ( 146 / -65)

10 main engine retrofit 9 ( 2 / 16 ) 53 ( 159 / -54 )

11 propeller/propulsion system upgrade 57 ( 2 / 111 ) 85 ( 233 / -63 )

12 auxiliary systems 10 ( 0 / 19 ) 318 ( 683 / -48 )

All ship types 2020 Fuel 500$/ton, interest rate 4.0%, value as today

1 Retrofit hull improvements 2 Other retrofit options: towing kite 3 Air lubrication 4 Propeller maintenance 5 Voyage and operations options 6 Hull systems

7 Waste heat recovery 8 Speed reduction 9 Hull coating and maintenance 10 Main engine retrofit 11 Propeller/propulsion system upgrades 12 Auxiliary systems

1 2 3 4 5 6 7 8 9 10 11 12

7 Waste heat recovery 8 Speed reduction 9 Hull coating and maintenance 10 Main engine retrofit 11 Propeller/propulsion system upgrades 12 Auxiliary systems

1 Retrofit hull improvements 2 Other retrofit options: towing kite 3 Air lubrication 4 Propeller maintenance 5 Voyage and operations options 6 Hull systems

All ship types 2030 Fuel 500$/ton, interest rate 4.0%, value as today

1 2 3 4 5 6 7 8 9 10 11 12

Consideration on MACC

Methodology of calculation of MACC has been developed and verified, and is being used by various organizations;

It is still necessary to reduce the wide uncertainty in assumption in cost and effect of measures for GHG emission reduction, future ship fleet size, future economy growth and future fuel cost;

Such estimation would partially depend on the strategy of shipping ;

Methodology of can be used for desining of individual ship.

Ship and environment Ships have closed relation with their environment (water and air) from their

construction, through operation, until decommission and recycling.

World fleet size of ships is increasing.

The environment is a finite world.

Ships need to be friendly with the environment.

Green House Gases

Ship Recycling

Anti-FoulingSystem,VOC

Oil / Chemical (Fuel/cargo)

Garbage, Waste and Wash-water

Underwaternoise

Ballast water

NOx SOx PM

Harmonization / Sustainability Sustainable activities are those that fulfil societys present needs

without impacting on the ability of future generations to provide for their needs.

Actions designed to improve environmental sustainability shall also be affordable and acceptable by the society.

A measure to be taken to improve an aspect of environmental protection should not degrade the other aspect of environmental protection.

Impact analysis of risk control option to all the aspect of safety and environmental protection shall be conducted, and methodology for such impact analysis shall be developed.

Safety Oil spill NOx

SOx

Ballast

water

GHG AFS Ship

Recycle

Example: Impact of BWMS to other aspects

NYK LineSuper-eco ship

DNVPassenger shipconcept

Univ. of TokyoZero-emissionship

Green ship future

Innovative design concept All ship type

Cleaner fuel / gas fuel / hydrogen fuel

Clean engine room integrated bilge treatment system(IBTS)

Design for recycling

Container ships Diesel-generators installed in bottom of ships; usage of space above for

container cargo hold

Electric propulsion system (possibility of front drive + rear side-thruster)

Forecastle navigation bridge and accommodation and use aft for cargo

Bulk carriers Non-ballast water ship

Much efficient unloading system and just-on-time operation

Oil tankers Non-ballast water ships

Semi-submerged tanker

Green ship future

ISO/TC8 is challenging toward Environmentally Friendly ships by supporting industries and IMO

Ship recycling ISO 30000 series (TC8WG1)

Anti-fouling systems (AFS) ISO 13073 series (TC8SC2)

Oil Spill response ISO 21072 series, ISO 17325 series (TC8SC2)

Ship-board garbage management ISO 21070 (TC8SC2)

Port Reception Facilities ISO 16304 (TC8SC2)

Underwater noise ISO 16554 (TC8SC2)

Ballast water management sampling of ballast water (TC8SC3 and SC2)

Green House Gas (GHG) Emission (TC8SC2 and SC6)

Sea trial standard ISO 15016

Calculation method of Energy Efficiency of Design Index of new ships (EEDI)

Calculation method and management of Energy Efficiency Operational indicator (EEOI)

NOx SOx PM emission

ISO/TC8 Ship and Marine Technology

ISO/TC8/SC2Marine Environment Protection

Scope: Standardization of marine pollution abatement materials, equipment and technologies and environmental matters to be used in shipbuilding and operation of ships, comprising sea-going ships, vessels for inland navigation, offshore structures, ship-to-shore interface and all other marine structures subject to International Maritime Organization requirements.

P-Member bodies (14): Belgium, China, Denmark, Finland, Germany, Italy, Japan, Republic of Korea, Netherlands, Portugal, Russian Federation, Ukraine, United Kingdom, USA

O-Member Bodies (12): Bulgaria, Croatia, Cuba, France, India, Islamic Republic of Iran, Norway, Poland, Romania, Slovakia, Spain, Turkey

ISO/TC8/SC2

StructureChairman: Koichi Yoshida, JapanSecretary: Carolyn Junemann, USA

WG3: Environmental response: Convenor; Sei-Chang Lee (Korea RO)

WG4: Ship generated garbageConvenor; David Condino (USA)

WG5: Antifouling system on shipsConvenor; Tetsuya Senda (Japan)

WG6: Protecting marine ecosystem from underwater irradiated noiseConvenor; Koichi Yoshida (Japan)

ISO/TC8/SC2/WG3Environmental response

(MARPOL ANNEX I and II)

ISO 21072; Performance testing of oil skimmers Part 1 Moving water condition Published in 2009 Part 2 Static water condition - Published in 2009 Part 3 High viscosity oil Published in 2010

ISO 16165; Terminology relating to oil spill responsePublished in 2001; now under revision

ISO 16446; Adapter for joining dissimilar boom connectorsPublished in 2001; now under revision

ISO 17325; Oil boom Part 1 Design criteria CD text being prepared Part 2 Tensile strength and performance requirement

WD stage

ISO/TC8/SC2/WG4Ship generated garbage

MARPOL ANNEX IV and Vpresented by document MEPC62/10

ISO 21070; Management and handling of shipboard garbageFDIS passed to be published soon

ISO 16304; Port reception facilitiesFirst CD ballot completedSecond CD ballot due in July 2011To be published in 2012

Possible new work items shipboard incinerators and comminuters

ISO/TC8/SC2/WG5Antifouling system on ships

AFS ConventionPresented by document MEPC62/14

ISO 17031; Risk assessment on anti-fouling systems on ships Part 1: Marine environmental risk assessment method on

biocidally active substances used for anti-fouling systems on shipsDIS finished Final DIS in October 2011 to be published in 2012

Part 2; Marine environmental risk assessment method for anti-fouling systems using biocidally active substances on ships ]

DIS in November 2011 to be published in 2012

Part 3; Human Health risk assessment for the application and removal of anti-fouling systems

WD stage

ISO/TC8/SC2/WG6Protecting marine ecosystem from underwater

irradiated noiseIMO MEPC work item

Presented by document MEPC62/19

ISO 16554; Protecting marine ecosystem from underwater irradiated noise -- Measurement and reporting of underwater noise radiating from merchant shipsCD ballot completed DIS in September 2011

To be published in 2012

IMO Activities and ISO/TC8/SC2 Activities International Maritime Organization (IMO) is the international and inter-governmental

forum where international binding instruments, such as International Convention, are being developed. SOLAS; International Convention for the Safety of Life At Sea MARPOL; International Convention for the Prevention of Marine Pollution AFS Convention; International Convention on the control of harmful anti-fouling

systems on ships, 2001 BWM Convention; International Convention for the control and management of ships

ballast water and sediments Hong Kong International Convention for the safe and environmentally sound recycling

of ships International Organization for Standardization (ISO) is developing various international

standards and relating documents, in voluntary basis among industries. ISO TC8 (Ship and marine technology) Sub-Committee 2 (Marine environment protection)

is developing ISO standards relating to the marine environment protection. These ISO standards can be used , in voluntary basis, in conjunction with the international

binding instruments.

IMOSOLAS, MARPOL, AFS, BWM,

Ship Recycling convention

ISO/TC8/SC2ISO Standards for

Marine environment protection

ISO/TC8/SC2 is supporting IMO by developing ISO standards.

Thank you for your attention

Koichi Yoshida

Chairman of

IMO MEPC Air pollution prevention

and energy efficiency working group

And

ISO TC8/SC2

(Marine Environment Protection)