Capt. David Shang Blog: 歐盟及IMO關於航運業排放法規

歐盟及IMO關於航運業排放法規

尚作仁船長翻譯 Translated by Captain David Shang

(譯自歐盟委員會網頁:
https://climate.ec.europa.eu/eu-action/transport/reducing-emissions-shipping-sector_en)

Reducing emissions from the shipping sector
減少航運業的排放

While maritime transport plays an essential role in the EU economy and is one of the most energy-efficient modes of transport, it is also a large and growing source of greenhouse gas emissions. In 2018, global shipping emissions represented 1 076 million tonnes of CO₂, and were responsible for around 2.9% of global emissions caused by human activities.
雖然海運在歐盟經濟中發揮著至關重要的作用，並且是最節能的運輸方式之一，但它也是一個巨大且不斷增長的溫室氣體排放源。 2018年，全球航運排放了10.76億噸二氧化碳，約佔人類活動全球排放量的2.9%。

Projections show that these emissions could increase by up to 130% of 2008 emissions by 2050. If the climate change impact of shipping activities grows as projected, it will undermine the objectives of the Paris Agreement: a global framework to avoid dangerous climate change by limiting global warming to well below 2°C and pursuing efforts to limit it to 1.5°C.
預測顯示，到2050 年，這些排放量可能會比2008 年的排放量增加130%。如果航運活動對氣候變遷的影響如預期增長，它將破壞《巴黎協定》的目標：為防止危險的氣候變遷，透過全球範圍抑制全球暖化低於 2°C，並努力將其限制在 1.5°C。

At EU level, maritime transport represents 3 to 4% of the EU’s total CO₂ emissions, or over 124 million tonnes of CO₂ in 2021.
在歐盟層面，海運佔歐盟二氧化碳排放總量的 3% 至 4%，即 2021 年排放量超過 1.24 億噸二氧化碳。

In order to significantly reduce greenhouse gas (GHG) emissions from international shipping, effective global measures are desirable. In July 2023 the International Maritime Organisation (IMO) made a step on this path committing to new targets for GHG emissions reductions and to develop and adopt in 2025 a basket of measure(s), delivering on these reduction targets. The next years to come will show which measures will be adopted and become applicable and whether they will commensurate with achieving these targets and the objectives of the Paris Agreement. The EU action to make sure maritime transport plays its part in achieving climate neutrality in Europe by 2050 is an essential step in incentivising the necessary reductions.
為了大幅減少國際航運的溫室氣體(GHG)排放，需要採取有效的全球措施。 2023 年 7 月，國際海事組織 (IMO) 在這條道路上邁出了一步，承諾制定新的溫室氣體減排目標，並在 2025 年制定和採取一系列措施，實現這些減排目標。未來幾年將顯示哪些措施將被採取並適用，以及它們是否與實現這些目標和《巴黎協定》的目標相稱。歐盟採取行動確保海運在 2050 年實現歐洲氣候中和發揮作用，這是激勵必要減排的重要一步。

EU Action
歐盟行動

Inclusion of maritime emissions in the EU Emissions Trading System (ETS)
將海上排放納入歐盟排放交易體系(ETS)

In January 2024, the EU's Emissions Trading System (EU ETS) will be extended to cover CO₂ emissions from all large ships (of 5 000 gross tonnage and above) entering EU ports, regardless of the flag they fly.
2024 年 1 月，歐盟排放交易體系 (EU ETS) 將擴展至涵蓋所有進入歐盟港口的大型船舶(5,000 總噸及以上)的二氧化碳排放，無論其懸掛何種旗幟。

The system covers:
該系統涵蓋：

50% of emissions from voyages starting or ending outside of the EU (allowing the third country to decide on appropriate action for the remaining share of emissions);
50% 的排放來自在歐盟境外開始或結束的航程(允許第三國決定對剩餘排放份額採取適當的行動)；

100% of emissions that occur between two EU ports and when ships are within EU ports.
100% 排放發生於兩個歐盟港口之間以及船舶在歐盟港口內時。

The EU ETS covers CO₂ (carbon dioxide), CH₄ (methane) and N₂O (nitrous oxide) emissions, but the two latter only as from 2026.
EU ETS 涵蓋 CO₂ (二氧化碳)、CH₄ (甲烷)和 N₂O(一氧化二氮)排放，但後者僅自 2026 年起生效。

Emissions from maritime transport are included in the overall ETS cap, which defines the maximum amount of greenhouse gases that can be emitted under the system. The cap is reduced over time to ensure that all ETS sectors contribute to the EU’s climate objectives. This will incentives energy efficiency, low-carbon solutions, and reductions of the price difference between alternative fuels and traditional maritime fuels.
海運排放量包含在碳排放交易體系總體上限中，該上限定義了該系統下可排放的溫室氣體的最大數量。隨著時間的推移，上限會逐漸降低，以確保所有碳排放交易體係部門都為歐盟的氣候目標做出貢獻。這將激勵能源效率、低碳解決方案以及縮小替代燃料與傳統海運燃料之間的價差。

The system builds on the provisions in place for other EU ETS sectors, as well as the recently revised EU Monitoring, Reporting and Verification Regulation for maritime transport (“MRV Maritime Regulation”).
該系統建立在針對其他歐盟排放交易體係部門，以及最近修訂的歐盟海上運輸監測、報告和核查法規(“MRV 海事法規”)的現行規定之上。

In practice, shipping companies have to purchase and surrender (use) EU ETS emission allowances for each tonne of reported CO₂ (or CO₂ equivalent) emissions in the scope of the EU ETS system. It is the role of administering authorities of EU Member States to ensure compliance using similar rules as for the other ETS sectors.
實務上，航運公司必須在 EU ETS 系統範疇內，所陳報的噸二氧化碳(或等量二氧化碳) 排放噸數，購買及交出(使用) EU ETS 排放配額。歐盟成員國管理機構的職責是使用與其他 ETS 部門類似的規則來確保其合規性。

To ensure a smooth transition, shipping companies only have to surrender allowances for a portion of their emissions during an initial phase-in period:
為了確保平穩過渡，航運公司只需在初始階段內交出部分排放配額:

2025: for 40% of their emissions reported in 2024;
2025 年：2024 年報告排放量的 40%；

2026: for 70% of their emissions reported in 2025;
2026 年：2025 年報告排放量的 70%；

2027 onwards: for 100% of their reported emissions.
2027 年起：報告排放量的100%

A reporting and review clause is included to monitor the implementation of the rules applicable to the maritime sector and to take into account relevant developments in the International Maritime Organisation (IMO).
其中包括報告和審查條款，以監督適用於海事部門規則的實施情況，並考慮國際海事組織(IMO)的相關發展。

These rules were adopted on 16 May 2023 and entered into force on 5 June 2023. You will find the legal texts below:
這些規則於2023年5月16日通過，並於2023年6月5日生效。法律文件如下：

Legislative process
立法程序

The legislation on the inclusion of maritime emissions in the EU ETS has been complemented by several implementing and delegated acts. These spell out detailed rules and allow for a timely inclusion of the emissions from maritime transport within the EU ETS.
關於將海上排放納入歐盟排放交易體系的立法得到了幾項實施和授權法案的補充。這些規定了詳細的規則，並允許及時將海運排放納入歐盟排放交易體系。

Those acts notably cover the following topics:
這些法案主要涵蓋以下主題：

the administration of shipping companies by Member States;
成員國對航運公司的管理；

the submission of aggregated emissions data at shipping company level;
提交航運公司層級的總排放數據；

rules for the monitoring of greenhouse gas emissions;
溫室氣體排放監控規則；

updates of the relevant templates;
相關範本的更新；

verification and accreditation procedures;
驗證和認可程序；

identification of neighbouring container transhipment ports;
鑑別鄰近貨櫃轉運港；

small islands and transnational routes under public service obligation or contract subject to specific provisions under the ETS Directive.
根據公共服務義務或合約遵守 ETS 指令所具體規定的小島嶼和跨國航線。

To prepare these acts, the Commission is assisted by a maritime formation within the existing Expert Group on Climate Change Policy (CCEG), where experts from Member States are represented. In addition, the Commission has consulted the European Sustainable Shipping Forum (ESSF) where industry and civil society are also represented. The acts are also prepared with the support of the European Maritime Safety Agency (EMSA).
為了準備這些法案，委員會得到了現有氣候變遷政策專家小組內(CCEG)海事組織的協助，該小組中有來自成員國的專家。此外，委員會也諮詢了歐洲永續航運論壇(ESSF)的意見，該論壇也有來自產業和民間社會的代表。這些法案的制定也得到了歐洲海事安全局(EMSA)的支持。

In October 2023, the EU Climate Change Committee gave a favourable opinion on three implementing acts. These acts have been adopted by the Commission and published in the Official Journal of the European Union:
2023年10月，歐盟氣候變遷委員會對三項實施法案給予了贊成意見。這些法案已被委員會通過並在歐盟官方公報上公佈:

Three delegated acts have also been published in the Official Journal of the European Union in December 2023:
2023 年 12 月，歐盟官方公報也發布了三項授權法案:

Also in December 2023, the Commission has adopted an implementing act laying down the list of islands and ports and the list of transnational public service contracts concerned by the specific derogations pursuant to Article 12(3-d) and (3-c) of the ETS Directive:
同樣在 2023 年 12 月，委員會通過了一項實施法案，規定了根據ETS 指令第 12(3-d) 和 (3-c) 法條涉及部分廢除的島嶼和港口清單以及跨國公共服務合約清單：

Commission Implementing Decision (EU) 2023/2895 of 19 December 2023 laying down the list of islands and ports referred to in Article 12(3-d) of Directive 2003/87/EC of the European Parliament and of the Council and the list of transnational public service contracts or transnational public service obligations referred to in Article 12(3-c) of that Directive

Monitoring, reporting and verifying GHG emissions
監測、報告和核實溫室氣體排放

Since 1 January 2018, large ships over 5 000 gross tonnage loading or unloading cargo or passengers at ports in the European Economic Area (EEA) must monitor and report related GHG emissions (currently only CO₂ emissions, but also nitrous oxide and methane emissions as of 1 January 2024) and other relevant information. Monitoring, reporting and verification (MRV) of information must be done in conformity with the ‘MRV Maritime Regulation.
自2018 年1 月1 日起，在歐洲經濟區(EEA) 港口裝卸貨物或乘客的5000 總噸以上大型船舶，必須監控並報告相關的溫室氣體排放(目前只有二氧化碳排放量，從 2024 年 1 月 1 日起，還包括一氧化二氮和甲烷排放量)和其他相關資訊。監控、報告和驗證資料 (MRV) 必須按照「MRV 海事法規」進行。

(目前僅包括二氧化碳排放，自2018 年起還包括一氧化二氮和甲烷排放) 2024 年 1 月 1 日）和其他相關資訊。資訊的監測、報告和驗證 (MRV) 必須按照「MRV 海事法規」進行。

The MRV Maritime Regulation was conceived as a first step before the inclusion of these emissions within the scope of the EU Emissions Trading System. The MRV Maritime Regulation was revised in 2023 in the light of the inclusion of maritime transport emissions within the scope of the EU ETS.
MRV 海事法規被視為將這些排放納入歐盟排放交易體系範疇前的第一步。為了將海運排放納入歐盟排放交易體系範疇，MRV 海事法規於 2023 年進行了修訂。

The MRV Maritime Regulation is complemented by four other legal acts:
MRV 海事法規由其他四項法律法案加以補充：

Main obligations for companies eligible under the MRV Maritime Regulation:
MRV 海事法規適用公司的主要義務：

Monitoring: companies must – in line with their respective monitoring plans – monitor, for each of their ships, greenhouse gas emissions, fuel consumption and other parameters, such as distance travelled, time at sea and cargo carried on a per voyage basis, so as to gather annual data into an emissions report verified by an accredited MRV shipping verifier.
監控：公司必須根據各自的監控計劃，監控每艘船舶的溫室氣體排放、燃料消耗和其他參數，例如航行距離、海上時間和每個航次所載的貨物，以便將收集的年度數據交由認可的MRV船舶認證機構驗證。

Emissions report: by 30 April of each year (31 March as of 2025), companies must, through THETIS MRV, submit to the Commission and to the States in which those ships are registered (‘flag States’) a satisfactorily verified emissions report for each ship that has performed maritime transport activities in the European Economic Area in the previous reporting period (calendar year). As from 31 March 2025, emissions reports should also be submitted to the responsible administering authority trough THETIS-MRV.
排放報告：每年4 月30 日之前(自2025 年起為3 月31 日)，公司必須透過THETIS MRV 向委員會和這些船舶註冊國家(“船旗國”)提交，每艘船舶在上一個年度報告期間(日曆年) ，在歐洲經濟區內進行海上運輸活動且經驗證通過的排放報告。自 2025 年 3 月 31 日起，排放報告也應透過 THETIS-MRV 提交給負責管理的機構。

Document of compliance: by 30 June of each year, companies must ensure that all their ships that have performed activities in the previous reporting period and are visiting ports in the European Economic Area carry on board a document of compliance. This might be subject to inspections by Member States' authorities.
合規文件：每年 6 月 30 日之前，公司必須確保所有屬輪均攜帶上一報告期間內，在歐洲經濟區內進行海上運輸活動的合規文件。這可能會被成員國當局檢查。

Every year, the Commission publishes a report to inform the public about the greenhouse gas emissions and energy efficiency information of the monitored fleet. You can find the annual reports in our Documentation section below.
委員會每年都會發布一份報告，向大眾公佈受監控船隊的溫室氣體排放和能源效率資訊。您可以在下面的Documentation部分找到年度報告。

Delivering the European Green Deal with maritime transport
透過海運實現歐洲綠色協議

As part of the European Commission’s legislative proposals to deliver the European Green Deal - the “Fit for 55” package - published on 14 July 2021, several proposals addressed maritime transport’s climate impact, in addition to the extension of the EU ETS.
作為歐盟委員會於2021 年7 月14 日發布，旨在實現歐洲綠色協議 “Fit for 55方案”立法提案的一部分，除了歐盟排放交易體系的擴展之外，還有幾項提案涉及海運對氣候的影響。

This includes:
這包括：

A new FuelEU maritime Regulation to boost the demand for marine renewable and low-carbon fuels, by setting a maximum limit on the greenhouse gas content of energy used by ships calling at European ports and by encouraging zero-emission technology at berth (where ships stay in ports), with a technology-neutral approach;
一項新的FuelEU海事法規，透過對停靠歐洲港口船舶所使用的能源溫室氣體含量設定最大限制，來刺激對海洋再生和低碳燃料的需求，並鼓勵泊位採用零排放技術(當船舶停泊在港內時)，採用技術中立原則；

Revising the Directive on Deployment of Alternative Fuels Infrastructure, which would set, among other benefits, mandatory targets for shore-side electricity supply at maritime and inland waterway ports;
修訂替代燃料基礎設施部署指令，除其他效益外，該指令將為海上和內陸水道港口的岸邊電力供應設定強制性目標；

Accelerating the supply of renewables in the EU, through a revision of the Renewable Energy Directive (RED), which increases the current EU target of at least 32% of renewable energy sources in the overall energy mix to at least 40% by 2030, with a focus on sectors where progress has been slower to date – including transport;
透過修訂《再生能源指令》(RED)，加速歐盟再生能源的供應，將當前歐盟再生能源在整體能源結構中所佔比例至少 32% 的目標，到2030年提高到至少 40%，重點關注迄今進展緩慢的部門，包括交通運輸；

Revising the existing Energy Taxation Directive (ETD), which aims to align the taxation of energy products with the EU’s climate objectives and remove outdated exemptions, such as those for the intra-EU maritime transport sector.
修訂現有能源稅收指令(ETD)，旨在使能源產品稅收與歐盟氣候目標保持一致，並取消過時的豁免，例如歐盟內海運的豁免。

This basket of measures reflects the EU’s goal to cut greenhouse gas emissions by addressing the various barriers to the decarbonisation of the shipping sector (technological barriers, economic barriers, etc.). The Commission aims to do that through two complementary angles: first, the improvement of energy efficiency (i.e. using less fuel) and, second, the greater use of renewable and low-carbon fuels (i.e. using cleaner fuels). These measures will allow the creation of a virtuous ecosystem for such cleaner fuels, as they will boost at the same time fuel demand, distribution, and supply.
這一系列措施體現了歐盟透過解決航運業減碳的各種障礙(技術障礙、經濟障礙等)，來減少溫室氣體排放的目標。委員會的目標是透過兩個互補的角度來實現這一目標：第一，提高能源效率(即使用更少的燃料)；第二，更多地使用可再生和低碳燃料(即使用更清潔的燃料)。這些措施將為此類清潔燃料創造一個良性生態系統，因為它們將同時促進燃料需求、分配和供應。

Besides continuing to push for global action at the International Maritime Organisation (IMO), the Commission will continue supporting research and innovation towards the decarbonisation of maritime transport, in particular through Horizon Europe and the Innovation Fund.
除了繼續推動國際海事組織(IMO)所採取的全球行動外，委員會還將繼續支持海上運輸減碳的研究和創新，特別是透過Horizon Europe和Innovation Fund。

Global action
全球行動

IMO Data Collection System
IMO資料收集系統

Following the adoption of the MRV Maritime Regulation in 2015, the IMO established an IMO Data Collection System.
繼 2015 年通過 MRV 海事法規後，IMO 建立了 IMO 資料收集系統。

The system requires owners of large ships (above 5,000 gross tonnage) engaged in international shipping to report information on fuel consumption of their ships to the flag States of those ships. The flag States then report aggregated data to the IMO, which must produce an annual summary report to the IMO Marine Environment Protection Committee.
該制度要求從事國際航運的大型船舶(5000總噸以上)的船東，須向其船旗國報告其船舶的燃油消耗資訊。然後船旗國再向國際海事組織報告匯總資料，該資料必須製作成年度總結報告向國際海事組織海洋環境保護委員會提交。

The collection of fuel consumption data under the IMO Data Collection System started on 1 January 2019.
IMO資料收集系統於2019年1月1日開始收集燃油消耗資料。

In February 2019, the European Commission made a proposal to amend the MRV maritime Regulation to take appropriate account of the global data collection system, with the objective to streamline and reduce administrative effort for companies and administrations as possible.
2019年2月，歐盟委員會提出修訂MRV海事法規的提案，以適當考慮全球資料收集系統，目的是盡可能簡化和減少公司和主管機關的行政工作。

2023 IMO greenhouse gas strategy
2023年IMO溫室氣體策略

In July 2023, the IMO agreed to revise its initial greenhouse gas emissions reduction strategy.
2023年7月，國際海事組織同意修改其最初的溫室氣體減量策略。

The revised 2023 strategy sets a goal of net zero emissions from ships “by or around, i.e. close to, 2050”. This is a major increase in the level of ambition compared to the existing 2018 strategy, which aimed at reducing emissions from ships by just 50% in the same time horizon.
修訂後的 2023 年策略設定了「到 2050 年或前後，即接近 2050 年」實現船舶淨零排放的目標。與現有的 2018 年策略相比，這一目標水準有了重大提高，該策略的目標是在同一時間範圍內，將船舶排放量減少 50%。

A trajectory has also been agreed with indicative checkpoints set at reducing GHG emissions from ships by at least 20% - striving for 30% - in 2030 and at least 70% - striving for 80% - in 2040, both in comparison to 2008 levels.
也根據所制定的指標性檢查點達成了一致，即與2008 年的水準相比，到2030 年將船舶溫室氣體排放量減少至20% (盡量達到30%)，到2040 年減少至70% (盡量達到80 %)。

The strategy also sets an important target of at least 5% - striving for 10% - uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources by 2030.
該策略還設定了一個重要目標，即到 2030 年至少 5% (盡量達到10%)，採用零或接近零溫室氣體排放的技術、燃料和/或能源。

These levels of ambition and indicative checkpoints take into account the lifecycle GHG emissions from marine fuels with the objective of reducing emissions within the boundaries of the energy system of international shipping.
這些目標水準和指標性檢查點，考量了船用燃的料溫室氣體排放生命週期，目標是在國際航運能源系統範圍內減少排放。

The IMO reached consensus on the need to adopt additional GHG reduction measures by 2025 to reach the agreed targets. These measures should comprise a standard regulating the gradual reduction of the marine fuels' GHG intensity, and a maritime GHG emissions pricing mechanism. They will be developed on the basis of a comprehensive impact assessment ensuring that they effectively reduce emissions from the sector, while contributing to a level playing field and a fair and equitable transition leaving no one behind.
國際海事組織需要在2025年之前，採取額外的溫室氣體減排措施，以對實現議定的目標達成共識。這些措施包括逐步降低船用燃料溫室氣體強度標準和船舶溫室氣體排放定價機制。它們將在全面影響評估的基礎上制定，確保有效減少該行業的排放，同時促進公平競爭環境和公平公正的過渡，不讓任何人落後。

EU support to IMO energy efficiency project
歐盟支持IMO能源效率項目

The European Commission contributes €10 million in funding to an EC-IMO energy efficiency project.
歐盟委員會為EC-IMO 能源效率計畫(EC-IMO energy efficiency project)提供 1,000 萬歐元資金。

As part of a 4-year project, Maritime Technology Cooperation Centres have been set up in 5 regions: Africa, Asia, the Caribbean, Latin America and the Pacific.
作為為期四年的計畫的一部分，海事技術合作中心已經在五個地區設立，包括: 非洲、亞洲、加勒比地區、拉丁美洲和太平洋地區。

Through technical assistance and capacity-building, the centres promote the uptake of low carbon technologies and operations in maritime transport in less developed countries.
透過技術支援和能力建構，這些中心促進未開發國家在海運領域採用低碳技術和營運。

This will also support the implementation of the internationally agreed energy efficiency rules and standards – Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP).
這也將支持國際議定的能源效率規則和標準－能源效率設計指數(EEDI)和船舶能源效率管理計劃(SEEMP)的實施。

Capt. David Shang Blog

Thursday, February 8, 2024

歐盟及IMO關於航運業排放法規

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