{"projectrec":{"ProID":1559,"StandardTitle":"Monitoring programme on air pollution from sea-going vessels","OrigTitle":"Monitoringsprogramma van de luchtvervuiling door schepen","Acronym":"MOPSEA","AbstractEnglish":"<ul><li>Context\r\n\r\nThis project fits within the Second Scientific Support Plan for a Sustainable Development Policy (SPSD II), Part II \u201cGlobal Change, Ecosystems and Biodiversity\u201d. \r\nSince several years emission regulations have been drafted with respect to road vehicles resulting in the improvement of their environmental performance at a fast rate. Regulations with regard to emissions from waterborne transport however have been lagging behind for a long time. Nevertheless waterborne transport was and still is considered to be one of the most environmentally friendly modes of transport. This however is being diminished by the fact that ships attribute to an increasing contribution in the total transport emissions.\r\nIt is within this respect the International Maritime Organisation adopted an Annex to the existing marine environment pollution convention in order to minimize especially the waterborne emissions from nitrogen oxides and sulphur dioxide.\r\n\r\n<li>Project Description\r\n\r\n<ul><li>Objectives\r\n\r\nEmissions are not locally based and since it is worldwide acknowledged that emissions should be treated on an international scale, agreements have been made between the different states with regard to reporting their emissions from different sources and for different pollutants. It is also within this respect that different monitoring programmes or methodologies were drafted. For example one of the most frequently used is the COPERT model for the reporting of emissions resulting from road-vehicles. With respect to the reporting of ship emissions there is no consistent reporting mechanism, methodology nor monitoring programme.\r\nSince Belgium however needs to comply with international and European agreements a monitoring programme is needed. This study focuses on the feasibility of such a monitoring programme and will give an inside in the availability of different datasets and the bottlenecks that can be encountered.\r\n\r\n<li>Methodology \r\n\r\nThe project combines a general overview of existing information with regard to legislation, monitoring programmes and emission data with the setting up of a new monitoring programme for the estimation of emissions resulting from ships within Belgian jurisdiction. This project will be directly relevant towards the Belgian obligations regarding international agreements and will be accomplished through a sequence of different workpackages (tasks).\r\n\r\nIn workpackage one the existing information will be evaluated. A brief overview of existing air-legislation on a international, European and national (regional) level will be provided. This is necessary in order to get a clear view on the agreements made and in order to determine whether Belgian can comply with the international or European made agreements. In this first workpackage an overview is also given of the traffic volume, type of ships and their expected emissions. Only ships entering Belgian Sea-ports (Ostend, Seabruges, Antwerp and Ghent) will be considered in this study.\r\n\r\nIn workpackages 2 and 3 the existing monitoring programme, which currently only focuses on bunker fuel related emissions will be analyzed and bottlenecks will be listed. \r\n\r\nIn a following workpackage a feasibility study on a new approach will be carried out. This new approach will focus on traffic related datasets. Again bottlenecks that were encountered will be listed and a quality control system will be drafted. Further on, emissions from sea-going vessels in Belgian seas (seashore and continental shelf \u2013 ships entering a Belgian Sea-port) will be forecasted for the year 2010 under a well-defined business-as-usual scenario. \r\nComparing these figures to those of 1990, gives Belgian policy makers inside in the role sea-going vessels could play within the Kyoto Protocol. \r\n\r\nThe comparison of the two approaches (bunker fuels and traffic related emission models) will also feed policy makers for discussions at international level concerning the allocation of greenhouse gases and other air pollutants from sea-going vessels.","AbstractOtherLang":"<ul><li>Context\r\n\r\nHet project kadert binnen het \u2018Tweede Plan voor wetenschappelijke Ondersteuning van een beleid gericht op Duurzame Ontwikkeling (PODO II)\u2019, deel II \u201cGlobal Change, Ecosystemen en Biodiversiteit\u201d. Deze gerichte actie handelt omtrent de \u2018Evaluatie van de bestaande gegevens en van de haalbaarheid van de inwerkingstelling van een monitoringsprogramma conform met de internationale verplichtingen m.b.t. de atmosferische verontreiniging afkomstig van schepen. \r\nSedert verschillende jaren worden voor wegvoertuigen emissienormen opgelegd die resulteren in een snelle verbetering van hun milieu-impact. Reglementeringen m.b.t. emissies van watertransport hinken echter reeds lange tijd achterop. Desalniettemin wordt watertransport nog steeds beschouwd als \u00e9\u00e9n van de meest milieuvriendelijke transportmodi. Dit wordt echter deels tenietgedaan door het feit dat schepen een stijgend aandeel krijgen in de totale transportemissies. Het is in dit kader dat de Internationale Maritieme Organisatie een annex aan de bestaande conventie inzake mariene verontreiniging goedkeurde om vooral de emissies van stikstofoxides en zwaveldioxide afkomstig van de scheepvaart te minimaliseren.\r\n\r\n<li>Beschrijving van het Project\r\n\r\n<ul><li>Doelstellingen\r\n\r\nEmissies zijn niet lokaal gebonden, en daar wereldwijd erkend wordt dat emissies op internationale schaal zouden moeten worden aangepakt, werden tussen de verschillende landen akkoorden afgesloten inzake de rapportage van hun emissies vanuit verschillende bronnen en voor verschillende polluenten. Het is eveneens in dit kader dat verscheidene monitoringprogramma\u2019s of methodieken zijn opgesteld. Bijvoorbeeld \u00e9\u00e9n van de meest gebruikte is het COPERT model voor de rapportage van emissies van wegvoertuigen. Voor de rapportage van scheepsemissies is er echter geen consistent rapportagemechanisme, methodologie noch monitoringprogramma voorhanden. \r\nDaar Belgi\u00eb echter moet voldoen aan de internationale en Europese akkoorden is een monitoringprogramma voor deze emissies evenwel noodzakelijk. Deze studie focust zich dan ook op de haalbaarheid van een dergelijk monitoringprogramma en zal inzicht verschaffen in de beschikbaarheid van bestaande gegevens en de mogelijk ondervonden knelpunten determineren.\r\n\r\n<li>Methodologie\r\n\r\nHet project combineert een algemeen overzicht van de bestaande wetgeving, bestaande monitoringprogramma\u2019s en emissiegegevens met de opzet van een nieuw monitoringprogramma voor raming van emissies die voortkomen van schepen binnen Belgisch rechtsgebied. Dit project zal rechtstreeks relevant zijn voor de Belgische verplichtingen inzake internationale akkoorden en zal voltooid worden dmv een opeenvolging van verscheidene werkpakketten (taken). \r\n\r\nIn het eerste werkpakket zal de beschikbare informatie worden ge\u00ebvalueerd. Een beknopt overzicht van de bestaande luchtwetgeving op internationaal, Europees en nationaal (regionaal) niveau zal worden voorzien. In dit eerste werkpakket wordt aan de hand van beschikbare literatuurgegevens een overzicht gegeven van het transportvolume, type schepen en hun verwachte emissies. Enkel schepen die de Belgische zeehavens aandoen (Oostende, Zeebrugge, Antwerpen en Gent) zullen in deze studie worden opgenomen. \r\n\r\nIn werkpakketten 2 en 3 wordt het bestaande monitoringprogramma, dat gericht is op de emissies afkomstig van opgeslagen brandstoffen (gebunkerde scheepsbrandstoffen, geanalyseerd en de knelpunten opgelijst. \r\n\r\nIn een volgend werkpakket wordt een haalbaarheidsstudie voor de nieuwe aanpak uitgewerkt. Deze nieuwe aanpak zal zich richten op verkeersgerelateerde data. Opnieuw zullen knelpunten opgelijst worden en een eenvoudig kwaliteitscontrolesysteem opgemaakt. Verder zal een prognose worden gemaakt van de emissies van zeegaande schepen op het Belgische Continentaal plat (incl. de schepen die de Belgische zeehavens aandoen) en dit voor het jaar 2010 onder een welgedefinieerd business-as-usual scenario. Door deze cijfers te vergelijken met die van 1990 krijgen Belgische beleidsmakers inzicht in de rol die zeegaande schepen zouden kunnen spelen binnen het Kyoto-protocol. \r\n\r\nDe vergelijking van de twee benaderingen (gebunkerde branstoffen en gerelateerd aan scheepsbewegingen) voor een referentiejaar (2000 of 2002) zullen leiden tot voer voor discussie voor de beleidsmakers betreffende de toewijzing van broeikasgassen en andere polluenten van zeegaande schepen.","DateLastModified":{"date":"2025-07-02 08:33:20.809226","timezone_type":1,"timezone":"+02:00"},"ParentProID":1075,"BeginYear":2003,"EndYear":2006,"BMonth":12,"EMonth":4,"BeginMonth":"December","EndMonth":"April","OrigTitleLangCode":"nl","OrigTitleLangID":41,"OrigTitleLangNL":"Nederlands","OrigTitleLang":"Dutch","OtherAbstractLangCode":"nl","OtherAbstractLangID":41,"OtherAbstractLang":"Dutch","OtherAbstractLangNL":"Nederlands","Progress":"Completed","ProgressNL":"Afgelopen","PublicFlag":1,"CheckedFlag":1,"ND":"2005-01-27","UD":"2009-12-14","DMPFlag":0,"Budget":138360,"BudgetCurrency":"EUR"},"parent":{"ProID":1075,"Acronym":"SPSD-II","StandardTitle":"Research action SPSD-II: Second scientific support plan for a sustainable development policy"},"persons":null,"projects":null,"events":null,"datasets":null,"institutes":[{"instituterec":{"Acronym":"RA","ProPartID":6294,"PublicFlag":1,"OrigNameLangCode":null,"OrigNameLangID":null,"FullOrigName":null,"Line1":"Covelierstraat 15","Line2":"2600 Antwerpen","Line3":null,"Line4":null,"InsID":3197,"FullStandardName":"Technum nv; 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