The Business Sector's NOx Fund: Status, changes and future Tommy Johnsen General Manager The Business Sector's NOx Fund
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1 The Business Sector's NOx Fund: Status, changes and future Tommy Johnsen General Manager The Business Sector's NOx Fund Info-meeting Oslo, Stavanger, Haugesund,, Ålesund, Tromsø Winter 2013/2014
2 Contents: Briefly about the NOx Fund Conditions for support Obligations Support for energy efficiency measures on ships Several measures per unit calculation of reductions LNG Change in support rates New database solution Available assets and prioritisations of applications After 2017
3 NOx tax and the Environmental Agreement From , the fiscal NOx tax is NOK 17,33 per kg NOx Payment to the NOx Fund is NOK 4,- and 11,- per kg NOx for shipping/industry and oil- and gass production respectively. The NOx Fund's support rates have been fixed from enterprises affiliated per October 2013, which constitute about 95% of emissions subject to NOx tax About NOK 600 mill per year is payed to the NOx Fund and can be used for measures in the period of the Environmental Agreement
4 Tonn Status: commitments and reductions The emission obligations have been met every year until 2012, thus sanctions for the enterprises have been avoided. Reductions higher than commitments are transferred to subsequent years In a good position for upcoming periods
5 Distribution of NOx reduction based on type of measure
6 Limitations for granting support Support is granted to NOx reductions from sources subject to NOx tax in areas/traffic subject to NOx tax Support from Norwegian governmental schemes can exclude support from the NOx Fund Support is not granted for NOx reductions resulting from NOxrequirements laid down by the authorities (e.g. IMOrequirements) Support is not granted for NOx reductions resulting from requirements stipulated in public tenders
7 Support for energy efficiency measures general Operational adjustments with fuel saving effects are not eligible for support, that includes antifouling measures on ship hulls. Only technical installations and rebuilds will be eligible for support Support will not be granted to measuring equipment intended to improve fuel economy or reduce emissions, including fuel monitoring. However, these types of measures can be eligible for support when the measuring equipment is an integral part of other NOx emission abatement technology. Measures where the fuel saving effect is less than 2 % will not receive support, unless the actual reduction may be documented by detailed accounting figures showing energy consumption before and after implementation. Switching from traditional lightening armatures to more energy-efficient lightening is one such example that would be eligible for support.
8 As a general rule, energy efficiency measures in relation to new sources are not eligible for support. Overview of measures relating to new sources and the possibility of support as an exception in new applications Type of measure* Diesel electric propulsion LED-lighting New and more effective hulldesigns Change of propeller/nozzle/rudder Trawl improvement Frequency control of machinery More energy efficient gear-solutions New and more energy efficient vessels (because of e.g. weight) which replaces existent Measures which are not eligible for support for existing sources Hybrid systems combining dieselelectric propulsion with direct mechanical propulsion Qualification for support** None None None None None None None None None None Waste Heat Recovery-systems on ships that convert excess heat into electricity which serves to replace the energy production generated by engines Exception with possibility for support to AHTS-ships, OCV-ships and fishing vessels provided that application is received and the measure is implemented before Besides this, the measure is not eligible for support. *The types of measures in the table above is not complete. Types of measures not covered by this overview will be clarified and added to the table when an application regarding such as measure is received. **In some cases, for some types of measures and ships, the applicant has taken investment decisions or implemented a measure in a period when the right to support has not been clearly communicated from the NOx Fund, and it has previously been a practice to grant support. These cases will be separately considered and support could exceptionally be granted to applications received before the end of 2013 and with implementation before the end of 2014.
9 Calculation of NOx-reduction of several measures (fuel consumtion + NOx factor reduction) 1. In cases where measures are applied for at the same time: The effect of the fuel saving measure is calculated first, and the post-state of this measure is the foundation of the pre-state of the NOx factor reducing measure. 2. In cases where the fuel saving measure is applied for at an earlier stage than the NOx factor reducing measure: The measures are processed as described above in point In cases where the NOx factor reducing measure is applied for at an earlier stage than the fuel saving measure: Provided that the NOx factor reducing measure has already been verified and this has been notified or uncovered during the application processing of the fuel saving measure: The effect of the fuel saving measure will be calculated based on the reduced NOx factor. Where the measure is SCR, the verified purification degree (adjusted for use of urea) will be the basis of the calculation. Provided that the NOx factor reducing measure has already been verified and this has not been notified or uncovere during the application processing: The same as above Provided that the NOx factor reducing measure is not verified: The applicant can request the previously approved application for NOx reducing measure to be reprocessed, so that the order of the measures will be as in case 1 above.
10 Type of measure Support rates the first six months of 2014 Gas propulsion of ships Battery-powered propulsion of ships LNG infrastructure New technology, onshore power plants, engine, EGR, HAM, Energy efficiency SCR on ships Current support rates (applications received in 2013) NOK 350 per kg 80% Max NOK 20 mill. Max 50% NOK 225 per kg 80% NOK 100 per kg 60% New support rate (applications received after ) NOK 300 per kg 80% Time limit for completion Before the end of 2016 Ships keel laid before the end of 2015 As before Before the end of 2014 NOK 200 per kg 80% As before Before the end of Keel laid ships before the end of 2015 Before the end of Keel laid ships before the end of 2015 SCR/SNCR, gas, industrial landbased process NOK 225 per kg 80% NOK 200 per kg 80% Before the end of 2016 Engine replacements NOK 225 per kg (<12 yrs) 70% Max. NOK 200 per kg 70% Before the end of Keel laid ships before the end of 2015 NOx reduction as a side effect NOK 50 per kg As before Before the end of 2016 Urea for SCR on ships NOK 2,5 per kg urea As before Before the end of 2017 Replacement of catalyst elements Support to emission measurement 60% NOK per m3, max 60% Before the end of %, max kr As before Before the end of 2017
11 Payment of support can be lower than indicated in the approval letter When the actual costs are lower than presupposed in the application When the actual traffic subject to NOx tax is lower than presupposed in the application When less traffic and/or less engine load results in lower fuel consumption than presupposed in the application When there is lower fuel consumption as a result of more efficient operation
12 In the transition from liquid fossil fuel to gas, The NOx Fund has contributed significantly Industry LNG infrastructure Landbased industry Offshore service ships Ferries and passanger ships Cargo- and tankships Number of projects Support (mill. NOK) NOx-reduction (tonnes per year) 3 63, , , , , TOTAL ,6 6935
13 The current support scheme for LNG-projects Supports additional costs in comparison to conventional solution NOK 350 per kg NOx reduced and up to 80% of investment costs The support rate is reduced to NOK 300 per kg from The support to LNG infrastructure is given to applications received within Coaling plants and distribution ships can be granted 50 % support of the investment costs, limited upwards to a maximum 20M NOK The facility must grant third party access and publish their tariffs which stimulates use
14 The NOx Fund's support to LNG reduces the incentive to save on equipment costs Today's support rate to change to LNG on ships is purposely set high in order to stimulate a significant amount of vessels With NOK 350 per kg NOx when around 60% of applications reach the upper 80% limit Through reduced rate NOK 300 per kg NOx from , around 30% would reach the upper 80% limit Of the vessels reaching the upper 80 % limit, only 20% of a potential cost saving will go to the buyer
15 Engine, LNG-system and other costs each constitutes around 1 3 of the additional costs related to LNG powered propulsion on a PSV
16 Additional costs [MNOK] Average additional cost for a LNGpowered PSV is 49 MNOK Engine LNG system Installation Other
17 Engine priice [NOK] Significant variations in price of gas engines Dual fuel and pure gas engine prices [NOK] Engine size [kw] 17
18 The NOx Fund's available funds All available funds will probably be allocated to projects during 2014 New applications after this will be in a queue Continuous prioritisation of applications when funds are released Stricter practice in relation to deadlines for implementation
19 The NOx Fund's new database solution Is introduced within the first six months of 2014 Includes all administration Affiliation, company information, contacts, item-overview, reporting of emissions, applications, case handling Self-service Reporting of emission per item
20 The NOx Fund's support to LNG measures on ships will be reduced further CHANGE Further reduced support rate from For nye søknader mottatt og gjennomført etter angitt dato New support rate: NOK 200 per kg NOx reduced (max 80%) REASON Extend the durability of the NOx Fund's remaining funds The introductory phase for LNG with high support rates is coming to an end A more mature market should result in lower prices on equipment and LNG Strengthen incentive for cost savings (below 80% share of the support)
21 The NOx Fund after 2017 When deciding whether to invest in NOx reducing measures, one should consider the risk of having to pay the states' rates (NOK 17 per kg) after 2017 Continuation of the NOx Fund depends on the support from the business organisations and political side, as well as approval from ESA Approval from ESA could prove to be a challenge Big negative consequences if closed down The change to gas and other environmentally friendly energy carriers could stop Use of SCR facilities could stop Many businesses will face the same economic burdens and challenges as in 2007 The work of continuation starts 4th quarter 2013
22 The NOx Fund and the road ahead The NOx Fund is working towards continuation after 2017 The NOx Fund can keep operating as today or in a modified form Risk-factors No approval by ESA No political support No need for NOx reductions No support from the business sector NOx-tax discontinues Probability Moderate-low Low Low Low Low
23 Thank you for your attention! For more information, see: 23
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