Holocene climatic change and the development of the lake-effect snowbelt in Michigan, USA

Lake-effect snow is an important constraint on ecological and socio-economic systems near the North American Great Lakes. Little is known about the Holocene history of lake-effect snowbelts, and it is difficult to decipher how lake-effect snowfall abundance affected ecosystem development. We conducted oxygen-isotope analysis of calcite in lake-sediment cores from northern Lower Michigan to infer Holocene climatic variation and assess snowbelt development. The two lakes experience the same synoptic-scale climatic systems, but only one of them (Huffman Lake) receives a significant amount of lake-effect snow. A 177-cm difference in annual snowfall causes groundwater inflow at Huffman Lake to be 18O-depleted by 2.3‰ relative to O'Brien Lake. To assess when the lake-effect snowbelt became established, we compared calcite-δ18O profiles of the last 11,500 years from these two sites. The chronologies are based on accelerator-mass-spectrometry 14C ages of 11 and 17 terrestrial-plant samples from Huffman and O'Brien lakes, respectively. The values of δ18O are low at both sites from 11,500 to 9500 cal yr BP when the Laurentide Ice Sheet (LIS) exerted a dominant control over the regional climate and provided periodic pulses of meltwater to the Great Lakes basin. Carbonate δ18O increases by 2.6‰ at O'Brien Lake and by 1.4‰ at Huffman Lake between 9500 and 7000 cal yr BP, suggesting a regional decline in the proportion of runoff derived from winter precipitation. The Great Lakes snowbelt probably developed between 9500 and 5500 cal yr BP as inferred from the progressive 18O-depletion at Huffman Lake relative to O'Brien Lake, with the largest increase of lake-effect snow around 7000 cal yr BP. Lake-effect snow became possible at this time because of increasing contact between the Great Lakes and frigid arctic air. These changes resulted from enhanced westerly flow over the Great Lakes as the LIS collapsed, and from rapidly rising Great Lakes levels during the Nipissing Transgression. The δ18O difference between Huffman and O'Brien lakes declines after 5500 cal yr BP, probably because of a northward shift of the polar vortex that brought increasing winter precipitation to the entire region. However, δ18O remains depleted at Huffman Lake relative to O'Brien Lake because of the continued production of lake-effect snow.

Footprint of recycled water subsidies downwind of Lake Michigan

Continental evaporation is a significant and dynamic flux within the atmospheric water budget, but few methods provide robust observational constraints on the large-scale hydroclimatological and hydroecological impacts of this ‘recycled-water' flux. We demonstrate a geospatial analysis that provides such information, using stable isotope data to map the distribution of recycled water in shallow aquifers downwind from Lake Michigan. The δ2H and δ18O values of groundwater in the study region decrease from south to north, as expected based on meridional gradients in climate and precipitation isotope ratios. In contrast, deuterium excess (d = δ2H − 8 × δ18O) values exhibit a significant zonal gradient and finer-scale spatially patterned variation. Local d maxima occur in the northwest and southwest corners of the Lower Peninsula of Michigan, where ‘lake-effect' precipitation events are abundant. We apply a published model that describes the effect of recycling from lakes on atmospheric vapor d values to estimate that up to 32% of recharge into individual aquifers may be derived from recycled Lake Michigan water. Applying the model to geostatistical surfaces representing mean d values, we estimate that between 10% and 18% of the vapor evaporated from Lake Michigan is re-precipitated within downwind areas of the Lake Michigan drainage basin. Our approach provides previously unavailable observational constraints on regional land-atmosphere water fluxes in the Great Lakes Basin and elucidates patterns in recycled-water fluxes that may influence the biogeography of the region. As new instruments and networks facilitate enhanced spatial monitoring of environmental water isotopes, similar analyses can be widely applied to calibrate and validate water cycle models and improve projections of regional hydroecological change involving the coupled lake-atmosphere-land system. Read More: http://www.esajournals.org/doi/abs/10.1890/ES12-00062.1

Ice Core Record of Rising Lead Pollution in the North Pacific Atmosphere

A high-resolution, 8000 year-long ice core record from the Mt. Logan summit plateau (5300 m asl) reveals the initiation of trans-Pacific lead (Pb) pollution by ca. 1730, and a > 10-fold increase in Pb concentration (1981-1998 mean = 68.9 ng/l) above natural background (5.6 ng/l) attributed to rising anthropogenic Pb emissions from Asia. The largest rise in North Pacific Pb pollution from 1970-1998 (end of record) is contemporaneous with a decrease in Eurasian and North American Pb pollution as documented in ice core records from Greenland, Devon Island, and the European Alps. The distinct Pb pollution history in the North Pacific is interpreted to result from the later industrialization and less stringent abatement measures in Asia compared to North America and Eurasia. The Mt. Logan record shows evidence for both a rising Pb emissions signal from Asia and a trans-Pacific transport efficiency signal related to the strength of the Aleutian Low.

Fire in ice: two millennia of boreal forest fire history from the Greenland NEEM ice core

Biomass burning is a major source of greenhouse gases and influences regional to global climate. Pre-industrial fire-history records from black carbon, charcoal and other proxies provide baseline estimates of biomass burning at local to global scales spanning millennia, and are thus useful to examine the role of fire in the carbon cycle and climate system. Here we use the specific biomarker levoglucosan together with black carbon and ammonium concentrations from the North Greenland Eemian (NEEM) ice cores (77.49° N, 51.2° W; 2480 m a.s.l) over the past 2000 years to infer changes in boreal fire activity. Increases in boreal fire activity over the periods 1000–1300 CE and decreases during 700–900 CE coincide with high-latitude NH temperature changes. Levoglucosan concentrations in the NEEM ice cores peak between 1500 and 1700 CE, and most levoglucosan spikes coincide with the most extensive central and northern Asian droughts of the past millennium. Many of these multi-annual droughts are caused by Asian monsoon failures, thus suggesting a connection between low- and high-latitude climate processes. North America is a primary source of biomass burning aerosols due to its relative proximity to the Greenland Ice Cap. During major fire events, however, isotopic analyses of dust, back trajectories and links with levoglucosan peaks and regional drought reconstructions suggest that Siberia is also an important source of pyrogenic aerosols to Greenland.

The Secular State Under Siege: Religion and Politics in Europe and America

Throughout human history, religion and politics have entertained the most intimate of connections as systems of authority regulating individuals and society. While the two have come apart through the process of secularization, secularism is challenged today by the return of public religion. This cogent analysis unravels the nature of the connection, disconnection, and attempted reconnection between religion and politics in the West. In a comparison of Western Europe and North America, Christianity and Islam, Joppke advances far-reaching theoretical, historical, and comparative-political arguments. With respect to theory, it is argued that only a “substantive” concept of religion, as pertaining to the existence of supra-human powers, opens up the possibility of a historical-comparative perspective on religion. At the level of history, secularization is shown to be the distinct outcome of Latin Christianity itself. And at the level of comparative politics, the Christian Right in America which has attacked the “wall of separation” between religion and state and Islam in Europe with the controversial insistence on sharia law and other “illiberal” claims from some quarters are taken to be counterpart incarnations of public religion and challenges to the secular state. This clearly argued, sweeping book will provide an invaluable framework for approaching an array of critical issues at the intersection of religion, law and politics for advanced students and researchers across the social sciences and legal studies, as well as for the interested public.

Database of Ice-Rich Yedoma Permafrost (IRYP)

Vast portions of Arctic and sub-Arctic Siberia, Alaska and the Yukon Territory are covered by ice-rich silty to sandy deposits that are containing large ice wedges, resulting from syngenetic sedimentation and freezing. Accompanied by wedge-ice growth in polygonal landscapes, the sedimentation process was driven by cold continental climatic and environmental conditions in unglaciated regions during the late Pleistocene, inducing the accumulation of the unique Yedoma deposits up to >50 meters thick. Because of fast incorporation of organic material into syngenetic permafrost during its formation, Yedoma deposits include well-preserved organic matter. Ice-rich deposits like Yedoma are especially prone to degradation triggered by climate changes or human activity. When Yedoma deposits degrade, large amounts of sequestered organic carbon as well as other nutrients are released and become part of active biogeochemical cycling. This could be of global significance for future climate warming as increased permafrost thaw is likely to lead to a positive feedback through enhanced greenhouse gas fluxes. Therefore, a detailed assessment of the current Yedoma deposit coverage and its volume is of importance to estimate its potential response to future climate changes. We synthesized the map of the coverage and thickness estimation, which will provide critical data needed for further research. In particular, this preliminary Yedoma map is a great step forward to understand the spatial heterogeneity of Yedoma deposits and its regional coverage. There will be further applications in the context of reconstructing paleo-environmental dynamics and past ecosystems like the mammoth-steppe-tundra, or ground ice distribution including future thermokarst vulnerability. Moreover, the map will be a crucial improvement of the data basis needed to refine the present-day Yedoma permafrost organic carbon inventory, which is assumed to be between 83±12 (Strauss et al., 2013, doi:10.1002/2013GL058088) and 129±30 (Walter Anthony et al., 2014, doi:10.1038/nature13560) gigatonnes (Gt) of organic carbon in perennially-frozen archives. Hence, here we synthesize data on the circum-Arctic and sub-Arctic distribution and thickness of Yedoma for compiling a preliminary circum-polar Yedoma map. For compiling this map, we used (1) maps of the previous Yedoma coverage estimates, (2) included the digitized areas from Grosse et al. (2013) as well as extracted areas of potential Yedoma distribution from additional surface geological and Quaternary geological maps (1.: 1:500,000: Q-51-V,G; P-51-A,B; P-52-A,B; Q-52-V,G; P-52-V,G; Q-51-A,B; R-51-V,G; R-52-V,G; R-52-A,B; 2.: 1:1,000,000: P-50-51; P-52-53; P-58-59; Q-42-43; Q-44-45; Q-50-51; Q-52-53; Q-54-55; Q-56-57; Q-58-59; Q-60-1; R-(40)-42; R-43-(45); R-(45)-47; R-48-(50); R-51; R-53-(55); R-(55)-57; R-58-(60); S-44-46; S-47-49; S-50-52; S-53-55; 3.: 1:2,500,000: Quaternary map of the territory of Russian Federation, 4.: Alaska Permafrost Map). The digitalization was done using GIS techniques (ArcGIS) and vectorization of raster Images (Adobe Photoshop and Illustrator). Data on Yedoma thickness are obtained from boreholes and exposures reported in the scientific literature. The map and database are still preliminary and will have to undergo a technical and scientific vetting and review process. In their current form, we included a range of attributes for Yedoma area polygons based on lithological and stratigraphical information from the original source maps as well as a confidence level for our classification of an area as Yedoma (3 stages: confirmed, likely, or uncertain). In its current version, our database includes more than 365 boreholes and exposures and more than 2000 digitized Yedoma areas. We expect that the database will continue to grow. In this preliminary stage, we estimate the Northern Hemisphere Yedoma deposit area to cover approximately 625,000 km². We estimate that 53% of the total Yedoma area today is located in the tundra zone, 47% in the taiga zone. Separated from west to east, 29% of the Yedoma area is found in North America and 71 % in North Asia. The latter include 9% in West Siberia, 11% in Central Siberia, 44% in East Siberia and 7% in Far East Russia. Adding the recent maximum Yedoma region (including all Yedoma uplands, thermokarst lakes and basins, and river valleys) of 1.4 million km² (Strauss et al., 2013, doi:10.1002/2013GL058088) and postulating that Yedoma occupied up to 80% of the adjacent formerly exposed and now flooded Beringia shelves (1.9 million km², down to 125 m below modern sea level, between 105°E - 128°W and >68°N), we assume that the Last Glacial Maximum Yedoma region likely covered more than 3 million km² of Beringia. Acknowledgements: This project is part of the Action Group "The Yedoma Region: A Synthesis of Circum-Arctic Distribution and Thickness" (funded by the International Permafrost Association (IPA) to J. Strauss) and is embedded into the Permafrost Carbon Network (working group Yedoma Carbon Stocks). We acknowledge the support by the European Research Council (Starting Grant #338335), the German Federal Ministry of Education and Research (Grant 01DM12011 and "CarboPerm" (03G0836A)), the Initiative and Networking Fund of the Helmholtz Association (#ERC-0013) and the German Federal Environment Agency (UBA, project UFOPLAN FKZ 3712 41 106).

Constitutions around the world : A View from Latin America

This paper gives a global summary of the number of constitutions and the number of　articles in each constitution for many representative countries around the world. Several　works have already been written comparing different legal systems and different　constitutional traditions around the world; the purpose of this paper is just to compare the　numbers of constitutions and articles in the diverse regions of the world, namely: North　America, Latin America, Europe, Oceania, Middle East, Asia and Africa. Around the world, on average, Latin America has had the most convoluted constitutional history. The Dominican Republic has had a total of 32 constitutions, the largest number of constitutions of any country, since its independence in 1844. Three other countries have also had 20 or more constitutions throughout their history, all of them in Latin America: Venezuela (26), Haiti (24) and Ecuador (20). On the other hand, there are economies and societies that do not even have codified constitutions, like the United Kingdom in Europe, Hong Kong in Asia and New Zealand in Oceania. The United States has had only one constitution, even if it has been amended several times. There are also the special cases of Israel and Saudi Arabia, both in the Middle East, that do not have official written constitutions for historical and religious reasons. Comparative constitutional numbers and history help explain several things about the stability of political systems, but not necessarily about their quality.

Evaluación de las Consecuencias de la Nueva Regulación de la OMI sobre Combustibles Marinos

El 10 de octubre de 2008 la Organización Marítima Internacional (OMI) firmó una modificación al Anexo VI del convenio MARPOL 73/78, por la que estableció una reducción progresiva de las emisiones de óxidos de azufre (SOx) procedentes de los buques, una reducción adicional de las emisiones de óxidos de nitrógeno (NOx), así como límites en las emisiones de dióxido de Carbono (CO2) procedentes de los motores marinos y causantes de problemas medioambientales como la lluvia ácida y efecto invernadero. Centrándonos en los límites sobre las emisiones de azufre, a partir del 1 de enero de 2015 esta normativa obliga a todos los buques que naveguen por zonas controladas, llamadas Emission Control Area (ECA), a consumir combustibles con un contenido de azufre menor al 0,1%. A partir del 1 de enero del año 2020, o bien del año 2025, si la OMI decide retrasar su inicio, los buques deberán consumir combustibles con un contenido de azufre menor al 0,5%. De igual forma que antes, el contenido deberá ser rebajado al 0,1%S, si navegan por el interior de zonas ECA. Por su parte, la Unión Europea ha ido más allá que la OMI, adelantando al año 2020 la aplicación de los límites más estrictos de la ley MARPOL sobre las aguas de su zona económica exclusiva. Para ello, el 21 de noviembre de 2013 firmó la Directiva 2012 / 33 / EU como adenda a la Directiva de 1999. Tengamos presente que la finalidad de estas nuevas leyes es la mejora de la salud pública y el medioambiente, produciendo beneficios sociales, en forma de reducción de enfermedades, sobre todo de tipo respiratorio, a la vez que se reduce la lluvia ácida y sus nefastas consecuencias. La primera pregunta que surge es ¿cuál es el combustible actual de los buques y cuál será el que tengan que consumir para cumplir con esta Regulación? Pues bien, los grandes buques de navegación internacional consumen hoy en día fuel oil con un nivel de azufre de 3,5%. ¿Existen fueles con un nivel de azufre de 0,5%S? Como hemos concluido en el capítulo 4, para las empresas petroleras, la producción de fuel oil como combustible marino es tratada como un subproducto en su cesta de productos refinados por cada barril de Brent, ya que la demanda de fuel respecto a otros productos está bajando y además, el margen de beneficio que obtienen por la venta de otros productos petrolíferos es mayor que con el fuel. Así, podemos decir que las empresas petroleras no están interesadas en invertir en sus refinerías para producir estos fueles con menor contenido de azufre. Es más, en el caso de que alguna compañía decidiese invertir en producir un fuel de 0,5%S, su precio debería ser muy similar al del gasóleo para poder recuperar las inversiones empleadas. Por lo tanto, el único combustible que actualmente cumple con los nuevos niveles impuestos por la OMI es el gasóleo, con un precio que durante el año 2014 estuvo a una media de 307 USD/ton más alto que el actual fuel oil. Este mayor precio de compra de combustible impactará directamente sobre el coste del trasporte marítimo. La entrada en vigor de las anteriores normativas está suponiendo un reto para todo el sector marítimo. Ante esta realidad, se plantean diferentes alternativas con diferentes implicaciones técnicas, operativas y financieras. En la actualidad, son tres las alternativas con mayor aceptación en el sector. La primera alternativa consiste en “no hacer nada” y simplemente cambiar el tipo de combustible de los grandes buques de fuel oil a gasóleo. Las segunda alternativa es la instalación de un equipo scrubber, que permitiría continuar con el consumo de fuel oil, limpiando sus gases de combustión antes de salir a la atmósfera. Y, por último, la tercera alternativa consiste en el uso de Gas Natural Licuado (GNL) como combustible, con un precio inferior al del gasóleo. Sin embargo, aún existen importantes incertidumbres sobre la evolución futura de precios, operación y mantenimiento de las nuevas tecnologías, inversiones necesarias, disponibilidad de infraestructura portuaria e incluso el desarrollo futuro de la propia normativa internacional. Estas dudas hacen que ninguna de estas tres alternativas sea unánime en el sector. En esta tesis, tras exponer en el capítulo 3 la regulación aplicable al sector, hemos investigado sus consecuencias. Para ello, hemos examinado en el capítulo 4 si existen en la actualidad combustibles marinos que cumplan con los nuevos límites de azufre o en su defecto, cuál sería el precio de los nuevos combustibles. Partimos en el capítulo 5 de la hipótesis de que todos los buques cambian su consumo de fuel oil a gasóleo para cumplir con dicha normativa, calculamos el incremento de demanda de gasóleo que se produciría y analizamos las consecuencias que este hecho tendría sobre la producción de gasóleos en el Mediterráneo. Adicionalmente, calculamos el impacto económico que dicho incremento de coste producirá sobre sector exterior de España. Para ello, empleamos como base de datos el sistema de control de tráfico marítimo Authomatic Identification System (AIS) para luego analizar los datos de todos los buques que han hecho escala en algún puerto español, para así calcular el extra coste anual por el consumo de gasóleo que sufrirá el transporte marítimo para mover todas las importaciones y exportaciones de España. Por último, en el capítulo 6, examinamos y comparamos las otras dos alternativas al consumo de gasóleo -scrubbers y propulsión con GNL como combustible- y, finalmente, analizamos en el capítulo 7, la viabilidad de las inversiones en estas dos tecnologías para cumplir con la regulación. En el capítulo 5 explicamos los numerosos métodos que existen para calcular la demanda de combustible de un buque. La metodología seguida para su cálculo será del tipo bottom-up, que está basada en la agregación de la actividad y las características de cada tipo de buque. El resultado está basado en la potencia instalada de cada buque, porcentaje de carga del motor y su consumo específico. Para ello, analizamos el número de buques que navegan por el Mediterráneo a lo largo de un año mediante el sistema AIS, realizando “fotos” del tráfico marítimo en el Mediterráneo y reportando todos los buques en navegación en días aleatorios a lo largo de todo el año 2014. Por último, y con los datos anteriores, calculamos la demanda potencial de gasóleo en el Mediterráneo. Si no se hace nada y los buques comienzan a consumir gasóleo como combustible principal, en vez del actual fuel oil para cumplir con la regulación, la demanda de gasoil en el Mediterráneo aumentará en 12,12 MTA (Millones de Toneladas Anuales) a partir del año 2020. Esto supone alrededor de 3.720 millones de dólares anuales por el incremento del gasto de combustible tomando como referencia el precio medio de los combustibles marinos durante el año 2014. El anterior incremento de demanda en el Mediterráneo supondría el 43% del total de la demanda de gasóleos en España en el año 2013, incluyendo gasóleos de automoción, biodiesel y gasóleos marinos y el 3,2% del consumo europeo de destilados medios durante el año 2014. ¿Podrá la oferta del mercado europeo asumir este incremento de demanda de gasóleos? Europa siempre ha sido excedentaria en gasolina y deficitaria en destilados medios. En el año 2009, Europa tuvo que importar 4,8 MTA de Norte América y 22,1 MTA de Asia. Por lo que, este aumento de demanda sobre la ya limitada capacidad de refino de destilados medios en Europa incrementará las importaciones y producirá también aumentos en los precios, sobre todo del mercado del gasóleo. El sector sobre el que más impactará el incremento de demanda de gasóleo será el de los cruceros que navegan por el Mediterráneo, pues consumirán un 30,4% de la demanda de combustible de toda flota mundial de cruceros, lo que supone un aumento en su gasto de combustible de 386 millones de USD anuales. En el caso de los RoRos, consumirían un 23,6% de la demanda de la flota mundial de este tipo de buque, con un aumento anual de 171 millones de USD sobre su gasto de combustible anterior. El mayor incremento de coste lo sufrirán los portacontenedores, con 1.168 millones de USD anuales sobre su gasto actual. Sin embargo, su consumo en el Mediterráneo representa sólo el 5,3% del consumo mundial de combustible de este tipo de buques. Estos números plantean la incertidumbre de si semejante aumento de gasto en buques RoRo hará que el transporte marítimo de corta distancia en general pierda competitividad sobre otros medios de transporte alternativos en determinadas rutas. De manera que, parte del volumen de mercancías que actualmente transportan los buques se podría trasladar a la carretera, con los inconvenientes medioambientales y operativos, que esto produciría. En el caso particular de España, el extra coste por el consumo de gasóleo de todos los buques con escala en algún puerto español en el año 2013 se cifra en 1.717 millones de EUR anuales, según demostramos en la última parte del capítulo 5. Para realizar este cálculo hemos analizado con el sistema AIS a todos los buques que han tenido escala en algún puerto español y los hemos clasificado por distancia navegada, tipo de buque y potencia. Este encarecimiento del transporte marítimo será trasladado al sector exterior español, lo cual producirá un aumento del coste de las importaciones y exportaciones por mar en un país muy expuesto, pues el 75,61% del total de las importaciones y el 53,64% del total de las exportaciones se han hecho por vía marítima. Las tres industrias que se verán más afectadas son aquellas cuyo valor de mercancía es inferior respecto a su coste de transporte. Para ellas los aumentos del coste sobre el total del valor de cada mercancía serán de un 2,94% para la madera y corcho, un 2,14% para los productos minerales y un 1,93% para las manufacturas de piedra, cemento, cerámica y vidrio. Las mercancías que entren o salgan por los dos archipiélagos españoles de Canarias y Baleares serán las que se verán más impactadas por el extra coste del transporte marítimo, ya que son los puertos más alejados de otros puertos principales y, por tanto, con más distancia de navegación. Sin embargo, esta no es la única alternativa al cumplimiento de la nueva regulación. De la lectura del capítulo 6 concluimos que las tecnologías de equipos scrubbers y de propulsión con GNL permitirán al buque consumir combustibles más baratos al gasoil, a cambio de una inversión en estas tecnologías. ¿Serán los ahorros producidos por estas nuevas tecnologías suficientes para justificar su inversión? Para contestar la anterior pregunta, en el capítulo 7 hemos comparado las tres alternativas y hemos calculado tanto los costes de inversión como los gastos operativos correspondientes a equipos scrubbers o propulsión con GNL para una selección de 53 categorías de buques. La inversión en equipos scrubbers es más conveniente para buques grandes, con navegación no regular. Sin embargo, para buques de tamaño menor y navegación regular por puertos con buena infraestructura de suministro de GNL, la inversión en una propulsión con GNL como combustible será la más adecuada. En el caso de un tiempo de navegación del 100% dentro de zonas ECA y bajo el escenario de precios visto durante el año 2014, los proyectos con mejor plazo de recuperación de la inversión en equipos scrubbers son para los cruceros de gran tamaño (100.000 tons. GT), para los que se recupera la inversión en 0,62 años, los grandes portacontenedores de más de 8.000 TEUs con 0,64 años de recuperación y entre 5.000-8.000 TEUs con 0,71 años de recuperación y, por último, los grandes petroleros de más de 200.000 tons. de peso muerto donde tenemos un plazo de recuperación de 0,82 años. La inversión en scrubbers para buques pequeños, por el contrario, tarda más tiempo en recuperarse llegando a más de 5 años en petroleros y quimiqueros de menos de 5.000 toneladas de peso muerto. En el caso de una posible inversión en propulsión con GNL, las categorías de buques donde la inversión en GNL es más favorable y recuperable en menor tiempo son las más pequeñas, como ferris, cruceros o RoRos. Tomamos ahora el caso particular de un buque de productos limpios de 38.500 toneladas de peso muerto ya construido y nos planteamos la viabilidad de la inversión en la instalación de un equipo scrubber o bien, el cambio a una propulsión por GNL a partir del año 2015. Se comprueba que las dos variables que más impactan sobre la conveniencia de la inversión son el tiempo de navegación del buque dentro de zonas de emisiones controladas (ECA) y el escenario futuro de precios del MGO, HSFO y GNL. Para realizar este análisis hemos estudiado cada inversión, calculando una batería de condiciones de mérito como el payback, TIR, VAN y la evolución de la tesorería del inversor. Posteriormente, hemos calculado las condiciones de contorno mínimas de este buque en concreto para asegurar una inversión no sólo aceptable, sino además conveniente para el naviero inversor. En el entorno de precios del 2014 -con un diferencial entre fuel y gasóleo de 264,35 USD/ton- si el buque pasa más de un 56% de su tiempo de navegación en zonas ECA, conseguirá una rentabilidad de la inversión para inversores (TIR) en el equipo scrubber que será igual o superior al 9,6%, valor tomado como coste de oportunidad. Para el caso de inversión en GNL, en el entorno de precios del año 2014 -con un diferencial entre GNL y gasóleo de 353,8 USD/ton FOE- si el buque pasa más de un 64,8 % de su tiempo de navegación en zonas ECA, conseguirá una rentabilidad de la inversión para inversores (TIR) que será igual o superior al 9,6%, valor del coste de oportunidad. Para un tiempo en zona ECA estimado de un 60%, la rentabilidad de la inversión (TIR) en scrubbers para los inversores será igual o superior al 9,6%, el coste de oportunidad requerido por el inversor, para valores del diferencial de precio entre los dos combustibles alternativos, gasóleo (MGO) y fuel oil (HSFO) a partir de 244,73 USD/ton. En el caso de una inversión en propulsión GNL se requeriría un diferencial de precio entre MGO y GNL de 382,3 USD/ton FOE o superior. Así, para un buque de productos limpios de 38.500 DWT, la inversión en una reconversión para instalar un equipo scrubber es más conveniente que la de GNL, pues alcanza rentabilidades de la inversión (TIR) para inversores del 12,77%, frente a un 6,81% en el caso de invertir en GNL. Para ambos cálculos se ha tomado un buque que navegue un 60% de su tiempo por zona ECA y un escenario de precios medios del año 2014 para el combustible. Po otro lado, las inversiones en estas tecnologías a partir del año 2025 para nuevas construcciones son en ambos casos convenientes. El naviero deberá prestar especial atención aquí a las características propias de su buque y tipo de navegación, así como a la infraestructura de suministros y vertidos en los puertos donde vaya a operar usualmente. Si bien, no se ha estudiado en profundidad en esta tesis, no olvidemos que el sector marítimo debe cumplir además con las otras dos limitaciones que la regulación de la OMI establece sobre las emisiones de óxidos de Nitrógeno (NOx) y Carbono (CO2) y que sin duda, requerirán adicionales inversiones en diversos equipos. De manera que, si bien las consecuencias del consumo de gasóleo como alternativa al cumplimiento de la Regulación MARPOL son ciertamente preocupantes, existen alternativas al uso del gasóleo, con un aumento sobre el coste del transporte marítimo menor y manteniendo los beneficios sociales que pretende dicha ley. En efecto, como hemos demostrado, las opciones que se plantean como más rentables desde el punto de vista financiero son el consumo de GNL en los buques pequeños y de línea regular (cruceros, ferries, RoRos), y la instalación de scrubbers para el resto de buques de grandes dimensiones. Pero, por desgracia, estas inversiones no llegan a hacerse realidad por el elevado grado de incertidumbre asociado a estos dos mercados, que aumenta el riesgo empresarial, tanto de navieros como de suministradores de estas nuevas tecnologías. Observamos así una gran reticencia del sector privado a decidirse por estas dos alternativas. Este elevado nivel de riesgo sólo puede reducirse fomentando el esfuerzo conjunto del sector público y privado para superar estas barreras de entrada del mercado de scrubbers y GNL, que lograrían reducir las externalidades medioambientales de las emisiones sin restar competitividad al transporte marítimo. Creemos así, que los mismos organismos que aprobaron dicha ley deben ayudar al sector naviero a afrontar las inversiones en dichas tecnologías, así como a impulsar su investigación y promover la creación de una infraestructura portuaria adaptada a suministros de GNL y a descargas de vertidos procedentes de los equipos scrubber. Deberían además, prestar especial atención sobre las ayudas al sector de corta distancia para evitar que pierda competitividad frente a otros medios de transporte por el cumplimiento de esta normativa. Actualmente existen varios programas europeos de incentivos, como TEN-T o Marco Polo, pero no los consideramos suficientes. Por otro lado, la Organización Marítima Internacional debe confirmar cuanto antes si retrasa o no al 2025 la nueva bajada del nivel de azufre en combustibles. De esta manera, se eliminaría la gran incertidumbre temporal que actualmente tienen tanto navieros, como empresas petroleras y puertos para iniciar sus futuras inversiones y poder estudiar la viabilidad de cada alternativa de forma individual. ABSTRACT On 10 October 2008 the International Maritime Organization (IMO) signed an amendment to Annex VI of the MARPOL 73/78 convention establishing a gradual reduction in sulphur oxide (SOx) emissions from ships, and an additional reduction in nitrogen oxide (NOx) emissions and carbon dioxide (CO2) emissions from marine engines which cause environmental problems such as acid rain and the greenhouse effect. According to this regulation, from 1 January 2015, ships travelling in an Emission Control Area (ECA) must use fuels with a sulphur content of less than 0.1%. From 1 January 2020, or alternatively from 2025 if the IMO should decide to delay its introduction, all ships must use fuels with a sulphur content of less than 0.5%. As before, this content will be 0.1%S for voyages within ECAs. Meanwhile, the European Union has gone further than the IMO, and will apply the strictest limits of the MARPOL directives in the waters of its exclusive economic zone from 2020. To this end, Directive 2012/33/EU was issued on 21 November 2013 as an addendum to the 1999 Directive. These laws are intended to improve public health and the environment, benefiting society by reducing disease, particularly respiratory problems. The first question which arises is: what fuel do ships currently use, and what fuel will they have to use to comply with the Convention? Today, large international shipping vessels consume fuel oil with a sulphur level of 3.5%. Do fuel oils exist with a sulphur level of 0.5%S? As we conclude in Chapter 4, oil companies regard marine fuel oil as a by-product of refining Brent to produce their basket of products, as the demand for fuel oil is declining in comparison to other products, and the profit margin on the sale of other petroleum products is higher. Thus, oil companies are not interested in investing in their refineries to produce low-sulphur fuel oils, and if a company should decide to invest in producing a 0.5%S fuel oil, its price would have to be very similar to that of marine gas oil in order to recoup the investment. Therefore, the only fuel which presently complies with the new levels required by the IMO is marine gas oil, which was priced on average 307 USD/tonne higher than current fuel oils during 2014. This higher purchasing price for fuel will have a direct impact on the cost of maritime transport. The entry into force of the above directive presents a challenge for the entire maritime sector. There are various alternative approaches to this situation, with different technical, operational and financial implications. At present three options are the most widespread in the sector. The first option consists of “doing nothing” and simply switching from fuel oil to marine gas oil in large ships. The second option is installing a scrubber system, which would enable ships to continue consuming fuel oil, cleaning the combustion gases before they are released to the atmosphere. And finally, the third option is using Liquefied Natural Gas (LNG), which is priced lower than marine gas oil, as a fuel. However, there is still significant uncertainty on future variations in prices, the operation and maintenance of the new technologies, the investments required, the availability of port infrastructure and even future developments in the international regulations themselves. These uncertainties mean that none of these three alternatives has been unanimously accepted by the sector. In this Thesis, after discussing all the regulations applicable to the sector in Chapter 3, we investigate their consequences. In Chapter 4 we examine whether there are currently any marine fuels on the market which meet the new sulphur limits, and if not, how much new fuels would cost. In Chapter 5, based on the hypothesis that all ships will switch from fuel oil to marine gas oil to comply with the regulations, we calculate the increase in demand for marine gas oil this would lead to, and analyse the consequences this would have on marine gas oil production in the Mediterranean. We also calculate the economic impact such a cost increase would have on Spain's external sector. To do this, we also use the Automatic Identification System (AIS) system to analyse the data of every ship stopping in any Spanish port, in order to calculate the extra cost of using marine gas oil in maritime transport for all Spain's imports and exports. Finally, in Chapter 6, we examine and compare the other two alternatives to marine gas oil, scrubbers and LNG, and in Chapter 7 we analyse the viability of investing in these two technologies in order to comply with the regulations. In Chapter 5 we explain the many existing methods for calculating a ship's fuel consumption. We use a bottom-up calculation method, based on aggregating the activity and characteristics of each type of vessel. The result is based on the installed engine power of each ship, the engine load percentage and its specific consumption. To do this, we analyse the number of ships travelling in the Mediterranean in the course of one year, using the AIS, a marine traffic monitoring system, to take “snapshots” of marine traffic in the Mediterranean and report all ships at sea on random days throughout 2014. Finally, with the above data, we calculate the potential demand for marine gas oil in the Mediterranean. If nothing else is done and ships begin to use marine gas oil instead of fuel oil in order to comply with the regulation, the demand for marine gas oil in the Mediterranean will increase by 12.12 MTA (Millions Tonnes per Annum) from 2020. This means an increase of around 3.72 billion dollars a year in fuel costs, taking as reference the average price of marine fuels in 2014. Such an increase in demand in the Mediterranean would be equivalent to 43% of the total demand for diesel in Spain in 2013, including automotive diesel fuels, biodiesel and marine gas oils, and 3.2% of European consumption of middle distillates in 2014. Would the European market be able to supply enough to meet this greater demand for diesel? Europe has always had a surplus of gasoline and a deficit of middle distillates. In 2009, Europe had to import 4.8 MTA from North America and 22.1 MTA from Asia. Therefore, this increased demand on Europe's already limited capacity for refining middle distillates would lead to increased imports and higher prices, especially in the diesel market. The sector which would suffer the greatest impact of increased demand for marine gas oil would be Mediterranean cruise ships, which represent 30.4% of the fuel demand of the entire world cruise fleet, meaning their fuel costs would rise by 386 million USD per year. ROROs in the Mediterranean, which represent 23.6% of the demand of the world fleet of this type of ship, would see their fuel costs increase by 171 million USD a year. The greatest cost increase would be among container ships, with an increase on current costs of 1.168 billion USD per year. However, their consumption in the Mediterranean represents only 5.3% of worldwide fuel consumption by container ships. These figures raise the question of whether a cost increase of this size for RORO ships would lead to short-distance marine transport in general becoming less competitive compared to other transport options on certain routes. For example, some of the goods that ships now carry could switch to road transport, with the undesirable effects on the environment and on operations that this would produce. In the particular case of Spain, the extra cost of switching to marine gas oil in all ships stopping at any Spanish port in 2013 would be 1.717 billion EUR per year, as we demonstrate in the last part of Chapter 5. For this calculation, we used the AIS system to analyse all ships which stopped at any Spanish port, classifying them by distance travelled, type of ship and engine power. This rising cost of marine transport would be passed on to the Spanish external sector, increasing the cost of imports and exports by sea in a country which relies heavily on maritime transport, which accounts for 75.61% of Spain's total imports and 53.64% of its total exports. The three industries which would be worst affected are those with goods of lower value relative to transport costs. The increased costs over the total value of each good would be 2.94% for wood and cork, 2.14% for mineral products and 1.93% for manufactured stone, cement, ceramic and glass products. Goods entering via the two Spanish archipelagos, the Canary Islands and the Balearic Islands, would suffer the greatest impact from the extra cost of marine transport, as these ports are further away from other major ports and thus the distance travelled is greater. However, this is not the only option for compliance with the new regulations. From our readings in Chapter 6 we conclude that scrubbers and LNG propulsion would enable ships to use cheaper fuels than marine gas oil, in exchange for investing in these technologies. Would the savings gained by these new technologies be enough to justify the investment? To answer this question, in Chapter 7 we compare the three alternatives and calculate both the cost of investment and the operating costs associated with scrubbers or LNG propulsion for a selection of 53 categories of ships. Investing in scrubbers is more advisable for large ships with no fixed runs. However, for smaller ships with regular runs to ports with good LNG supply infrastructure, investing in LNG propulsion would be the best choice. In the case of total transit time within an ECA and the pricing scenario seen in 2014, the best payback periods on investments in scrubbers are for large cruise ships (100,000 gross tonnage), which would recoup their investment in 0.62 years; large container ships, with a 0.64 year payback period for those over 8,000 TEUs and 0.71 years for the 5,000-8,000 TEU category; and finally, large oil tankers over 200,000 deadweight tonnage, which would recoup their investment in 0.82 years. However, investing in scrubbers would have a longer payback period for smaller ships, up to 5 years or more for oil tankers and chemical tankers under 5,000 deadweight tonnage. In the case of LNG propulsion, a possible investment is more favourable and the payback period is shorter for smaller ship classes, such as ferries, cruise ships and ROROs. We now take the case of a ship transporting clean products, already built, with a deadweight tonnage of 38,500, and consider the viability of investing in installing a scrubber or changing to LNG propulsion, starting in 2015. The two variables with the greatest impact on the advisability of the investment are how long the ship is at sea within emission control areas (ECA) and the future price scenario of MGO, HSFO and LNG. For this analysis, we studied each investment, calculating a battery of merit conditions such as the payback period, IRR, NPV and variations in the investors' liquid assets. We then calculated the minimum boundary conditions to ensure the investment was not only acceptable but advisable for the investor shipowner. Thus, for the average price differential of 264.35 USD/tonne between HSFO and MGO during 2014, investors' return on investment (IRR) in scrubbers would be the same as the required opportunity cost of 9.6%, for values of over 56% ship transit time in ECAs. For the case of investing in LNG and the average price differential between MGO and LNG of 353.8 USD/tonne FOE in 2014, the ship must spend 64.8% of its time in ECAs for the investment to be advisable. For an estimated 60% of time in an ECA, the internal rate of return (IRR) for investors equals the required opportunity cost of 9.6%, based on a price difference of 244.73 USD/tonne between the two alternative fuels, marine gas oil (MGO) and fuel oil (HSFO). An investment in LNG propulsion would require a price differential between MGO and LNG of 382.3 USD/tonne FOE. Thus, for a 38,500 DWT ship carrying clean products, investing in retrofitting to install a scrubber is more advisable than converting to LNG, with an internal rate of return (IRR) for investors of 12.77%, compared to 6.81% for investing in LNG. Both calculations were based on a ship which spends 60% of its time at sea in an ECA and a scenario of average 2014 prices. However, for newly-built ships, investments in either of these technologies from 2025 would be advisable. Here, the shipowner must pay particular attention to the specific characteristics of their ship, the type of operation, and the infrastructure for supplying fuel and handling discharges in the ports where it will usually operate. Thus, while the consequences of switching to marine gas oil in order to comply with the MARPOL regulations are certainly alarming, there are alternatives to marine gas oil, with smaller increases in the costs of maritime transport, while maintaining the benefits to society this law is intended to provide. Indeed, as we have demonstrated, the options which appear most favourable from a financial viewpoint are conversion to LNG for small ships and regular runs (cruise ships, ferries, ROROs), and installing scrubbers for large ships. Unfortunately, however, these investments are not being made, due to the high uncertainty associated with these two markets, which increases business risk, both for shipowners and for the providers of these new technologies. This means we are seeing considerable reluctance regarding these two options among the private sector. This high level of risk can be lowered only by encouraging joint efforts by the public and private sectors to overcome these barriers to entry into the market for scrubbers and LNG, which could reduce the environmental externalities of emissions without affecting the competitiveness of marine transport. Our opinion is that the same bodies which approved this law must help the shipping industry invest in these technologies, drive research on them, and promote the creation of a port infrastructure which is adapted to supply LNG and handle the discharges from scrubber systems. At present there are several European incentive programmes, such as TEN-T and Marco Polo, but we do not consider these to be sufficient. For its part, the International Maritime Organization should confirm as soon as possible whether the new lower sulphur levels in fuels will be postponed until 2025. This would eliminate the great uncertainty among shipowners, oil companies and ports regarding the timeline for beginning their future investments and for studying their viability.