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Chapter 4: Transport of CO2 Table 4.2 Statistics of serious incidents, depending on the ship type. 189 Ship type Number of ships 2000 Serious incidents 1978-2000 Frequency (incidents/ship year) LPG tankers 982 20 0.00091 LNG tankers 121 1 0.00037 Oil tankers 9678 314 0.00144 Cargo/bulk carriers 21407 1203 0.00250 impacts of crude oil spills. CO2 would behave differently from LNG, because liquid CO2 in a tanker is not as cold as LNG but much denser. Its interactions with the sea would be complex: hydrates and ice might form, and temperature differences would induce strong currents. Some of the gas would dissolve in the sea, but some would be released to the atmosphere. If there were little wind and a temperature inversion, clouds of CO2 gas might lead to asphyxiation and might stop the ship’s engines. Movements of Hazardous Wastes and their Disposal came into force in 1992 (UNEP, 2000). The Basel Convention was conceived partly on the basis that enhanced control of transboundary movement of wastes will act as an incentive for their environmentally sound management and for the reduction of the volume of movement. However, there is no indication that CO2 will be defined as a hazardous waste under the convention except in relation to the presence of impurities such as heavy metals and some organic compounds that may be entrained during the capture of CO2. Adoption of schemes where emissions of SO2 and NOx would be included with the CO2 may require such a review. Accordingly, the Basel Convention does not appear to directly impose any restriction on the transportation of CO2 (IEA GHG, 2003a). The risk can be minimized by careful planning of routes, and by high standards of training and management. 4.5 Legal issues, codes and standards Transportation of CO2 by ships and sub-sea pipelines, and across national boundaries, is governed by various international legal conventions. Many jurisdictions/states have environmental impact assessment and strategic environmental assessment legislation that will come into consideration in pipeline building. If a pipeline is constructed across another country’s territory (e.g. landlocked states), or if the pipeline is laid in certain zones of the sea, other countries may have the right to participate in the environmental assessment decision-making process or challenge another state’s project. 4.5.1 International conventions Various international conventions could have implications for storage of CO2, the most significant being the UN Law of the Sea Convention, the London Convention, the Convention on Environmental Impact Assessment in a Transboundary Context (Espoo Convention) and OSPAR (see Chapter 5). The Espoo convention covers environmental assessment, a procedure that seeks to ensure the acquisition of adequate and early information on likely environmental consequences of development projects or activities, and on measures to mitigate harm. Pipelines are subject to environmental assessment. The most significant aspect of the Convention is that it lays down the general obligation of states to notify and consult each other if a project under consideration is likely to have a significant environmental impact across boundaries. In some cases the acceptability of CO2 storage under these conventions could depend on the method of transportation to the storage site. Conventions that are primarily concerned with discharge and placement rather than transport are discussed in detail in the chapters on ocean and geological storage. In addition to the provisions of the Basel Convention, any transport of CO2 would have to comply with international transport regulations. There are numerous specific agreements, some of which are conventions and others protocols of other conventions that apply depending on the mode of transport. There are also a variety of regional agreements dealing with transport of goods. International transport codes and agreements adhere to the UN Recommendations on the Transport of Dangerous Goods: Model Regulations published by the United Nations (2001). CO2 in gaseous and refrigerated liquid forms is classified as a non-flammable, non-toxic gas; while solid CO2 (dry ice) is classified under the heading of miscellaneous dangerous substances and articles. Any transportation of CO2 adhering to the Recommendations on the Transport of Dangerous Goods: Model Regulations can be expected to meet all relevant agreements and conventions covering transportation by whatever means. Nothing in these recommendations would imply that transportation of CO2 would be prevented by international transport agreements and conventions (IEA GHG, 2003a). The Basel Convention on the Control of Transboundary 4.5.2 National codes and standards The transport of CO2 by pipeline has been practiced for over 25 years. Internationally adopted standards such as ASME B31.4, Liquid transportation systems for hydrocarbons, liquid petroleum gas, anhydrous ammonia and alcohols’ and the widely-applied Norwegian standard (DNV, 2000) specifically mention CO2. There is considerable experience in the application and use of these standards. Existing standards and codes vary between different countries but gradual unification of these documents is being advanced by such international bodies as ISO and CENPDF Image | CARBON DIOXIDE CAPTURE AND STORAGE
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