SPECIAL FOCUS
Shipping
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emissions, which provide a roadmap for the phasing out of marine fuels containing sulphur and aim to reduce nitrogen oxides emissions. Ports have been heavily involved in the development of the new rules, and while they are not aimed at carbon dioxide, cleaner fuels and more effi cient use of fuels will have a knock-on eff ect on carbon emissions.
of millions for diff erent cargoes, can be a very powerful driver for change, not only by taking action themselves to reduce their carbon footprint, but also by off ering operational incentives to more effi cient vessels in order to push for change. Ports are under more pressure on carbon than ship owners and their clients, with administrations in their locales – be they city, state or national governments – pushing them to meet air quality, energy effi ciency, carbon reduction and other environmental laws, regulations and ambitions.
With so many drivers for improved performance in place, a lot of ports, particularly in Europe and the USA, are already taking action to decarbonize their operations. Ports are also a powerful lobbying voice, and therefore have a number of opportunities to drive change among their customers, the ships that arrive ready to unload their cargoes of fuel, raw materials and consumer products on their docks. Carbon War Room sees port operators
as a key partner in achieving its ambitions for a shipping sector that emits the minimum possible amount of carbon. In cooperation with NGOs in the US, the Natural Resources Defense Council (NRDC) and the Environmental Defense Fund (EDF), CWR is working on a letter
WWW.CARBONWARROOM.COM
to take to port operators, which would commit signatories to encourage more effi cient shipping by off ering incentives to cleaner-running vessels.
There are multiple opportunities for
ports to incentivize a move towards more fuel-effi cient vessels, such as preferential berthing and favourable contracts for ship operators using cleaner fuels or with more effi cient vessels.
While legislation on carbon emissions has yet to come in to force for the shipping industry, laws are in place to address sulphur dioxide and nitrogen oxides
Emission Control Areas are another source of regulatory pressure on ports and their clients. ECAs are already in place in Europe, in both the North and Baltic seas, and off the coast of North America, with a further proposal for the establishment of an ECA in the US-Caribbean region. While ECAs are aimed at controlling emissions of sulphur and nitrogen oxides, they have a knock-on eff ect on carbon emissions, as they require vessels to switch to much cleaner fuels and put emissions abatement technologies in place. And their requirements are tightening – in 2015 ships entering an ECA will be forced to use fuels containing just 0.1% sulphur. This will be a real game-changer, as the commonly used – and heavily polluting – heavy fuel oil that powers a majority of ships will not meet ECA rules, meaning ships will have to switch to alternatives such as marine diesel, which costs around 80% more. With such a huge increase in costs, fuel effi ciency will suddenly be of much greater importance to the sector.
Owner-operators Owner-operators are a clear target for action on carbon emissions. With approximately 100,000 vessels afl oat worldwide, including container vessels, tankers, bulk carriers, passenger ships and Ro-Ros (roll on/roll off ships for transporting wheeled vehicles), there are enormous opportunities for increased effi ciency. However, action by the industry itself has been slow, partly because shipping is already a comparatively effi cient mode
The assumption by business is often that improving environmental performance comes at a cost. However, within shipping there is a latent effi ciency gain of between 15 and 20% for existing vessels and up to 40% for new builds
ISSUE 02. JUNE 2011
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