SPECIAL FOCUS
Shipping
29 THE OPERATOR’S VIEWPOINT
“In 2010, relative CO2 emissions per tonne
carried per kilometre were reduced by 21% compared with 2009 as a result of improved utilization and reduced daily fuel consumption. We believe that the best way to reduce environmental risk and cost is to be an
environmental forerunner.” JONATHAN SPAMPINATO, WALLENIUS WILHELMSEN LOGISTICS.
of transport. That said, because of the sheer number of ships on the world’s oceans and the vast amount of cargo moved from continent to continent, global shipping is responsible for about 3% of the world’s total greenhouse gas pollution.
There are some innovators across the
sector that have been notably proactive in improving vessel efficiency; Maersk Line, TeeKay, Torm and Wallenius Wilhemsen to mention a few. These companies see real value in lower- carbon shipping, both in heading off upcoming legislation and because of pressure from customers such as international retailers and producers of brands prominent in the public consciousness, which are themselves subject to increasing scrutiny of their supply-chain carbon emissions. However, there is a major sticking point in driving improvements in engine efficiency and the use of cleaner fuels. Seventy per cent of the fuel spent in the shipping industry is paid for by the charterer/cargo-owner, passed on by the owner-operator. This creates a split incentive, where there is a lack
WWW.CARBONWARROOM.COM
of motivation for owner-operators to increase efficiency at both the new-build and the retrofit stages.
So while the cost of crude is increasing
due to the ongoing unrest in the Middle East, particularly Libya, these costs are usually simply passed on to the client. However, around one third of owner- operators don’t charter their vessels, directly transporting clients’ goods. These companies do feel the pinch from rising fuel prices, and unsurprisingly they are the most active and innovative when it comes to ship performance.
Charterers For charterers managing multi-modal supply chains, maritime shipping is unlikely to be top of their carbon agenda. For a manufacturer producing goods in China and shipping them to the US, the carbon emitted during the journey from factory to retailer is likely to represent just a fraction of its environmental
impact. So while the charterers of vessels are the subsector of the shipping industry facing the most pressure to cut their carbon emissions from the public and campaigning environmental NGOs, maritime shipping is probably the least of their worries. However, because of this scrutiny, and because it means such companies are likely to already be geared up to cut carbon elsewhere, charterers should be receptive to the benefits of the new ‘A-G’ rating. And doing so does not have negative financial impact within the sector. The assumption by business is often that improving environmental performance comes at a cost. However, within shipping there is a latent efficiency gain of between 15 and 20% for existing vessels and up to 40% for new builds. This means taking fuel efficiency into account when making decisions on which vessels to charter should be a no-brainer; but again there has been
With new clean technologies entering the market, tightening regulation and early-adopters driving change, there has never been a better time for the shipping industry to take advantage of the low- and no-cost opportunities to increase the carbon efficiency of the global fleet
ISSUE 02. JUNE 2011
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