Transcript Peter Swift

Hellenic Mediterranen Panel
2 April 2009
Athens
Peter M. Swift
INTERTANKO Overview
• Incident Statistics
• Council Agenda
• Criminalisation Update
• Diary Dates
• Greenhouse Gas Emissions
Accidental oil pollution into the sea
and tanker trade
Billion
tonne-miles
1000
ts spilt
600
14,00 0
Trade in billion Tonnemiles (Fearnleys)
12,00 0
500
10,00 0
400
8,000
300
6,000
200
100
'000 tonnes spilt in
tanker accidents
(ITOPF)
4,000
2,000
0
0
19701972 1975 1978 1981 1984 1987 1990 1993 1996 1999 2002 2005 2008
Record low pollution in 2008: 2,000 ts
Source: INTERTANKO/ITOPF/Fearnleys
Accidental oil pollution into the sea
and tanker trade
Billion
tonne-miles
1000
ts spilt
3.5
105
2.8
84
1000 ts spilt
2.1
63
'0000 bn
tonne-miles
42
1.4
0.7
- 63%
-3%
-81%
21
0
0.0
1970s
1980s
1990s
PR00s
Record low pollution in 2008: 2,000 ts
Source: INTERTANKO/ITOPF/Fearnleys
Tanker and non-tanker incidents attended
by ITOPF over the past 5 years
18
Tankers: 40
15
Non tanker: 66
12
9
6
7
14
14 10
9
12
8
17
13
3
2
0
2004
2005
2006
2007
2008
Tanker Incidents and accidental pollution
Number incidents
1050
600
Misc
Security
Fire/Expl
840
Hull & Machinery
480
Grounded
Coll/Contact
Oil pollution
630
2009 is a
projection based
on 68 days
420
210
360
240
120
0
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
00
01
02
03
04
05
06
07
08
0
Based on data from LMIU, ITOPF + others
Tanker groundings incidents
Number incidents
180
150
120
90
60
30
Based on data from LMIU, ITOPF + others
08
07
06
05
04
03
02
01
00
99
98
97
96
95
94
93
92
91
90
89
88
87
86
85
84
83
82
81
80
79
78
0
Tanker incidents 2008 by type
Misc /
unknown
14%
Security
8%
312 reported
tanker incidents
2008
Collision /
contact 28%
Hull & Machinery
(28%), 87 of which 60
engine related+ 3
black outs
Collision/contact
Grounding
Grounding
16%
Fire /
Explosion 6%
Source: INTERTANKO/LMIU/various
Fire/Explosion
Hull & machinery
Misc/unknown
Hostilities
Tanker hull & machinery incidents
Number incidents
500
Engine
400
Hull & Machinery
300
Split engine and other
Hull & Machinery
200
100
Based on data from LMIU, ITOPF + others
08
07
06
05
04
03
02
01
00
99
98
97
96
95
94
93
92
91
90
89
88
87
86
85
84
83
82
81
80
79
78
0
Tanker Engine incidents
Number incidents
60
Engine
50
Other Hull & Machinery
40
30
20
10
0
2002
2003
2004
2005
Based on data from LMIU, ITOPF + others
2006
2007
2008
Tanker Engine incidents
Number incidents
Year
<10 years
10-24 years
>25 years
Total
Average age
2002
4
15
3
22
17.5
2003
3
8
3
14
18.4
2004
2
7
3
12
18.8
2005
9
20
5
34
17.6
2006
12
17
3
32
14.3
2007
20
25
3
48
13.2
2008
25
24
10
59
15.6
2009
4
3
7
9.7
79
119
228
15.6
Total
Based on data from LMIU, ITOPF + others
30
Council Agenda – 13 May 2009, Tokyo
• Corporate Affairs
• Piracy status report
• Greenhouse Gas Emissions
• Report items
- Chemical items
- Load Line Zones – Off South Africa
- Criminalisation of Seafarers - update
- Paris MoU – New Inspection Regime
- Human Element – Roll out of TOTS
- EU : MSP III / Mutual Recognition, Elections
- US : General Permit / TWIC / Air Emissions
New Inspection Regime – Paris MoU
Better targeting !!!
“ Every ship eligible for a periodic inspection as
follows:
• High Risk Ship (HRS) every 5-6 months
• Standard Risk Ship (SRS) every 10-12 months
• Low Risk Ship (LRS) every 24-36 months ”
Area Proposed for North America
ECA Designation
200 nm
200 nm
Criminalisation of Seafarers - Update
• EU Ship Source Pollution Directive
• “Hebei Spirit” officers
• Support for:
IMO/ILO Guidelines on the “Fair
Treatment of Seafarers in the Event of a
Maritime Accident”
DIARY DATES 2009
23 Apr
24 Apr
27 Apr
Members’ Seminar, Singapore
Crisis Preparedness &Media Awareness Workshop,
Singapore
Asian Regional Panel, Shanghai
12 May Chartering Seminar, Tokyo
13-15 May Annual Tanker Event 2009,Tokyo
13 May Associate Members Committee, Tokyo
19 May Vetting Committee, Singapore
20 May Vetting Seminar, Singapore
09 Jun
09 Jun
Chemical Tanker Committee, Oslo
Norshipping: Boat Cruise and BBQ, Oslo
09 Sep
Human Element in Shipping Committee, Copenhagen
[ Initiatives to Reduce ]
Greenhouse Gas Emissions
Shipping has a head start as the most
energy efficient means of transport
CO2 Emissions per Unit Load
by Transport Mode
Large Tanker
1
Large Containership
3
Railway
6
Coastal Carrier
11
Standard-size
Commercial Truck
49
Small-size
Commercial Truck
226
Airplane
398
0
100
200
300
400
Units Relative
Source: Ministry of Land, Infrastructure and Transport (Japan): The Survey
on Transport Energy 2001/2002 MOL (Japan): Environmental and Social
Report 2004
Shipping energy efficient
18
TANKER SHIPPING A GOOD NEWS STORY
Shipping’s GREEN Credentials
• This car, weighing one tonne, uses 1
litre of fuel to move 20 kms
• This oil tanker uses 1 litre of fuel to
move one tonne of cargo 2,500 kms
– more than twice as far as 20 years ago
TANKER SHIPPING A GOOD NEWS STORY
Shipping’s GREEN Credentials
• One US gallon of fuel moves one
ton of freight 423 miles in this
railcar
• One US gallon of fuel moves one
ton of cargo more than 6,500 miles
in this tanker
Reductions in GHG (CO2) Emissions
DRIVERS FOR CHANGE
• Driven hardest by a limited number of governments
– Supported mostly by EU governments, plus Japan,
Australia, Canada and a few others
– Until recently only limited support in US (mostly
environmental interests)
– Relatively little enthusiasm in much of the developing
world, but now changing ?
• Environmental Lobby growing
– And becoming more coordinated
• Maritime industries showing considerable support
– Proactive involvement
– Although “hesitant” on market based instruments
• Economic incentives strong
– Fuel savings translate into potentially significant cost
savings; plus incentives for innovation & new technologies
One particular challenge for the shipping industry
- i.e. seaborne trade will continue to grow strongly
Trends –
Population, Energy Use, Seaborne trade & CO2 emissions
Index
180
Population
Energy use
Seaborne trade
160
CO2 emission
140
120
100
Source: Fearnleys/INTERTANKO
2007
2006
2005
2004
2003
2002
2001
2000
1999
1998
1997
1996
1995
1994
1993
1992
1991
1990
1989
1988
1987
1986
1985
1984
1983
1982
1981
1980
80
There has been strong growth in shipping
Kyoto Protocol
• Established under UN Framework Convention on Climate
Change (UNFCCC) and adopted in 1997
• Ratified by 181 countries – not the USA
• Categorises Annex 1 (Developed) Countries and NonAnnex 1 (Developing) Countries
• Annex 1 are committed to make GHG reductions with set
targets, but also flexible mechanisms
• Runs through to 2012, with Conference of Parties (COP15)
to meet in Copenhagen in Dec 2009 to develop successor
• Kyoto recognises “common but differentiated
responsibilities”, i.e. developed countries produce more
GHGs and should be “responsible” for reductions
• Kyoto looks to IMO to address Shipping and ICAO to
address Aviation, and as such these emissions are
currently excluded from Kyoto targets
Initiatives underway at the IMO
1998: IMO initiated work on Green House Gas emissions
2003: IMO Assembly adopted Resolution A.963(23):
Policies and Practices Related to the Reduction of GHG
from Ships
Today: Work continues through the MEPC
This year: we can expect MEPC 59 to adopt Mandatory Energy Efficiency Design Index for new ships
Ship Energy Management Plan – existing ships:
- Best practices to save energy used by the ship
- Use of voluntary Energy Efficiency Operational Indicator
In December: the outcome(s) of MEPC 59 will be presented
to UNFCCC COP15 meeting in Copenhagen
Initiatives underway at the IMO
Ship Performance Index: CO2 / work done
e.g. tonnes of CO2 produced per tonne mile of cargo
• Energy efficiency design index mandatory for new ships incentivises designers and builders.
At the next stage: The ship’s design index should be less
than a maximum limit to be set by regulations.
The maximum value will then be lowered over time.
• Voluntary energy efficiency operational indicator measures efficiency of ship in service.
A management tool for owners and charterers to measure
energy efficiency on a voyage. Incentivises the owner to
keep hull and machinery “clean” and charterer to use the
ship efficiently – capacity, routing and speed.
SEMP: Examples of Best Practices
for tanker emissions & energy efficiency
1.
2.
Programme for Measuring and Monitoring Ship Efficiency
Voyage Optimization Programme
Economy mode:
174
MC/MC-C 100% SMCR optimised
3.
Speed selection optimization
Optimised route planning
Trim Optimization
ME/ME-C Part load optimised
168
162
20
30
40
50
60
70
80
90
Engine shaft power
Propulsion Resistance Management Programme
1.
2.
4.
Hull Resistance
Propeller Resistance
Machinery Optimisation Programme
1.
2.
5.
Main Engine monitoring and optimisation
Optimisation of lubrication as well as other machinery and equipment
Cargo Handling Optimization
1.
2.
6.
Cargo vapours control procedure on all crude tankers (80-90% reduction of
cargo vapours)
Cargo temperature control optimization
Energy Conservation Awareness Plan
1.
2.
3-4g/kWh
ME/ME-C 100% SMCR optimised
3-4g/kWh
SFOC
1.
2.
3.
On board and on shore training and familiarisation of company’s efficiency
programme
Accommodation-specific energy conservation programme
100
110 % SMCR
IMO is also reviewing possible economic
measures (instruments) to reduce CO2 emissions
•
•
•
•
•
Emissions Trading Scheme
Bunker Levy
GHG Compensation Scheme
Hybrids of above
Other, e.g. differentiated charges
Industry has established Guiding principles and believe any measure
should:
• Be effective in reducing global GHG emissions
• Be binding on and applicable to all ships
• Be cost effective
• Not distort competition
• Support sustainable environmental development without penalising
trade growth
• Promote technical innovation and leading technologies
• Be practical, transparent, fraud-free, easy to administer
Market Based instruments
Key issues:
•
•
•
Global versus regional ?
Who administers ?
Still needed – if other industry initiatives in place ?
ETS
• Sets Cap – reduces over time
• Open versus Closed system ?
• Value of carbon – different schemes
Levy
• Does not set cap
• A tax on fuel (used)
GHG Compensation scheme
• Does not set cap
• A tax for a good cause – i.e. a charity !
Initiatives already under way
- parallel voluntary measures
For most ship types, some form of :
• Speed optimisation
• Voyage optimisation
• Capacity optimisation
is already in hand.
For Tankers:
• Liaison is encouraged between owners
and charterers to optimise vessel speed
and voyage schedules
http://www.ocimf.com/view_document.cfm?id=1147
Other initiatives under discussion
Pending the setting of mandatory upper
limits for the Energy Efficiency Design
Index of new ships, there exists the
potential for:
• The Establishment of a Reference Value for
a New Ship (i.e. a Target)
• Development of a Rating System relative to
the Reference Value
Similar to the performance rating of white goods
Other initiatives already under way
- parallel voluntary measures
Ports / terminals
• Ports developing Environmental Ship Index (for
pollutants and GHGs)
• Incentives to improve port efficiency
• Reward environmentally friendly ships with lower
port dues
2008 Representative Data
– Product Carrier Pool
1-2 %
Idle
19%
Ballast
40%
Laden
40%
In Port
UNCTAD Conference
Ro-ro
Engine Design
Ferry-Cruise
Offshore Supply
Fuel
Efficiency
Gain
Engine derating
< 3.5%
Diesel electric drives
5-30%
Combined diesel electric
and diesel mechanical drives
<4%
Waste heat recovery
<10%
Enhanced engine tuning and
part load operation
<4%
Common rail engine
<1%
Estimates of fuel efficiency improvements are drawn from (Wartsila, 2008), (Green, Winebrake, & Corbett,
2008), (Bond, 2008)
Source: International Transport Forum 2009, OECD
Operational
Container
Retro-fit
Tanker/Bulker
New Build
Maritime Transport and the Climate Change Challenge
UNCTAD Conference
Ro-ro
Propulsion Systems
Ferry-Cruise
Offshore Supply
Fuel
Efficiency
Gain
Wing thrusters
<10%
Counter-rotating propellers
<12%
Optimised propeller-hull interface
<4%
Propeller-rudder Unit
<4%
Optimised propeller blade sections
<2%
Propeller tip Winglets
<4%
Propeller nozzle
<5%
Propeller Efficiency Monitoring
<4%
Efficient Propeller Speed Modulation
<5%
Pulling Thruster
<10%
Wind power: Flettner rotor
<30%
Wind power: Kites & Sails
<20%
Operational
Container
Retro-fit
Tanker/Bulker
New Build
Maritime Transport and the Climate Change Challenge
THANK YOU
For more information, please visit:
www.intertanko.com
www.poseidonchallenge.com
www.shippingfacts.com
www.maritimefoundation.com