GHG REDUCTION WITH BUFFER TIME ANALYSIS
SHIPPING INDUSTRY
The environmental consequences of international trade and transport have gained importance as a result of the current climate debate. Products are increasingly being produced in one part of the world, transported to another country and then redistributed to their final country of consumption. Since more than 80% of world trade tonnage measured in metric tons is carried by seagoing vessels, maritime transport will continue to be a core part of most supply chains while rail and road mainly are used for hinterland transport and to and from ports. Currently the shipping sector accounts for 2.7% of global annual world CO2 emissions. In addition, SOX and NOX emissions arising from combustion of marine fuels can contribute to local air pollution, particularly around coastal areas and ports. As a result, reductions in emissions from shipping are a high priority in the IMO, UNFCCC and other international organisations.
In SECA-regions strict controls are established to minimize sulphur (SOx) emissions on seas. The SECA-regions are set up globally on frequently used trade routes where ships used to consume heavily polluting fuel. The emission controlled seas are an outcome of the MARPOL Protocol which came into effect in 2005. Another related outcome of the Marpol protocol will be that from 1 January 2020 the Sulphur content of fuel used in the maritime industry may not exceed 0,5%. This basically means all ships will need to consume gas oil (MGO) by 2020, which is much more expensive than Heavy Fuel Oil. Below the different fuel types are listed with an indication or their Sulphur content:
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WHAT ARE THE CHALLENGES?
Current situation in the shipping industry is more complex and complicated then it seems. There are number of different parties involving this industry, each of them has their own objectives. On the other hand, experts say that there is a significant potential to reduce GHG emissions in maritime sector. Cooperation looks like the key to decrease the emissions caused by container ships.
SLOW STEAMING
Fuel usage can be reduced when power consumption is reduced. In liner shipping with large container carriers, fuel consumption can be reduced to 20%. This holds a direct relation with emissions and operating costs. Especially after 2008, when the economic crisis resulted in overcapacity of the worldwide fleet, slow steaming was applied by many operators. However, to ship the same amount of goods while applying slow steaming, more shipping capacity is required. This can either be achieved with larger ships or more ships. However, the need for more shipping capacity is much less than the saved fuel costs will be when applying slow steaming. Meaning that although total fuel savings of slow steaming might not be always 20%, the net fuel savings by slow steaming will be positive.
Sulphur Emission Controlled Areas (SECA)
To help reduce ship emissions, OCIMF and Intertanko have developed a ‘Virtual Arrival’ process for tankers that establishes a framework for agreeing to reduce a vessel’s speed on voyage to meet a revised arrival time when there is a known delay at the discharge port. The slower speed will cut fuel consumption and reduce greenhouse gas and other exhaust emissions.
WHAT IS VIRTUAL ARRIVAL?
"Green Maritime Logistics and Sustainability" In Maritime Logistics. Published online: 04 Feb 2016; 227-244.