Drivers for Sustainable Navigation 1. Global trade and subsequently seaborne trade, are driven by the global economy. World gross domestic product has grown by more than 50 % in the two last decades, while seaborne trade has increased about 80 % over the same period. The economic crisis since the end of 2008 has disrupted this growth. Now the prospects seem again somehow more favourable, but there are still great uncertainties. The shipping industry has to adapt to economic changes. The global fleet tonnage has increased for decades. Another key feature is the explosive growth of the containerised shipping sector in recent decades. Due to an intense global competition, shipping activity has become more and more concentrated. The ships used on the main commercial lines are larger and larger. The ports follow the economic trends and provide the infrastructure and superstructures required by shipping companies. A number of new port facilities have been or are under development. Due to history and culture, shipping and land-based maritime activities make up two different worlds. The respective roles of all the different players in shipping activities should be kept in mind when developing recommendations for sustainable maritime transportation. 2. The report gives a large overview of international and regional regulations regarding shipping: • ‘Montego Bay’ Convention on the Law of the Seas • IMO conventions regarding ships safety and security • Specialised conventions on the protection of Marine environment (MARPOL, oil pollution, ballast water and sediments, London Convention, …) • Regional memoranda of Understanding on Port State Controls And: • Regional conventions for Marine Environment protection 3. The report discusses the different sorts of economic incentives, (market instruments, either credit or benchmark based, port dues differentiation, subsidies provision). A number of dues differentiation and subsidy provision schemes do exist, but no important market instrument has been found implemented in the field of shipping. Ships Based Sustainability Issues 1. The report gives an overview of ship lifecycle issues, from design to operations to scrapping. 2. Air quality is one of the very major shipping sustainability issues: the GHG emissions from ships are 2.7 % of the world GHG emissions. A number of technologies exist to reduce them dramatically: use of cleaner fuels, improve hull and superstructure, improve propulsion, combustion efficiency, hull coatings and maintenance, operational measures and slow steaming. 3. Water quality is tackled: ships are no more allowed to throw overboard their wastes and litter, but must take them ashore to appropriate port facilities. 4. Fouling required the use of toxic paints that are quite harmful to the environment and are now forbidden by regulations. New products and techniques are explored. 5. Invasive species can be spread over the world by ships. Measures have to be taken to combat this phenomenon. 6. Accidents at sea have disastrous impacts on the environment. A number of measures have been taken in the past and still have to be developed in the future. Port Based Sustainability Issues 1. Methodologies. The classical approaches for port projects are based on assessing the impacts on the environment and defining mitigation/compensation measures. A more proactive approach has been especially developed by PIANC: the Working with Nature philosophy. It consists of an integrated process, based on a good understanding of the environmental processes. It takes place early in the project lifecycle, in order to identify win-win solutions, acceptable by both the project proponents and the environment stakeholders. 2. Hydrological, morphological, sedimentary processes are particularly complex. Modelling techniques can help engineers understand them and test solutions in order to avoid or minimise adverse impacts. The specific PIANC reports on dredging are referenced. 3. Good water quality is vital to sustain marine life. Ships should no longer throw wastes at sea, but in the appropriate facilities provided by ports. The actual efficiency of the current implemented measures is checked from global and regional points of views. The possible measures for reception of waste generated by port activity are brought up. 4. The impacts of port development and operations on habitats and biodiversity can be huge. Due to the complexity of the ecological processes, a proper understanding of the potential effects on habitats and species is essential prior to undertaking port construction or development activities. Possible mitigation-compensation measures are many and various. The examples of Le Havre Ports 2000 and Rotterdam Maaskvlakte 2 projects are described. 5. Various sources contribute to the pollution of air from ports. Data from Ports of Charleston and Los Angeles/Long Beach ports are given. A large set of possible measures are brought out, through slowing the vessels’ speed when approaching the ports, using shore electricity while at berth, improving all devices and crafts (handling equipment, trucks, locomotives, harbour craft,...). Examples of port of Bristol (renewable energy generation), of San Pedro Bay Ports (global Clean Air Action Plan) are given, as well as the approach of the World Ports Climate Initiative. 6. 7. Noise and visual aspects are brought out. 8. 60 % of mankind lives less than 100 km away from the coast. Planners have to deal with the competition of the different human uses of coastal zones. This requires both a good understanding and communication of the different communities involved. 9. The range of the causes of the accidents in ports is quite broad. They often include poor communication between participants and insufficient training and crews. Conclusion As a conclusion, efforts should be carried on and strongly supported to: • improve regulations at international and regional levels which are still a major necessity. The regulatory frameworks should be as simple, robust and consistent as possible. However, no other instrument (economic incentive, contract or market instrument) has to be set aside. Individual imaginativeness and company initiatives are also to be encouraged. • master GHG gas emissions from ships, which is still one of the main environmental impacts of maritime transport. • mitigate the environmental footprint of ports and ports operators, but also ensure the sustainability of human uses of coastal land and waters. • develop awareness, increase capacity, train and educate the next generation of maritime navigation operators and stakeholders. Laying out our environment in a sustainable way requires that we change our way of thinking: adopt global and long-term views, involve all relevant bodies, use all available instruments in a proactive, transparent and pragmatic manner and adopt the Working with Nature approach for all development projects.
SUSTAINABLE MARITIME NAVIGATION
ROMOLO, Alessandra;
2013-01-01
Abstract
Drivers for Sustainable Navigation 1. Global trade and subsequently seaborne trade, are driven by the global economy. World gross domestic product has grown by more than 50 % in the two last decades, while seaborne trade has increased about 80 % over the same period. The economic crisis since the end of 2008 has disrupted this growth. Now the prospects seem again somehow more favourable, but there are still great uncertainties. The shipping industry has to adapt to economic changes. The global fleet tonnage has increased for decades. Another key feature is the explosive growth of the containerised shipping sector in recent decades. Due to an intense global competition, shipping activity has become more and more concentrated. The ships used on the main commercial lines are larger and larger. The ports follow the economic trends and provide the infrastructure and superstructures required by shipping companies. A number of new port facilities have been or are under development. Due to history and culture, shipping and land-based maritime activities make up two different worlds. The respective roles of all the different players in shipping activities should be kept in mind when developing recommendations for sustainable maritime transportation. 2. The report gives a large overview of international and regional regulations regarding shipping: • ‘Montego Bay’ Convention on the Law of the Seas • IMO conventions regarding ships safety and security • Specialised conventions on the protection of Marine environment (MARPOL, oil pollution, ballast water and sediments, London Convention, …) • Regional memoranda of Understanding on Port State Controls And: • Regional conventions for Marine Environment protection 3. The report discusses the different sorts of economic incentives, (market instruments, either credit or benchmark based, port dues differentiation, subsidies provision). A number of dues differentiation and subsidy provision schemes do exist, but no important market instrument has been found implemented in the field of shipping. Ships Based Sustainability Issues 1. The report gives an overview of ship lifecycle issues, from design to operations to scrapping. 2. Air quality is one of the very major shipping sustainability issues: the GHG emissions from ships are 2.7 % of the world GHG emissions. A number of technologies exist to reduce them dramatically: use of cleaner fuels, improve hull and superstructure, improve propulsion, combustion efficiency, hull coatings and maintenance, operational measures and slow steaming. 3. Water quality is tackled: ships are no more allowed to throw overboard their wastes and litter, but must take them ashore to appropriate port facilities. 4. Fouling required the use of toxic paints that are quite harmful to the environment and are now forbidden by regulations. New products and techniques are explored. 5. Invasive species can be spread over the world by ships. Measures have to be taken to combat this phenomenon. 6. Accidents at sea have disastrous impacts on the environment. A number of measures have been taken in the past and still have to be developed in the future. Port Based Sustainability Issues 1. Methodologies. The classical approaches for port projects are based on assessing the impacts on the environment and defining mitigation/compensation measures. A more proactive approach has been especially developed by PIANC: the Working with Nature philosophy. It consists of an integrated process, based on a good understanding of the environmental processes. It takes place early in the project lifecycle, in order to identify win-win solutions, acceptable by both the project proponents and the environment stakeholders. 2. Hydrological, morphological, sedimentary processes are particularly complex. Modelling techniques can help engineers understand them and test solutions in order to avoid or minimise adverse impacts. The specific PIANC reports on dredging are referenced. 3. Good water quality is vital to sustain marine life. Ships should no longer throw wastes at sea, but in the appropriate facilities provided by ports. The actual efficiency of the current implemented measures is checked from global and regional points of views. The possible measures for reception of waste generated by port activity are brought up. 4. The impacts of port development and operations on habitats and biodiversity can be huge. Due to the complexity of the ecological processes, a proper understanding of the potential effects on habitats and species is essential prior to undertaking port construction or development activities. Possible mitigation-compensation measures are many and various. The examples of Le Havre Ports 2000 and Rotterdam Maaskvlakte 2 projects are described. 5. Various sources contribute to the pollution of air from ports. Data from Ports of Charleston and Los Angeles/Long Beach ports are given. A large set of possible measures are brought out, through slowing the vessels’ speed when approaching the ports, using shore electricity while at berth, improving all devices and crafts (handling equipment, trucks, locomotives, harbour craft,...). Examples of port of Bristol (renewable energy generation), of San Pedro Bay Ports (global Clean Air Action Plan) are given, as well as the approach of the World Ports Climate Initiative. 6. 7. Noise and visual aspects are brought out. 8. 60 % of mankind lives less than 100 km away from the coast. Planners have to deal with the competition of the different human uses of coastal zones. This requires both a good understanding and communication of the different communities involved. 9. The range of the causes of the accidents in ports is quite broad. They often include poor communication between participants and insufficient training and crews. Conclusion As a conclusion, efforts should be carried on and strongly supported to: • improve regulations at international and regional levels which are still a major necessity. The regulatory frameworks should be as simple, robust and consistent as possible. However, no other instrument (economic incentive, contract or market instrument) has to be set aside. Individual imaginativeness and company initiatives are also to be encouraged. • master GHG gas emissions from ships, which is still one of the main environmental impacts of maritime transport. • mitigate the environmental footprint of ports and ports operators, but also ensure the sustainability of human uses of coastal land and waters. • develop awareness, increase capacity, train and educate the next generation of maritime navigation operators and stakeholders. Laying out our environment in a sustainable way requires that we change our way of thinking: adopt global and long-term views, involve all relevant bodies, use all available instruments in a proactive, transparent and pragmatic manner and adopt the Working with Nature approach for all development projects.I documenti in IRIS sono protetti da copyright e tutti i diritti sono riservati, salvo diversa indicazione.
