CLEAN BALTIC SEA SHIPPING PROJECT - MARITIME TRENDS AND PERSPECTIVES Urszula Kowalczyk, Jakub Piotrowicz Maritime Institute in Gdańsk Midterm Conference - CLEANSHIP, Riga 19-20 Sept 2012
Development of future changes for Clean Baltic Sea Shipping (study 4.1) Contents of the study elaborated by Maritime Institute in Gdańsk: Identification of the key Baltic Sea shipping trends and driving forces of change Trends in port development in the Baltic Sea Maritime traffic in the BSR- forecast Trends in ship design (size, regulations, technology) according to the clean shipping requirements
Identifcation of the key Baltic Sea shipping trends Worldwide tendencies and increase in container/passenger shipping Main BSR operators and services Fleet and orderbook Transshipment level in the BSR Container throughput in the BSR ports Short sea operations
EU and BSR maritime transport Maritime transport, especially maritime ports sector, is one of the key factors of the BSR socio-economic development Est. 80-90% of international foreign trade with countries outside EU is transported by the sea (40% inside the EU) Every year 350 million tonnes of cargo are transported which amounts to 7% worlwide cargo transport BSR has the most dense ferry lines and ro-ro traffic in the whole Europe European maritime economy creates 5,4 million jobs and ca. 500 billion EUR of gross added value, by 2020 it should increase to 7 million jobs and ca. 600 billion EUR of gross added value
Strategy for the Baltic Sea The four cornerstones of the Strategy are to make this part of Europe more: Environmentally sustainable (e.g. reducing pollution in the sea); Prosperous (e.g. promoting innovation in small and medium enterprises); Accessible and attractive (improved internal and external transport links); Safe and secure (e.g. improving accident response).
Tendencies in container and passenger shipping Trends and developments by the year 2030 may result in considerable changes to transport patterns. This, may have a significant impact on the future position of the Baltic Sea region as a sustainable economic growth area now and in the near future The total demand at Baltic container ports is expected to grow from 38% to 60% to about 5.68 mln TEU by 2015, and by a further 55%-65% to just over 10 mln TEU by 2020 Increase in 8,000 TEU and 8,000+ TEU container ships since 2005, shipping lines are investing in larger ships to take advantage of the economies of scale Bigger ships need deepwater ports which is likely to mean fewer port calls and the elimination of secondary calls from rotations on the main arterial routes
Charateristics of shiptypes on the Baltic Sea Ship type Code Number of ships Engine (w kw) Additional engine Feefer RC 338 2 515 171 732 664 General cargo GC 2172 5 546 590 1 302 312 Tanker crude oil T_PROD 270 1 854 899 362 987 Container CONT 324 5 283 246 1 158 465 Chemicals T_CHEM 842 5 126 000 1 508 702 Tanker T_CRD 332 4 254 381 761 446 Bulk cargo BULK 936 7 137 109 1 104 540 RO-RO RO-RO 165 1 744 183 442 945 RO-PAX RO-PAX 226 3 437 141 774 072 Car carrying ship V 208 2 622 450 502 378 Gas tanker T_PLG 119 611 003 17 076 Cruisers PAS_CR 80 2 016 636 350 079 Source: VTT Technical Research Centre of Finland
Baltic Sea ferry and cruise The Government of each Party to the Convention undertakes to traffic in 2010 ensure the provision of facilities at ports and terminals for the (number of calls) reception of sewage, without causing undue delay to ships, adequate to meet the needs of the ships using them FERRIES The Government of each Party shall notify the Organization for transmission to the Contracting Governments concerned ca 3 million of all cases passengers where the facilities provided under this regulation are per alleged year to be inadequate. average 1 400 passengers per call CRUISERS Source: ShipPax Market-10
Forecast of shipping by 2030 by segment Source: ShipPax Market-10
Forecast of shipping by 2030 by country Source: ShipPax Market-10
MAIN POLLUTION FROM SHIPS Crude oil, fuel, sludge- accidental and deliberate oils-spills result in pollution of beaches and extinction of seabirds and fish Transport of dangerous goods and radioactive cargo Water used for container cleaning Sanitary waste from toilets and cargo holds Organic waste Air pollution from ships Anti fouling paint Microorganisms Plastic and glass containers often thrown away by tourists
Waste generated onboard GREY WATERS (from kitchen, loundry, dining) BLACK WATERS (from bathrooms, toilets) Estimated amount of waste water: 2 m³ - 4,3 m³ /person/day Total waste of 1 passenger/crew per day by type (est.): 1,5 kg garbage 150 l black water 40 l kitchen water 140 l gray water Dumping the waste in the port or port entrance is forbiden (except grey waters). It must be removed by specialized equipment and companies
System of waste treatment and sources of polution from ships Sourcde Maritime University Szczecin
TYPES OF WASTE managed within ports and harbours Oil, Sewage, Garbage, Ballast water, Anti fouling paint scraps and maintenance wastes Contaminated dredged material There will always be a risk of accidental and illegal discharges from ships, port operations and other non-port related sources within a port or harbour Over 80% of reported oil spills occur within port and harbour areas, however the majority result from normal operations such as loading and bunkering. Garbage enters the port and harbour environment both from on and offshore, one of which is through overboard dumping from ships and boats.
Present legislations, regulations and policies Action on pollution from ships and management of waste generated on board ships are governed by international rules in MARPOL 73/78. The main purpose of the convention is to prevent discharges of oil, chemicals, sewage, solid waste and air pollution from ships at sea. The regulations concerning sludge and waste are the following: Sufficient reception facilities Placards of disposal requirements Prohibition of waste disposal at sea Standard discharge connection Waste management plans and record of waste Inspection of ships and the right to retain ships
Marine Pollution Conventions
Annex IV of MARPOL 73/78 Regulations for the Prevention of Pollution by Sewage from Ships Development of future changes for Clean Baltic Sea Shipping Regulation 3: Surveys (Every ship which is required to comply with the provisions of this Annex.The Administration shall establish appropriate measures for ships which are not subject to the provisions of paragraph (1) of this regulation) Regulation 8: Discharge of sewage (The discharge of sewage into the sea is prohibited) Regulation 10: Reception facilities (The Government of each Party to the Convention undertakes to ensure the provision of facilities at ports and terminals for the reception of sewage, without causing undue delay to ships, adequate to meet the needs of the ships using them )
Trends in ship design (size, regulations, technology) according to the clean shipping requirements Large ships are already in operation Growth of ships size, physical limits LNG as alternative fuel of the future Port limitations Ballast water and waste/sewage management systems- analysis
Port of Szczecin Świnoujście LNG Terminal under construction First Polish LNG ships appeared on the market in 2008 (Remontowa Shipyard)
Conclusions (1/2) The future of shipping is first of all and environment protection. the energy management Further developments will be shaped by green scenario, which assumes balanced and positive economic growth in the Baltic Sea region Environmental protecton is now increasingly important to the shipping industry. Tightening environmental regulations pose a series of difficult decisions for many owners and operators, for example the best emission strategy and choice of balast water treatment system The transformation in shipping economics busted a new approach to ship design and operations. Environmental issues are a major factor driving many green initiatives Shipping regulatory Framework is tightening all the time. New measures to reduce harmful emissions and present the spread of invasive species in balast water are a right aim but have to be carefuly and property implemented
Conclusions (2/2) The shipowners and operators will be forced to invest in a range of new technologies, some of which do not grant financial return but are in effect, licences to trade. The cost of running ships in the future will increase despite of the efforts to improve the operating efficiency. Energy efficiency, new technology and innovation, marine education and training, marine security, maritime traffic management and development of maritime infrastructure are key elements to sustainable shipping. Upcoming environmental requirements will increase and there will be a shift in perception on the short and long term benefits. Greener shipping means bringing together research, innovation, education and training.
THANK YOU FOR YOUR ATTENTION! urszula.kowalczyk@im.gda.pl jakub.piotrowicz@im.gda.pl