Clean Seas - BP Global

BP Shipping
cleanseas
our commitment to the environment
reducing emissions
l
our environmental charter
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ISO14001
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energy efficiency and more
cleanseas
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clean seas
introduction
In 2004 the BPS leadership team made a long term
commitment to improve the environmental performance
of the BP Shipping business unit on a continuous basis.
Over the past year the HSSE team along with the various
BPS business teams have been working to create a
environmental framework to drive this improvement.
While we can all be proud of our past environmental
achievements, the impending fleet expansion now
provides us a unique opportunity to make a material
difference with regards to our future environmental
performance.
BP Shipping’s commitment to the environment
It’s both a challenge and an inspiration to recognize that
whatever you do, no matter what business you are in,
you are having an impact on the environment. Whether that is a positive or negative impact is up
to us both as individuals and as an organization. This
is particularly true in BP Shipping where every day
our fleet operations generate greenhouse gases, impact
biodiversity (through ballast water) and run the risk of an
accidental hydrocarbon release.
BPS, as an organization, can choose to be a either a
follower or a leader in marine environmental stewardship.
I believe we have more of an opportunity to control our
destiny and make a difference in the world by leading. We do this by taking a collaborative approach to our
business. We actively engage our stakeholders on
environmental issues. This includes our own staff,
the owners and managers of time charter vessels,
contractors, regulators, industry associations and non
governmental organizations (NGO’s). By clearly
understanding the environmental issues and sharing
experiences and lessons learned at the industry level we
can all improve and ultimately benefit. A leadership role also means that we need
to be proactive in our approach to the
environment. Compliance with existing laws and
regulations is a minimum requirement. Where we can
identify a commercial and environmental benefit we
will meet legislative requirements early and exceed
compliance requirements. We will always face the potential risk that our products
may leak or spill. We minimize this risk by focusing our
attention in two areas: prevention and preparedness.
As for preparedness, we maintain an emergency
reporting system. We have well articulated response
plans and identified emergency response teams. We also
have contracts with organizations that can assist us in the
event of an emergency whether it be an oil spill or ship
salvage. The difference between an organization that is leading
rather than following is to ensure that we do our jobs
with vision, rigor, passion and an eye to detail. I believe
we’re well on our way to being an industry leader in the
environment. The environmental challenges and opportunities that
we face at BP Shipping today are really no different
than those faced by our colleagues in the exploration &
production (E&P) business. I believe that Tony Hayward, chief executive of BP’s E&P
segment characterized our position well at a conference
at Mendeleev University, Moscow, when he stated that
the BP group has undergone a long journey of learning
in the way it approaches issues such as responsibility
and sustainability around the world. As he put it: “A
fundamental part of operating responsibly is creating
a safe, clean working environment. We work in a
potentially hazardous business, and to address the risks
we face we invest both in the training of our people
and in measures to maintain the integrity of plants and
pipelines.”
A strategy has been agreed and defined that aligns
with BP group objectives, ensures our compliance with
legislation and international regulation and, wherever
possible, moves BPS ahead of industry best practice.
One expression of this momentum is the new BP Shipping
environmental charter. This contains seven statements
– some specific, some aspirational – that will guide our
approach to environmental issues in the period ahead.
Our expectation is that everyone who works for BPS will
reflect this charter in their work for the organization.
In our day to day approach increasingly we are adopting
an innovative and proactive approach to the various
environmental issues that confront us at sea and on land.
In Sunbury we have recently formed a BPS environmental
working group. This cross-organizational team is designed
to capitalize on the collective wisdom and experience
of the various members and provide solutions that will
reduce the environmental impact of our operations,
prioritize programmes and identify the specialist skills
necessary to move forward.
Communication is integral to our progress. Each BPS
employee has the opportunity to help us advance. By
reading ‘clean seas’ we hope that you will gain a better
understanding of the many environmental initiatives
underway within BPS and perhaps be in a stronger
position to offer your own ideas for improvements.
The articles that follow have all been prepared with the
help of BPS experts to provide an accessible and easy-toread view of the general environmental context in which
BPS operates today. We have sought to show how BPS is
responding to specific issues facing our niche of the global
shipping industry. These include ballast water, oil pollution
and prevention, the treatment of waste water, antifoulants, abatement technologies and alternative fuels.
‘clean seas’ is also part of a wider effort to heighten
environmental awareness and engage all BPS staff
wherever they work. We are currently working with the
ProSea Foundation to develop a marine environmental
awareness course for seastaff and shore based staff. We
are hoping that early spring 2006 courses will be available.
With this publication you will also receive a friendly otter
to remind you and your families of the importance of
clean seas as well as an environmentally-friendly mug to
celebrate BPS’s 90th anniversary.
This, of course, also
applies to the seagoing assets that BP
Shipping owns or
manages.
From a prevention perspective, a robust system really
entails most of the activities that we undertake on a daily
basis:
Should you wish to comment on anything you read in
‘clean seas’, or to offer specific suggestions, please
contact the BPS environmental advisor, Katharine Palmer.
She can be reached at [email protected] or
on +44 (0)1932 768016.
• vessel design
• vetting
• competent, healthy and well trained staff
• learning from past experiences
• rigorous safety, security and environmental standards
and procedures
Bob Malone,
chief executive, BP Shipping
• ingraining a culture that has high expectations In addition, we will continue to cover environmental
issues relating to shipping in the quarterly BP HSSE & ER
newsletter and in our monthly online publication ‘the flag’.
A new environmental section has been developed on the
BPS intranet site: http://eubrgs278/stellent/groups/
ist_shipping/documents/bps_publishedcontent/
penvironment.hcst
I hope you enjoy ‘clean seas’. Please share it widely with
colleagues and friends inside and outside the organization.
raising the flag together
clean seas
n
safe ships
n
commercial success
Sylvia V. Baca,
global HSSE & ER director
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BP Shipping
environmental charter
BP Shipping will conduct its activities in a
manner that, consistent with the BP group
goals, are environmentally responsible with
the ultimate aspiration of no damage to the
environment. BP Shipping will comply with all
BP group requirements and applicable laws
and regulations. Our challenge is to achieve
this goal through the management of the
HSSE risks associated with the water born
transportation of hydrocarbons.
• We will continuously evaluate the
environmental risk associated with our
operations.
• Our environmental goals will be measurable
and we are committed to continuous
improvement in our performance.
• We will seek to significantly lower the
environmental impact of our operations by
reducing waste, emissions and discharges,
minimize our impact on biodiversity, and use
energy efficiently.
• We will comply with all applicable legislation
and regulations and strive, where practicable,
to reduce our impact on the environment
by meeting legislation early and exceeding
compliance requirements.
• We will actively promote environmental
awareness by training and education of our
employees.
• We are committed to being an industry
leader in environmental stewardship and
will participate in discussion with relevant
authorities to develop measures to minimize
our industry’s impact on the environment.
• We will be transparent in reporting our
environmental performance. We will make our
commitment available to the public, openly
report our performance, and use a competent
and independent body to verify our reported
data.
This applies to all BP Shipping operations including
those suppliers and contractors defined by the BP
group.
For many years environmental performance at
BP Shipping has been driven by a framework
set by external legislation and internal BP group
commitments. These two factors will remain
important in the future. But in a break with the
past, over the last year BPS has also developed its
own environmental charter building on the existing
structure of regulation and practice by adding
specific commitments in areas where it is able to
make a difference.
As Katharine Palmer, BPS environmental
advisor, notes, “BP Shipping has always been
environmentally aware. What has changed is the
public perception of the shipping industry. This has
moved beyond oil spills and now takes in a wide
variety of shipping by-products including emissions,
waste management, the treatment of ballast water
and energy efficiency. Historically, incidents at sea
have driven environmental legislation and that is
probably still true. But increasingly we’re operating
in a more critical context. We have to respond to this
without waiting for new legislation.”
British Merlin raising the flag
continuously improving
environmental
performance
BP Shipping’s environmental history
environmental achievements in our fleet
Late 1960s Developer of load-on-top.
1970s Developer of crude oil washing and IGS.
1990 Early adopter of shipboard incinerators.
1994 First VLCC in world to have TBT free antifouling.
1997 Early adopter of NOx compliant engines (H Class).
Developed patent design for form of double skin bunker tank (H Class).
Incorporated vapour recovery capability on ships (A Class).
1999 Extended hulls to bunker tanks and cargo pumproom bottoms (P Class).
First oil major shipping operation to achieve ISO14001.
2002 Ballast management – ozone treatment trials (Alaska).
2004/5 Phased out the use of halons ahead of legislation and CFCs to be phased out with replacement of ATC vessels.
Meantime the BPS fleet has been expanding at an
unprecedented rate. Fifteen vessels in 2001 will
grow to around 100 by 2010 – making it critical that
the new organization has the capacity and capability
as well as the correct systems, processes and
procedures to ensure that work is undertaken and
completed in a safe and environmentally responsible
manner.
At the beginning of 2004 the appointment of
Sylvia Baca as global HSSE and ER director, with a
mandate to raise awareness of environmental issues
in the organization, began the upgrading of BPS
procedures and practices affecting the environment.
Since then time and effort has been devoted to
creating a new framework and team that will guide
all BPS activities in this area over the next few
years and raise the BPS profile within the BP group
where environmental issues and performance are
concerned.
The framework is guided by the seven-point BPS
environmental charter highlighted above. “Our aim
now is to look ahead, to be involved in industry
development and to help shape legislation before
it is enacted rather than just comply,” says Palmer.
“We know we have some big challenges coming up
and we want to be in the best shape to respond.”
A case in point is greenhouse gas emissions. The
rapid increase in vessel numbers and the more
intensive use of vessels makes it inevitable that BPS
emissions will rise over the next five years.
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BP Shipping environmental working group
To deliver working solutions for reducing the environmental impact
of our operations. Communicate, input and challenge and help prioritize programmes.
on the environment associated with
growing energy consumption,” he said.
One of the biggest environmental
risk BP faces, Malone added, is the
transportation of bulk hydrocarbons.
But by owning and operating its own
vessels, building better quality vessels,
ensuring quality operations, developing
long term relationships with quality ship
owners and ultimately controlling the
responsible recycling of its ships, BPS
can mitigate these risks.
“We must also acknowledge that a
healthy ocean is a key to a sustainable
universe. This fragile resource needs to
be respected,” Malone said, describing
how BPS has been working for the
past seven years on a project to control
But by improving fleet and engine
design technology, this growth will be
lower than it otherwise would have
been if 20-year-old ships had been in
use. The result, forecasts Palmer, is
that although emissions are bound to
increase, emissions per mile travelled
will stay more or less constant even as
overall tonnage rises.
Another looming challenge involves
ballast water. Driven by regulations
being introduced by the International
Maritime Organization and
developments in the United States,
it seems probable that ballast water
discharges in many parts of the
world will become subject to legal
requirements covering such things as
the quality of water discharged and
the time and place this is permitted,
especially inshore.
Within the BP group, the task of Baca
and the HSSE team has been to raise
the BPS profile where environmental
performance is concerned and link it
more directly to group priorities. This
effort is already bearing fruit. Group
funding of $2 million this year is aimed
at delivering six energy efficiency
projects. “We want to get more
involved in research and these projects
allow us to do this,” says Palmer. “They
also allow us to be more creative and
to stand back a bit from day-to-day
operations.” There is now every hope
that new BPS projects will be selected
for group funding in 2006. “We’re very
keen to receive suggestions, however
blue sky,” Palmer explains.
The appointment of an ‘energy czar’
with a mandate to research energy
efficiency initiatives coupled with
ISO14001 accreditation since 1999 for
all BPS operations have been two other
important recent signs of commitment
and progress.
Another important long term
initiative that got off the ground
recently was the creation of the BPS
environmental working group. Made
up of representatives from operations,
HSSE, government & industry,
commercial, strategy & planning,
technical assurance, marine assurance
and other BP interested parties such
as BP Marine, IST and Green Energy,
the group is set up to deliver working
solutions for reducing the environmental
impact of BPS operations.
“We need to ensure that the
environmental implication of our
decisions is always assessed and
considered and that proper mitigation
plans are put in place to offset any
environmental harm that may occur,”
explains Baca.
Already, says Palmer, there are
welcome signs that this is happening.
The ‘raising the flag together’ campaign,
for example, proved successful in linking
the three core values of BPS – clean
seas, safe ships, commercial success
– in an enduring way that relates
environmental responsibility to safe
performance and business progress.
Palmer also is keen that everyone
who works for BPS, onshore or at
sea, should integrate responsible
environmental behaviour at work
into their lives at home and in the
community. “We all need to be
good ambassadors in terms of being
sustainable. Everyone who works
for BPS has some environmental
component in their annual performance
contract. Our hope is that these
commitments will spill over into
employees’ personal lives in ways that
make a difference.”
Long term, the aspiration of BPS is to be
a leader in the shipping industry where
environmental issues are involved.
Today BPS leads in such areas as GHG
emissions, reflecting the emphasis
placed on this issue by the BP group in
recent years. Now the goal is to lead the
way in other environmental issues.
In a speech in Norway in June, 2005,
BPS chief executive Bob Malone spelled
out how the environment has become
central both to the BP group and to
its shipping arm. “Our concern for the
future is not the ability to meet growing
global energy demand but the effect
the transportation of non- indigenous
invasive species in ballast water and
using ozone to treat ballast water.
This high-profile environmental activism
is set to increase. “As we venture into
new and more difficult markets, our
commitment to provide sustainable
transportation for the BP group could
mean taking an active position on many
industry issues including the use of
pilots, port facilities and the development
of safe and efficient loading and
discharging facilities,” Malone stated.
“BPS needs to do its part in stabilizing
global emissions and providing safe and
sustainable marine transportation.”
BP’s fleet profile
current fleet (as of 01/09/2005)
20 crude carriers
1 BP Exploration shuttle tanker
2 Alaskan crude carriers
21 product carriers
3 BP Oil UK coasters
8 LNG carriers
9 East Med coasters
3 harbour tugs
3 single hull tankers
to be delivered
2 Alaskan crude carriers
2 lube oil barges for BP Marine
4 RSV and 8 ARRC for BP Exploration
4 LPG carriers
4 LNG carriers
1 East Med coaster
5 crude carriers
1 product carrier
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Greenhouse gas emissions
from land-based sources
are coming down while
those from ships activities
show a continuous
increase.
Scientists first recognized
▲ More than 90% of global trade
▲ Shipping generates far less carbon
dioxide per tonne of cargo moved
the signs of an alien
is carried by sea. In 2003 shipping
species introduction after a
carried over 25,000 billion tonnemiles – a figure that increases year
than any other form of large scale
on year.
transport.
About two-thirds of the oceans lie outside exclusive
economic zones (EEZs) claimed by coastal states – deep
sea, open ocean environments that are some of the least
mass occurrence of Asian
phytoplankton algae in the North
▲ Ships are one of the leading
Sea in 1903.
sources of air pollution in port
Every hour around 7.5 million
cities.
litres of ballast water are
released in US waters alone.
explored areas on the planet.
did you know?
▲ The transfer of harmful organisms
in ships’ ballast water is set to
increase three-fold in the next
decade as a result of the likely
One container ship travelling one mile
growth in global shipping activity.
produces nitrogen oxide emissions equalling
Some 3-5 billion tonnes of ballast
25,000 cars travelling the same distance.
water are transferred around the
world each year.
▲ Ten particularly sensitive sea areas
About 85% of global shipping
have been created in the 15 years since
PSSAs were established including the
In 22 years the amount
Great Barrier Reef in Australia.
of oil transported by sea
takes place within the northern
hemisphere while 70% moves
within 400 km of land.
increased nearly 90% to
2.3 billion tonnes in 2004.
Maritime transport is
responsible for about
12% of marine pollution.
Three quarters of marine
▲ Up to ten tonnes of garbage
pollution is caused by
per mile of coastline have been
land-based activities.
recorded in surveys in the United
States. Plastic forms the biggest
single item found. It takes about
450 years for a plastic bottle to
The merchant shipping
fleet of the world
comprises more
than 40,000 vessels,
generates annual
revenues of $200 billion
and employs over one
million people.
dissolve at sea.
▲ Oil tanker accidents at sea account
for less than five per cent of the oil
pollution which gets into the sea. The
▲ Every day an estimated 4,000
species travel the world daily in
ships’ ballast water. They include
plankton, algae, fish, jellyfish, and other
invertebrates.
quantity of oil spilled has fallen steadily
since the early 1990s.
Fuel with a sulphur content of 1.5% or lower – a level
chosen for most abatement targets – currently constitutes
only 1% of all fuel used by the global shipping fleet.
cleanseas
5
The california sea otter is an endangered
species and depends on clean seas for it’s
survival
shipping and the
environment
© Richard Herrmann / SeaPics.com
the shipping
industry is
becoming
increasingly
visible on
the global
environmental
agenda
Historically under the spotlight
because of oil pollution incidents,
the industry’s record on a range of
other issues – including emissions
to air, the treatment of ballast water,
ship recycling, sewage and garbage
disposal at sea, and the spread
of invasive species – is coming
under scrutiny from environmental
activists, legislators and the general
public in many countries.
At the same time world seaborne
trade is expanding in line with
growth in the global economy
– from less than 6,000 billion
tonne-miles in 1965 to more than
25,000 billion tonne-miles in 2004.
The transport of oil and petroleum
products has accounted for a
significant part of this increase.
Shipping has clear environmental
advantages over other forms of
transport in terms of its small
infrastructure needs and low-energy
cost for large volumes of cargo
carried. And the introduction of
numerous technical innovations
since the 1970s such as double hulls
and segregated ballast requirements
for tankers has contributed
significantly to reducing operational
pollution.
In those sectors where it competes
directly with other forms of
transport, shipping remains by far
the most energy efficient means of
movement – one reason that more
than 90% of global trade is carried by
sea. Meantime improved hull design
and the use of vessels with larger
More than 90% of global trade is carried by sea. In 2003
cargo carrying capacities has led to
a relative reduction in emissions and
an increase in fuel efficiency over the
past 20 years.
In addition as much as three quarters
of marine pollution is estimated to
be caused by land-based discharges,
with marine transport responsible for
approximately 12% of the total.
Nevertheless, with worldwide
concern about climate change
and atmospheric pollution rising
and global trade set to expand
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Agenda 21 – a global plan of action
for sustainable development
adopted at the 1992 earth summit
in Rio de Janeiro - has provided the
framework.
At the Johannesburg earth summit
in 2002 the IMO was able to report
significant progress on issues
relating to the environment and
shipping:
• Limits have been set on SOx
and NOx emissions from ships
exhausts which will come into
effect in the next few years.
The use of pertfluoro carbons
(PFCs) onboard ships has been
prohibited.
Sullom Voe Terminal emergency response oil spill exercise
• Guidelines to minimize
the adverse effects of the
introduction of harmful aquatic
organisms through ships’ ballast
water have been adopted.
• Four ‘particularly sensitive
sea areas’ (PSSAs) have been
designated and given special
protection against marine
pollution and dumping.
• An international convention on
oil pollution preparedness and
response came into effect in
1995 aimed at lessening the
impact of major tanker accidents.
Other advances include the
introduction of codes of conduct for
shipping carried 24,589 billion tonne-miles – a figure that increases year on year
further in line with population
growth, the concept of ‘sustainable
shipping’ is now being embraced
by many organizations including
the International Maritime
Organization (IMO) and the United
Nations Conference on Trade and
Development (UNCTAD).
While no precise definition of
‘sustainable shipping’ exists, for
most people it is about the future
and has three pillars – economic,
environmental and social. In practice
Palo swimming near sedge, Alaska
the safe carriage of irradiated nuclear
fuel by sea, the spread of common
standards for maritime safety and
pollution prevention to cover most
of the world’s oceans and controls
on the use of anti-fouling paints on
hulls.
More, however, remains to be done
before the concept of ‘sustainable
shipping’ becomes a reality. As
Bob Malone, BPS CEO, observed
recently: “A healthy ocean is a key
to a sustainable universe. We need
to do our part in stabilizing global
emissions and providing safe and
sustainable marine transportation.”
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The British Avon was in
service 1972 - 1985
then and now
how tankers have evolved 1978 - 2005
• Segregated ballast tanks mandatory on all new oil tankers of 20,000dwt
and above.
• Segregated ballast tanks must be ‘protectively located’ – placed in areas
of the tanker where they minimize the possibility of, and amount of, oil
outflow from cargo tanks after a collision or grounding.
• New tankers carrying crude oil over 20,000dwt must be fitted with crude
oil washing system.
• Inert gas systems (whereby exhaust gases – low on oxygen and therefore
incombustible – are used to replace flammable gases in tanks) required on
all new tankers over 20,000dwt.
• New requirements set for steering gear on all ships including tankers.
• Stricter requirements set for carrying of radar and collision avoidance aids.
• Stricter regimes for surveys of vessels and their certification set.
The British Merlin was delivered into the fleet on 23 July 2003
• Double hulls (or an alternative) made mandatory for all new tankers
delivered after July, 1996 (phase-out of single hulls accelerated 2001).
• Pump-room bottom protection: from 1 January, 2007, a double bottom
mandatory on new oil tankers of 5,000dwt.
• Limits set on sulphur content of fuel oil and NOx emissions from ships’
exhausts and diesel engines as of 19 May, 2005.
• Deliberate emissions of ozone-depleting substances (inc. halons and CFCs)
prohibited as of 19 May, 2005 (production banned under the Montreal
Protocol).
• New installations such as refrigeration and fire fighting systems containing
ozone-depleting substances banned on all vessels (HCFCs - hydrochlorofluorocarbons - permitted to 2020).
• Ban introduced on incineration on board ships of certain products including
contaminated packaging material and polychlorinated biphenyls (PCBs).
• Standard design, temperature and performance specifications introduced
for shipboard incinerators.
• All vessels required to keep a garbage record book to record all disposal
and incineration operations.
• Mandatory by 2008 for ships either not to have tin-based anti-foulant paints
on their hulls or to have a slippy coating on their hulls to prevent such
compounds leaching.
Source: International Maritime Organization.
8
Energy efficiency is a measure of how much value is gained from
any energy consumed. An increase in efficiency means a decrease in
use in addition to savings in cost, pollution and carbon emissions.
Compared with other methods of
transport, shipping is highly energy
efficient. Research undertaken for
the UK Government’s Department of
Transport, for example, has shown
that the energy consumption of road
transport by truck is six to ten times
greater than that of a medium size
container ship sailing at 18.5 knots.
Nevertheless across the shipping
industry there is now growing
pressure to improve energy
efficiency. The focus is on four main
areas: scheduling, fouling, engine
design and emissions.
“By far the biggest potential means
of reducing the energy consumed
per tonne mile carried is through
improvements in the amount of
time a vessel spends in ballast,”
says Adrian Howard, BP Shipping’s
technical director. “Efficiency is also
a factor of speed used so a relatively
small reduction in speed can
produce a relatively large reduction in
emissions.”
Fouling – the coating of slime and
algae that collects on a ship’s hull
and propellers so reducing its sailing
efficiency – is a second focus area
for the industry. New methods for
scrubbing hulls and propellers at sea
are under research while advanced
Megajoules/tonne-km
Road (min/max)
1.2
1.0
0.8
0.4
0.2
0.0
P-Class ‘Intersleek’ painted propeller improves sailing efficiency
electronic tools like ship operation
analysis now make it far easier to
determine the most suitable time for
maintenance or docking.
Technically, a number of ideas are
under consideration to improve
engine efficiency in the industry
including research in Norway on an
all-electric ship and moves to boost
the performance of diesel engines
without increasing the production of
NOx emissions.
1.4
0.7
“Reducing energy
consumption within our
operations will save money
and reduce emissions - this
is good for our business and
good for the environment”
“What’s needed, essentially, is more
creative thinking about contracts and
scheduling involving owners, traders
and charterers,” says Howard.
1.6
0.6
British Trader built in 2002 is used for
international trading of LNG
Other benefits of improved
scheduling include higher earnings,
lower charges and less time wasted
as ships wait to berth or leave port.
And the costs involved are minimal.
Comparative fuel consumption - Source: UK Department of Transport
1.2
cleanseas
energy
efficiency
Rail (bulk)
0.6
Sea (3000 dwt
coastal tanker)
0.3
Sea (1226 teu
container ship)
0.12
“The most encouraging area
technically involves burning LNG
(natural gas) in engines,” says
Howard. “LNG engines produce
about one-tenth the amount of NOx
emissions that a slow speed diesel
engine does as well as no sulphur
and less carbon dioxide. We’re
burning the best possible fuel for no
loss of performance.”
Howard foresees the eventual use
of LNG as bunker fuel in passenger
and freight vessels such as offshore
supply ships once issues concerning
the availability of LNG and health and
safety regulations are resolved. Ten
to twenty years down the line, he
is convinced that LNG-powered fuel
cell systems will power most vessels
– one reason BPS hopes to install a
very small fuel cell on a Trader-Class
LNG carrier later this year to find out
what practical issues are involved in
operating a fuel cell at sea.
“I’m proud BPS is leading the way
on this,” he says. “The only way
we can make big gains in terms of
energy efficiency is through new
engines. We’re convinced that fuel
cells are the way ahead, but we
have to discover what the issues
are and develop an infrastructure to
deliver it. We’re talking long term
but I’m confident we can plan for the
future.”
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9
Energy efficiency will play a key role in
delivering BP Shipping’s greenhouse
gas (GHG) reduction plans. GHGs
(carbon dioxide and methane) are
naturally present in the atmosphere.
Increased concentrations of GHGs
through the consumption of carbonbased fuels is linked to climate
change.
what we are doing to
improve energy efficiency
By deciding to opt for dual-fuel diesel electric
(DFDE) propulsion for its four new LNG carriers
now being constructed in South Korea, BPS
believes it has come up with a win-win decision
that will have a material impact on its GHG
emissions performance as well as improving fuel
economy in its fleet.
tankers spend in ballast. “Efficiency is a factor
of speed used. A relatively small reduction in
speed produces relatively large reductions in
emissions,” Howard explains. “So the easiest
way to improve efficiency is to improve ship
scheduling so that vessels don’t spend time
empty in port.”
The DFDE order also set a trend for the LNG
carrier business. Since it was confirmed in
October, 2004, the majority of conventional-sized
LNG vessels contracted have been specified
with DFDE power plants rather than the steam
turbines traditionally favoured. As the publication
LNG World Shipping put it recently, the order is ‘a
landmark for the shipping industry ’.
Easy to assert, but difficult to achieve in practice.
“We have to think more creatively about
scheduling,” Howard argues. “Better scheduling
costs little or nothing but can achieve major gains.
We have real options now in BP Shipping because
the more ships we have, the more flexibility we
have.”
DFDE propulsion offers a significant reduction
in fuel consumption in the region of 30-40
tonnes a day, according to Adrian Howard, BPS
technical director. “Clearly this will reduce fuel
costs,” he says. It also offers real environmental
benefits. In Howard’s words: “We’ll achieve
significant reductions in carbon dioxide emissions
and very low nitrogen oxide emissions. This
was a significant factor behind our choice of
propulsion.”
Work at BP Solar factory, Madrid, Spain
become. “The only way we can make really big
gains is through entirely new sorts of engines,”
he argues, pointing to fuel cells as the likeliest
way ahead for shipping.
He adds: “We’ll now be burning the best possible
fuel. No other vessels on the planet, with the
exception of nuclear submarines, will be cleaner
than these LNG carriers.”
That is one reason BPS will soon begin
experimenting with a small fuel cell on one of its
LNG carriers to see if the technology can work
at sea. Other initiatives include placing a solar
panel on board a tug at the Coryton refinery to
see if it can function in such tough conditions and
installing high efficiency variable speed drives for
compressors on some BPS ships. A third initiative
involves placing a wind power generator on to
a working BPS vessel to see if it is technically
viable under such conditions.
Howard nevertheless is at pains to emphasize
that there are technical limits to how energy
efficient steam and diesel engines can ultimately
Another aspect of the BPS energy efficiency
drive is directed at something altogether more
straightforward - finding ways to cut the time
The Corringham, a Coryton tug, features 12 solar panels
10
cleanseas
Mention energy efficiency or technical
improvements to the BPS fleet operations
and one name comes up immediately –
Adrian Howard, technical director of BPS
for the past 15 months.
Thunderhorse platform
Popularly known as the BPS
‘energy czar’ Howard has 33 years’
continuous service with BP Shipping
– something of a record given the
ups and downs of the organization
since 1972. “I joined as a cadet and
served at sea until 1985,” he says.
Howard’s next port of call was the
BP group’s newly-formed global
LNG team – as one of the four
original members. His speciality was
shipping and during four years with
the team he ordered $500 million
worth of ships.
“Then I did an engineering degree
at Liverpool University and was
there when the cutbacks occurred
in the marine-based staff in 1986.
I was lucky – they went on paying
me while I finished my degree!”
“This was the most rewarding job
I’ve had bar my present one,” he
says. “I think I was the first person
in BP to charter an LNG vessel.
We went from zero to $100 million
profit. We didn’t know what we
The Loch Rannoch has
carried over 400 cargos,
240,000,000 barrels of
cargo carried and had
over 7 years without a
DAFWC (days away from
work case)
in profile adrian howard
After Liverpool Howard came ashore
and moved into commercial jobs in
planning, chartering and strategy.
Then in 1991 he went back to
university for a year to do an MBA
at Warwick. After this it was back to
BPS and a spell as general manager
consultancy services.
Soon after another big down
sizing hit BPS. Howard ended up
in technical involved in the design
of ADGAS LNG ships. A period in
operations as a superintendent
followed before it was back to
technical to project manage
development of the Loch Rannoch
shuttle tanker for the Schiehallion
field in the northeast Atlantic.
The VOC (volatile organic
compounds) return system used
on the Loch Rannoch – the only
one of its type – has its origins in
a simple design Howard sketched
out for a Norwegian engineering
group. “I love simplicity – doing
things the easy way,” he notes. “I
love simple, low-tech solutions – it’s
the way I think. If something can’t
be explained simply to me, I lose
interest. Many ships are not as good
as they could be just because of
their needless complexity.”
didn’t know – and we did things the
industry had never done before. It
was immensely rewarding.”
In 2004 Bob Malone retrieved him
to become BPS technical director
with the goal of improving energy
efficiency and providing technical
guidance as the BPS fleet expanded.
His first big decision in October,
2004, was to opt for dual fuel diesel
electric propulsion for the latest
series of new LNG carriers. “We’re
quite proud of this. Most of the
industry has followed us. It shows a
lot of confidence in our own ability
– and in our future.”
Today Howard is increasingly
involved with other parts of
BP, particularly exploration and
production, as the group moves
into ever-deeper offshore waters.
“We don’t have to push the door,”
he observes. “Our expertise in
certain areas is recognized.” By
way of example, he describes
how BPS skills assisted in
helping to right the listing
Thunderhorse platform in
the Gulf of Mexico.
Passionate about
the environment,
Howard
admits to being a diehard recycler at
home in Hedingham, Essex.
“I do it because I care,” he says.
“My tiny contribution is important
because individual attitudes are
important. There’s no doubt in my
mind that human existence depends
on conserving resources. In the
BPS context I want people on board
our ships to think of them as their
homes. At home we turn off lights to
save energy. On a
ship we want to
encourage the
same culture.”
Adrian Howard
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11
working with SEAaT
It is against this background that a cross-industry
grouping known as SEAaT (Shipping Emissions
Abatement and Trading) was formed in 2002 with
support from BP Shipping. Its role is simple but
complex: To raise awareness of abatement and
emissions trading as complementary methods to
the use of low sulphur fuel as ways to reduce SO2
emissions from ships at sea.
Over the past three years the organization has played
an important role in ensuring that European Union
environmental legislation affecting shipping includes
allowance for the use of abatement technology and
recognition of the potential benefits of emissions
trading.
The shipping industry is becoming
increasingly visible on the global
environmental agenda. As land based
industry and road transport reduce their
emissions, and global trade grows in scale
and volume, shipping’s share of emissions
to air is becoming more apparent and
public concern is leading to ongoing
political pressure to reduce shipping
emissions.
In particular SEAaT has proved successful in
engaging European legislators and influencing draft
legislation in the European parliament. Thanks to
these efforts, ship owners are likely to have many
more cost effective compliance options when
planned European Commission directives come into
effect in 2006-07.
Chaired by Bob Malone, chief executive of BPS,
the organization represents the broader shipping
community and includes ship owners, brokers,
technology companies and fuel suppliers. Structured
around an executive committee and a sponsoring
board, it also has a steering committee that draws
in representatives from other industry groupings
such as Business for Social Responsibility, the
International Bunker Industry Association, the
European Community Shipping Association and the
International Chamber of Shipping. SEAaT’s Secretary
General, Lisa Dwyer, is a seconded BP employee.
Over the past year the organization has also focused
on setting up a pilot project to test the viability of
emissions trading by shipping companies. Emissions
trading is a market-based system that lets those
taking part buy and sell permits for emissions or
credits for reductions, so allowing existing emissions
goals to be met in a cost effective way. It can operate
within a region or country and could expand to a
global basis.
In April SEAaT launched a real-time project to
demonstrate that the concept can work. It involves
40 vessels sailing in and through the North Sea
representing a range of ships and routes. Owners
include BPS, Teekay Shipping, P&O Ferries, Stena
Line and OOCL.
The vessels involved belong to an offsetting
syndicate that reports fuel consumption and sulphur
dioxide emissions data. They are then tagged either
‘credit generators’ or ‘credit purchasers’ and actual
SOx emissions are calculated. The higher emissions
of some ships and offset by the significantly lower
emissions of other ships in the group so that in total
the group meets the legislative requirements. The
pilot scheme will conclude at the end of 2005.
For BP Shipping the advantages of participation have
proved numerous – above all, in helping to develop
its own strategy for compliance with environmental
legislation. Monthly reporting provides a complete
breakdown of vessel activity, emissions and credits
generated or purchased as well as access to online
data, recording and reporting. So far seven BPS
vessels have traded in or through the North Sea
SECA (Sulphur Emissions Control Area) generating
sulphur emissions credits worth $132,000.
At least five other emissions trading schemes are
already operating in different countries across a
range of pollutants. Acid rain trading began in the
US in 1995 and has achieved significant emissions
reductions. Various states in the US, including
California and Texas, have experimented with nitrate
oxide trading programmes. A voluntary scheme was
set up on the Chicago Climate Exchange in 2003. In
the UK a national trading system was established in
2002 following a successful trial by the BP group. In
January, 2005, this scheme was merged into one
developed by the European Union.
With other emissions to air from shipping such
as NOx, particulate matter and CO2 becoming a
focus of interest among the industry, legislators and
environmental groups, and several governments
considering unilateral action, SEAaT’s role in
facilitating the introduction of new abatement
technologies and innovative emissions reductions
concepts looks certain to grow.
In Lisa Dwyer words: “SEAaT members believe
that competitive markets can achieve environmental
objectives. In our view market-based systems create
innovation. They also generate lower cost abatement
technologies. Our view is that flexible legislation
gives ship owners and operators the opportunities to
choose the mix of fuel and technologies that best suit
their business circumstances.”
12
Ship docked at Cherry Point Refinery, Washingon State, USA
In 2004 air emissions of the BPS controlled (directly operated or time chartered)
fleet totalled 132,699 metric tonnes. SOx (46,383MTe), NOx (42,388MTe) and nonmethane hydrocarbons (32,242MTe) accounted for 91% of these emissions.
SOx emissions contribute to acid rain causing
groundwater and soil acidification and add to
eutrophication which reduces biodiversity on land
and in coastal waters. They can also be converted
into small sulphate particles which cause health
problems.
NOx emissions have been identified as a major
component of rising levels of ground level ozone
which damages both vegetation and human
health. Particulate matter emissions from ships
exhaust fumes, when ships are berthing or
manoeuvring in a port area, can affect air quality
of communities living near port infrastructure.
The British Innovator
Today the shipping industry is becoming
increasingly visible on the global environmental
agenda. 85% of all shipping activity is in the
northern hemisphere and 75% of this activity is
within 400 km of land.
BP Shipping is committed to understanding
the impact our emissions may have on local
and regional air quality - in the areas where we
operate - and to make continual progress to
reduce this impact.
With the BPS fleet expanding rapidly, our
intention is to decrease our air pollutant emissions
on a continuous, production normalized basis
using a portfolio approach that encompasses
a mix of solutions depending on ship trading
patterns and regulations.
At present BPS uses low sulphur marine fuels
(LSFO) in niche areas - for example, the US West
Coast. We intend, where practicable, to source
LSFO for BPS vessels going into the Baltic or
North Sea prior to the legislative requirements.
Meantime BP Marine is involved in the
development of sea water scrubbing technology
to adapt land-based technology for marine use.
BP Shipping is watching the development of this
technology to help us formulate our own LSFO
strategy.
Other BPS emissions-related projects include
our new diesel electric LNG carriers which
are designed to accept shore side electricity
connections. In Long Beach, California, BPS
Alaska class vessels will be taking part in an
alternative maritime power project – an initiative
known as cold ironing that is designed to reduce
to near zero emissions from ships at berth in port
by plugging vessels into shore side electricity
when at berth.
BPS is also involved in an experiment to test the
use of renewable energy on board vessels and is
one of six companies participating in a North Sea
pilot project to identify the benefits of emissions
trading for shipping (see article on SEAaT).
Emissions trading may be one of the many tools
needed to resolve BPS environmental challenges
and the hope is that the SEAaT pilot program will
provide the organization with valuable knowledge
and experience in understanding the challenges
associated with operating in a SECA.
In another innovative development BPS recently
took part in trials of a NOx monitoring system to
demonstrate compliance with IMO NOx technical
code. This trial may progress in the near future to
monitor other emissions such as SOx.
In the year ahead we plan to build on these
initiatives by leading a programme to improve
vessel efficiency though optimization of hull
forms and rudder designs. Before long any BPS
vessel going into the Baltic or North Sea will use
low sulphur fuel – in the Baltic from May, 2006,
and in the North Sea from May, 2007.
cleanseas
what we are doing to
reduce emissions
cleanseas
13
ISO 14001
the impact of ship
Hotel / Office
Propulsion
Navigation
Incinerator
Use of fuel
Routing
SOx, NOx PM, CO2 emissions from
incineration of sludge and garbage.
Exhaust gas NOx, SOx, CO, CO2 and
particulate emissions.
Routing through PSSAs and SAs.
Hotel / Office
Detergents
Use of incorrect cleaning chemicals and
bleaches in toilets affecting operation of
sewage treatment plant.
Water
Propulsion
Propulsion
Bilge water
Machinery
Noise and vibration
Pumping of engine room bilges to sea
via emergency bilge injection, potential
unregulated discharge of oil.
Leakage and wastage of process fluids.
Noise and vibration impact to marine
mammals.
Hotel / Office
Hotel / Office
Garbage
Sewage
Regulated disposal of paper, wood, metal,
glass, crockery and food overboard and
waste disposed of at sea washed ashore.
Failure or by-passing of sewage treatment
plant, discharge of sewage. Use of sewage
treatment plant, regulated discharge of
treated sewage to sea.
14
Hotel / Office
Cargo
Navigation
Halocarbons
Cargo operations
Grease
Disposal of slops and dirty ballast to third
party barge / shore, identify barge / shore
disposal methods.
Grease on mooring wires washed off during
mooring operations.
CFC/HCFC emissions from leakage or
component failure, and or accidental release
of fixed Halon or CO2 firefighting cylinders.
Loss of containment, potential unregulated
discharge of oil to sea or LNG to
atmosphere.
Tank venting during loading, discharging,
tank cleaning and other cargo operations.
VOC, CH4, CO2 emissions and venting of
inert gas system.
Hull
Hull
Hull
Cleaning agents
Vessel disposal
Hull coatings
Use of various chemicals on deck for
cleaning or surface preparation prior to
painting, washings drained overboard to sea.
Disposal of vessels for recycling.
Self-polishing action of coatings, leaching
of toxins. In water hull scrubbing, partial
removal of hull coatings, release of toxins.
Cargo
Ballasting operations
Transfer of unwanted aquatic marine
organisms and pathogens, introduction of
non-indigenous species.
The British Progress
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pping on the environment
cleanseas
15
reducing emissions
technologies and options
Under a recent European Union directive and
Annex VI of Marpol 73/78 abatement technology
may be installed to reduce SOx and other pollutants
on ships and member states must reduce sulphur
content in marine fuel to 1.5% by 2006 in the Baltic
SECA (Ship Emissions Control Area) and by 2007
in the North Sea SECA. The new regulations are
being discussed in the US and other countries are
expected to follow later.
Abatement is a reduction of emissions from the
exhaust, either by transforming into harmless
substances or by avoiding materials in the fuels
which gives the shipowner opportunities to choose
the mixture of technologies best suited to their
trading.
Last January BP Marine began funding Krystallon,
a UK company given the task of developing a
new scrubbing technology. Seawater scrubbing
is an alternative method to more costly, energyintensive distillate fuels for reducing sulphur
emissions from exhaust gases. Seven months
Technology / Solution
SOx
NOx
PM
later, model trials have been completed. “They’ve
proved a great success within excess of 95%
scrubbing efficiency,” reports Don Gregory, director
environment and sustainability at BP Marine.
If all goes to plan the next stage will be to fit a
seawater scrubber on one of the auxiliary engines
on board the Pride of Kent ferry sometime in
November. This is intended as a demonstration unit,
of around 1 megawatt but the design will be suitable
for ships up to about 6-7 megawatt engine power.
Ultimately it is hoped that these scrubbers will
reduce sulphur oxide emissions to air by more
than 95%, with correspondingly large reductions in
particulate matter and minor reductions in nitrogen
oxides.
To remove sulphur from exhaust gases, the sulphur
oxide gas is first neutralized using seawater which
contains a number of salts to achieve this. One
of the components of seawater is sulphate - the
main chemical end product of seawater scrubbing.
Comments
Since sulphate already exists in large quantities in
seawater, the small amount generated by exhaust
scrubbing has minimal impact on the environment.
“Scrubbing action is also able to catch lots of the
unburned oil and soot and also the incombustibles
like metals that predominate in fuels. You don’t want
them returning to sea because they could be harmful
to the marine environment,” explains Gregory.
So before the water is discharged to the sea it
goes through a treatment system that pulls out all
the particulate matter. The resultant sludge is later
disposed of safely on shore.
Subject to the outcome of the trials on the Pride
of Kent seawater scrubbing could be one of the
strategic choices for BP Shipping to consider
in the future. “BP Shipping is committed to
reducing emissions at source by avoiding the use
of high carbon and sulphur content fuels. We are
evaluating options such as LSFO and alternative
fuels like LNG and renewables” says Sylvia Baca,
HSSE & ER director.
Good
Room for improvement
Primary abatement approach considered by the current international and regional legislation.
LSFO (<1.5%S)
The availability and price of low sulphur fuel is a source of much debate and discussion in both the
shipping and oil industries ahead of the implementation of legislation.
Emulsion Fuel
Water itself appears to modify combustion processes in benign ways that reduce NOx formation.
But the quantities of water needed are quite large, at around 30% of the volume of the fuel water
mixture.
Stability of the fuel is an issue but one benefit is for emulsion fuels to flow freely at ambient
temperatures, thus avoiding the need for heating throughout the fuel feed processes.
Additive Treatment System
Additives cannot remove sulphur in fuel, but they can convert it to less harmful forms.
HES ( Hi Efficiency
Scrubbing)
Exhaust gases can be treated to remove sulphur before the gasses are emitted. The basic chemical
process is generally to mix the gases with a compound containing calcium, so the SOx is converted
to Calcium Sulphate.
Selective Catalytic
Reduction (SCR)
SCR uses Urea and a catalyst to reduce NO into N2 and H2O. The system is in operation in about
40 ships worldwide. It requires exhaust temperatures only attained at least half the speed to work
efficiently hence the NOx reduction near land during pilotage and manoeuvring when it is most
needed is least effective.
Non Thermal Plasma (NTP)
Destroys pollutants at low gas temperatures therefore avoids the need to artificially increase the
exhaust gas temperature.
Combustion Air Saturation
System (CASS)
The combustion air is humidified by injecting high pressure water. Relatively high NOx reduction
potential.
They work by putting water vapour into the inlet air stream, and are effective at reducing NOx.
Humid Air Motor (HAM)
Emissions monitoring
The pressure to reduce emissions is increasing.
Shipping emissions data is based upon old and
or modeled data from other emitting sources e.g.
heavy duty road transport which may result in
distorted view of shipping emissions performance.
Quite high volumes of water is needed to create sufficient humid air to achieve the reductions. This
requires heat input. Under varying loads (when it is most difficult to achieve optimum combustion) it
is also hard to control the humidity adequately.
In an effort to better understand air emissions
BP was recently involved in a trial for on-line
NOx monitoring to demonstrate compliance
with the IMO NOx technical code. The resulting
equipment is first type approved NOx monitoring
equipment which can be used to meet annual
survey requirements thereby removing potential
down-time. BP Shipping is currently considering
the options to further develop this equipment to
measure other gases with a view to optimizing
plant efficiency.
16
A joint project between BP Marine and BP
Shipping is developing a new marine fuel with
a lower carbon dioxide index.
BP Shipping’s recognizes that the issue has a
global dimensions and believe it makes sense to
deal with air emissions at a local level: to tackle
the problem at source, by using fuels which have
a lower carbon and sulphur content.
“We’re in the technical evaluation phase and
by the end of the year we hope to have some
shipboard trials with BP Shipping,” says Don
Gregory, director, environment & sustainability, BP
Marine. Currently the two organizations are looking
at marine fuels which have a lower CO2 index in a
more sustainable fuel.
In an environment of high crude prices and tight
demand, there is always a risk that residue fuel
might become less available than in the past,
notes Gregory. In addition, the shipping industry
has a responsibility under the Kyoto treaty to
investigate how it will manage and reduce its
CO2 emissions in the future. “It may need to
consider that residue fuels will not meet future
commitments for sustainable fuels. New energy
sources may need to be considered,” says
Gregory.
Bob Malone comments, “As a major supplier and
user of carbon based fuels it is only right that we
play a part in funding and implementing solutions
to one of the greatest challenges of this century. We are committed in BPS to working with our
partners to find innovative solutions to reducing
our GHG emissions”
According to Gregory, BPS and BP Marine
have taken the joint initiative to align both with
the Kyoto agreement and with BP group core
values. The Kyoto protocols (ratified in February,
2005) cover greenhouse gas emissions from
international shipping.
For the moment everything hangs on the fuel
trials. Should they prove successful, Gregory
hopes the new fuel that eventually results will
become another of the energy solutions used by
clients all over the world including ship owners,
ferry companies and cruise operators.
eliminating ballast stowaways
The devastating ecological consequences of
introducing non-indigenous species into coastal
waters through the discharge of ballast water are
well documented.
The introduction of the zebra mussel from the
Middle East to the Great Lakes in the late 1990s,
for instance, cost an estimated $5 billion to bring
under control. It also united the shipping industry,
governments and environmental groups to make
changes in the way ballast water is handled.
Alaska is the largest receiver of ballast in the US
with BPS contributing about half of the amount. Not
surprisingly, the company therefore found itself in
the thick of the debate over ballast when this issue
was raised by NGOs.
“The driver for us was the concern that we might
be responsible for introducing some species that
decimated the salmon stock or something like
that,” says Simon Lisiecki, director government
and industry for BPS. “All of us would hate to be
responsible for introducing something to upset the
ecological balance.”
While looking for a solution to the ballast water
problem Roger Gale, former BP president of
shipping, came across a reference to using ozone
to purify water in hot tubs. In 1998, Gale contacted
Nutech-03, Inc., a Virginia-based company that
specializes in ozone. He challenged it to design a
ballast water treatment system using ozone for an oil
tanker.
The benefit of using ozone is that it reacts with sea
water to create iodine and hydrobromous acid which
effectively kill bacteria, viruses and most marine
organisms. The interaction of ozone and sea water is
unstable. So once disinfected, the sea water quickly
reverts to safe bromine and iodine “I like it because
you’re not putting chemicals or biocides in the ship,”
says Lisiecki. “You can make the stuff on the ship, it
has a very short half life and it disappears.”
In 2000, BP and Nutech-03, along with academic
and industry research institutions, began testing
a prototye ozonation system on the oil tanker S/T
Tonsina, which carries oil from the Port of Valdez in
Alaska along the Pacific coast of the USA.
Currently there is no legal requirement for treating
ballast water before it is discharged. According to the
Coast Guard‘s Invasive Species Act of 1996, tankers
coming from foreign ports are required to undertake
ballast water exchange before entering the 200-mile
Economic Exclusion Zone.
This act, together with other industry-wide legislation
means there will shortly be real teeth to the ballast
water regime. In February, 2004, the IMO’s Ballast
Treaty was ratified. This legislation will require all
ships to implement a ballast water management plan
that requires treated ballast water to contain no more
than one microbe per one cubic metre of water.
Another bill currently before the U.S. Congress
proposes a more stringent count of not more than
0.1 microbes per 10 cubic metres. Compliance with
either piece of legislation will not be required until
2009 and new ships will not be covered until 2016.
“BPS is in a good place ahead of the compliance
requirements, giving us time to develop effective
control technology,” says Lisiecki.
Cross section of ships showing ballast tanks
and ballast water cycle
1. At source port
discharging cargo
Loading ballast water
2. During voyage
Ballast tanks full
cargo hold empty
3. At destination port
loading cargo
Discharging ballast water
4. During voyage
Ballast tanks empty
cargo hold full
BP and Nutech-03 are now installing the next
generation of ozone treatment technology and
will soon be conducting trials to determine ozone
dosage requirements to effectively kill all the harmful
species.
When that level of treatment is determined, the
levels of residual oxidants (total residual oxidants
– TRO) will be measured. Going forward, TRO can
easily be measured in real time whilst the water is
being treated. This read-out will provide the ship’s
crew with the knowledge and documented evidence
that the blast water has been treated effectively.
This method is widely used in other industries
such as water utilities in order to comply with US
legislation such as the Clean Drinking Water Act. “I
like this because real time you can check your TRO
levels and you can have a printout. If they’re at a
certain level you know it kills all the bugs,” Lisiecki
points out.
cleanseas
developing cleaner fuels
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17
the hitchhikers guide
Marine plants, animals and microbes are being carried around
the world attached to the hulls of ships and in ships’ ballast
water.
When discharged into new environments, they may become
invaders and seriously disrupt the native ecology and economy.
Introduced pathogens may cause diseases and death in
humans.
european green crab
Carcinus maenus
Native to: European Atlantic Coast
Introduced to: Southern Australia, South Africa, USA
and Japan
Impacts: Highly adaptable and invasive. Resistant
to predation due to hard shell. Competes with and
displaces native crabs and becomes a dominant
species in invaded areas. Consumes and depletes wide
range of prey species. Alters inter-tidal rocky shore
ecosystem.
cholera
Vibrio cholerae (various strains)
Native to: Various strains with broad ranges.
Introduced to: South America, Gulf of Mexico and
other areas.
Impacts: Some cholera epidemics appear to be directly
associated with ballast water. One example is an
epidemic that began simultaneously at three separate
ports in Peru in 1991, sweeping across South America,
affecting more than a million people and killing more
than ten thousand by 1994. This strain had previously
been reported only in Bangladesh.
Map indicates some
of the areas where
the species have
been introduced
north american comb jelly
Mnemiopsis leidyi
Native to: Eastern Seaboard of the Americas.
Introduced to: Black, Azov and Caspian Seas.
Impacts: Reproduces rapidly (self fertilising
hermaphrodite) under favourable conditions. Feeds
excessively on zooplankton. Depletes zooplankton
stocks; altering food web and ecosystem function.
Contributed significantly to collapse of Black and Asov
Sea fisheries in 1990s, with massive economic and
social impact. Now threatens similar impact in Caspian
Sea.
toxic algae (red/brown/
green tides)
Various species
Native to: Various species with broad ranges.
Introduced to: Several species have been transferred
to new areas in ships’ ballast water.
Impacts: May form harmful algae blooms. Depending
on the species, can cause massive kills of marine life
through oxygen depletion, release of toxins and/or
mucus. Can foul beaches and impact on tourism and
recreation. Some species may contaminate filterfeeding shellfish and cause fisheries to be closed.
Consumption of contaminated shellfish by humans may
cause severe illness and death.
cladoceran water flea
Cercopagis pengoi
Native to: Black and Caspian Seas
Introduced to: Baltic Sea
Impacts: Reproduces to form very large populations
that dominate the zooplankton community and clog
fishing nets and trawls, with associated economic
impacts.
18
cleanseas
e to the ocean
The British Pioneer
mitten crab
Eiocheir sinensis
Native to: Northern Asia
Introduced to: Western Europe,
Baltic Sea and West Coast North America
Impacts: Undergoes mass migrations for reproductive
purposes. Burrows into riverbanks and dykes causing
erosion and siltation. Preys on native fish and
invertebrate species, causing local extinctions during
population outbreaks. Interferes with fishing activities.
zebra mussel
Dreissena polymorpha
Native to: Eastern Europe (Black Sea)
Introduced to: Western and northern Europe, including
Ireland and Baltic Sea; eastern half of North America
Impacts: Fouls all available hard surfaces in mass
numbers. Displaces native aquatic life. Alters habitat,
ecosystem and food web. Causes severe fouling
problems on infrastructure and vessels. Blocks water
intake pipes, sluices and irrigation ditches. Economic
costs to USA alone of around $750 million to
$1 billion between 1989 and 2000.
round goby
Neogobius melanostomus
Native to: Black, Asov and Caspian Seas
Introduced to: Baltic Sea and North America
Impacts: Highly adaptable and invasive. Increases in
numbers and spreads quickly. Competes for food and
habitat with native fishes including commercially
important species, and preys on their eggs and young.
Spawns multiple times per season and survives in poor
water quality.
north pacific seastar
Asterias amurensis
Native to: Northern Pacific
Introduced to: Southern Australia
Impacts: Reproduces in large numbers, reaching
‘plague’ proportions rapidly in invaded environments.
Feeds on shellfish, including commercially valuable
scallop, oyster and clam species.
The species presented here are for illustrative
purposes only. Their introduced ranges
may be greater than depicted. There are
numerous other examples of serious marine
bio-invasions around the world
asian kelp
Undaria pinnatifida
Native to: Northern Asia
Introduced to: Southern Australia, New Zealand, West
Coast of USA, Europe and Argentina
Impacts: Grows and spreads rapidly, both vegetatively
and through dispersal of spores. Displaces native algae
and marine life. Alters habitat, ecosystem and food
web. May affect commercial shellfish stocks through
space competition and alteration of habitat.
Article reproduced by kind permission of
Global Ballast Water Management Programme and IMO
Global Ballast Water
Management Programme
Further Information:
Global Ballast Water Management Programme
International Maritime Organization, London, UK
Fax +44 (0)20 7587 3261
Web http://globallast.imo.org
Photo credits: Ship Discharging Ballast Water – CRIMP, CSIRO
Marine Research, Australia, Zebra Mussel – Sergei Olenin,
Cladoceran Water Flea – Mirja Rosenberg, Cholera – Gloria Casale,
Comb Jelly – Richard Harbison, Asian Kelp & North Pacific
Seastar – CSIRO Australia, European Green Crab – T. Huspeni,
Toxic Algae – D.A. Horstman, Mitten Crab – Stephan Gollasch,
Round Goby – David Jude
19
cleanseas
a drop in the ocean
waste water management
All ships produce waste water, also known as ‘grey water’ which is drained
from showers, sinks, galleys and laundries.
At present restrictions on dumping grey water are limited to cruise ships,
ships trading in the Baltic and some states in the US like Alaska.
A number of BP tankers have built-in holding tanks. “Ships can be stopped
from loading or discharging cargo if they are found to be discharging waste
water,” says Simon Lisiecki, director, government and industry (BPS). “I have
seen this once when someone poured orange juice down the drain and it
discolored the water and the ship was stopped from loading until the problem
was cleared up.”
Tankers offloading at port
Samples of grey water analysed recently in Alaska showed high levels of
copper, lead, nickel, zinc and fecal coliform. The water also contained bleach
and detergents. A Clean Cruise Ships Act, introduced into the US Congress
this April, proposes a 12-mile exclusion zone for the discharge of grey water,
in addition to bilge water and sewage, which has traditionally been more
strictly legislated.
“We’re watching this legislation, and we’ve recently had requests for
information from Californian regulators on the management of grey water. It’s
an emerging issue,” Lisiecki concludes.
taking the lead in anti-foulants
Anti-foulants are used to coat
the underwater hulls of ships to
prevent marine growth including
weed, algae and barnacles from
attaching themselves to the hull.
These organisms cause drag, thus
slowing down the ship as it moves
through the water, increasing fuel
consumption.
were very keen to comply with it so
we decided to go that route,” says
Mick Medhurst, superintendent fleet
technical team, BP Shipping. “We
conducted initial trials in 1991, and
then as subsequent dockings came
up, we continued to change from
TBT containing anti-foulings to tinfree anti-foulings.
In the past the most effective and
commonly used anti-fouling paints
contained tributylin tin (TBT), an
ingredient that has now been
found to be harmful to the marine
environment particularly in slow
moving shallow water areas such as
yacht basins. It has also been found
to be responsible for causing such
things as sex changes in female dog
whelks and deformations in oysters.
“We have now gone on to use
the next generation of anti-fouling
on selected ships, these being
completely biocide free,” adds
Medhurst. The new paints are
silicone based. The advantage is that
it doesn’t deplete and can last ten
plus years; however the ships are still
required to dock every five years for
statutory surveys and inspections.”
BP Shipping has taken an industry
lead ahead of legislation in
introducing environmentally friendly
anti-fouling paint systems on its
ships. It was not until 2001 that the
International Maritime Organization
(IMO) finally voted to prohibit the use
of TBT anti-fouling paints starting in
2003 with a total phase-out by 2008.
BPS however had long before
begun phasing out TBT. “We saw
the legislation being debated and
The old TBT based anti-fouling
were very efficient and engineered
to polish in service which caused
less resistance to the ships. “You
don’t quite get the same effect
with the TBT free products, but the
manufacturers are striving to get as
close as they can to the polishing
characteristics of those highly
efficient self polishing co-polymers
(SPC’s) type tin containing antifoulings. They are gradually getting
closer to producing products with the
same fuel efficiency,” Medhurst says.
Barnacles attach themselves to ships hulls
Another type of available anti-fouling
paint is completely biocide free and
tends to suits faster vessels such as
gas carriers, which are in the process
of having these anti-foulings applied,
while the slower ships will continue,
for the foreseeable future to use
copper based anti-foulings.
New vessels are currently being
built in both Korea and Japan with
five year TBT free anti-fouling paint
systems applied. After five years
in service the ships will be docked
again and have a further five year
anti-fouling system applied. Most
dockings are currently taking place
in either Singapore or Dubai, where
the hulls are spot blasted and the
anti-corrosive system repaired before
the new anti-fouling paint system is
applied.
20
A major shipping accident with a
large oil spill is recognized as one
of the highest risks that the BP
group faces. This is why so much
effort goes in trying to prevent
them and also ensuring we are
well prepared if a spill does occur.
Should there be an oil pollution
emergency, the responsibility
for ensuring that the correct
emergency response systems are in
place so that the incident can be
moved out of the emergency phase
as quickly as possible falls to Bruce
McKenzie, BP Shipping’s emergency
response crisis management advisor.
Shipping, like every organization in
the BP group, bases it’s response
capability around the BP crisis
management framework (CMF). The
CMF establishes minimum response
and preparedness expectations for
BP businesses. “Lots of companies
will adopt a ‘wait and see’ attitude
towards emergencies,” says
McKenzie. “BP has recognized that a
philosophy of over-reaction is the
most prudent approach to an
emergency situation. The organization
initially over-reacts, assesses the
incident, responds appropriately and
then stands-down. “It is much easier
to over-react and then scale back an
incident response than it is to underestimate the scale and scope of an
emergency and then try to ‘catch-up’
several hours into an incident”. Oil spill exercise off Sullom Voe Terminal,
Shetlands, UK
The priorities in emergency
response are also well defined in the
CMF; people first, then the
environment, facilities and lastly
reputation. He says : “Lots of the work we do is
very much best judgment, based on
the information available at the time and the experience of the people who
are responding.” Each incident is
unique in terms of the resources at
risk. “When you talk about oil spill
response the priority is to prevent
spills from happening in the first
place,” says McKenzie. “A lot of
effort is put into ensuring spills don’t
happen. This includes risk
assessment, engineering design,
training of staff, well established
procedures and vetting operations to
ensure that the vessels and terminals
we use meet BP standards. From a
cost perspective, a barrel of oil with a
value of 50-60 dollars can cost
100 times that much to clean-up if
released to the marine environment.
To keep up to date and sharp, the
BPS incident management team runs
regular training sessions and exercises across the organization. Based on the feedback and lessons
learned from the exercises, the
response system is modified to
ensure maximum preparedness.
In real incidents BPS follows a wellestablished chain of command. First,
the incident management team
mobilizes. This team is divided
into five sections: command, plans,
logistics, operations and finance, all
doing specific jobs designed to bring
the situation quickly under control
without duplicating roles. Strategic
objectives are defined and a plan
developed to met the objectives.
The necessary resources are then
deployed to ensure the identified
objectives are achieved.
The incident management team
is aided by the business support
team (BST) and BP’s regional crisis
centres. The BST supports the
incident management team by
managing the reputational impact of
an incident, liaising with other
affected businesses and providing
additional resources as needed to the
incident management team. BP
maintains four regional crisis centres;
America’s, Europe, Asia, and AMRC
(Africa, Middle East, Russia, Caspian).
They provide strategic support to BP
businesses operating within their
region and maintain regional response
teams that can provided trained
personnel in the region to assist in an
emergency. This team is typically
made up of individuals from business
units that are operating in the region. “BP Shipping is a global
organization and there is the potential
to have an emergency in a country
where there are no BP Shipping staff. In these situations we rely on the
support of the local business units,
the country president and the regional
response teams. They provide the
initial response until we can mobilize
a Shipping team to the area. cleanseas
oil spills prevention and response
21
cleanseas
To ensure a rapid response to large oil
spills, BP also maintains membership
in large oil spill cooperatives around
the world, such as OSRL (Oil Spill
Response Limited) in Southampton,
EARL (East Asia Response Limited) in
Singapore, Clean Caribbean in Florida
and Marine Spill Response
Corporation (MSRC) in the United
States. These organizations have the
equipment and manpower to respond
immediately as required. contingencies. This partnership is
important and provides BPS with the
best available standards and
techniques in the oiled wildlife
response, and a maximum result can
be guaranteed in terms of human
safety, animal welfare, cost efficiency,
animal survival rates and scientific
data collection.
BPS is also affiliated with the Sea
Alarm Foundation, an international
organization established to advance
and coordinate professional
responses to oiled wildlife
Oil spill exercise off Sullom Voe Terminal,
Shetlands, UK
IMO particularly sensitive sea areas (PSSA) 2005
1
9
10
2
3
8
6
4
7
1. 2. 3. 4. 5. Baltic Sea Area (Denmark, Estonia, Finland, Germany, Latvia, Lithuania, Poland & Sweden)
Canary Islands (Spain)
Florida Keys (United States of America)
Galapagos Archipelago (Ecuador)
Great Barrier Reef and Torres Strait (Australia & Papua New Guinea)
5
6. Malpelo Island (Colombia)
7. Paracas National Reserve (Peru)
8. Sabana-Camagüey Archipelago (Cuba)
9. Wadden Sea Area (Netherlands, Denmark & Germany)
10. Western Europe (Belgium, France, Ireland, Portugal, Spain & United Kingdom
22
cleanseas
green
passport
BP Shipping moves the initiative forward
Safe and environmentally-friendly
ship recycling moved an important
step closer with the decision of BP
Shipping in 2004 to support the
concept of a ‘green passport’ for
its latest LNG carriers - four dualuse diesel electric ships being built
in South Korea by Hyundai Heavy
Industries.
As a result the toxicity of certain
materials on board the new LNG
carriers will be defined clearly. Tarbased paints have been excluded.
Controls have been introduced on the
PVC fire toxicity of electrical cables
in parts of the ships. The use of
PVCs has been largely prohibited and
refrigerants chosen especially for
their environmental performance.
A particular issue is the type of foam
used to surround the cargo tanks
of LNG vessels. At the moment
this foam includes CFCs but BPS is
specifying that they be replaced with
a CO2-blown foam that is considered
less environmentally damaging.
The best way to fight fires on LNG
vessels is another tough issue. “CO2
is an undesirable gas but at the
moment it’s the only substance we
can use,” Davison explains.
re-engineer nozzles so that such a
system works satisfactorily even in
large engine rooms.
Down the line BPS is hoping to
introduce green passports for all
vessels in its fleet regardless of age.
Under this idea older vessels would
simply carry a document that lists any
harmful substances on board.
“We want to spread the use of the
water fog system (invented by BP
for use on platforms) to ships.”
Effectively this means convincing a
manufacturer to invest money to
“We want to go down to greater
depth of detail,” explains Nick
Davison, a senior naval architect, who
is leading the BPS green passport
initiative. “Our aim is to increase the
knowledge of harmful substances
and get ahead of the game.”
tion
era
ign
des
BPS continues to work with Lloyds
Register in London to produce a
suitable document that ship builders
can use. In parallel it decided last
year to act by itself and include green
passports in its newest vessels
containing more detail and covering a
wider variety of topics than envisaged
either by the IMO or Lloyds Register.
op
Green passports for ships – in reality,
documents handed down from one
owner to another containing an
inventory of all materials potentially
hazardous to human health or the
environment used in the construction
or modification of the vessel - have
been mooted for sometime. But
progress has been slow as regulatory,
technical and logistical issues
surrounding the concept have proved
difficult to resolve.
ycl
e
/management
The third largest shipyard in the world, Koje Island, South Korea
• Ensure the ship reaches the recycling
yard with minimum quantities of oils
and chemicals consistent with the safe
operation of the vessel, is in a gas-free
condition and the inventory prepared
for all potentially hazardous materials.
pl
an
rec
recycle
plan / design / construct
• Take due account of the
ship’s ultimate disposal when
designing and constructing a
ship by using materials which
can be safely recycled.
• Minimize the use of materials
known to be potentially
hazard to health and the
environment.
construction
operation / management
• Minimize the amount of potentially
hazardous materials on board the ship,
including those carried as stores.
• Facilitate an accurate inventory of
potentially hazardous materials used
on board ships.
cleanseas
23
case study helios award
The British Resolution 1974 - 1999, sent to Xinhui, China for recycling
No matter what your role in BP Shipping,
everyone can help to protect and improve
In 2002 BP Shipping specialists
in Anchorage, Alaska, undertook
an unusual initiative that broke
new ground in the responsible
disposal of old vessels. It saved the
company money and eventually
won those involved a 2002 helios
award from the BP group for
innovative environmental practice.
At the time international regulations
were mandating the phase-out of
single-hulled tankers. But there
was also increasing concern in the
industry and among governments
and environmental groups about the
best way to achieve this. Many of
the traditional processes involved
in breaking-up ships were being
criticized for their impact on the
environment, and there were also
associated human rights issues.
BPS had four large tankers laid up
in Portland, Oregon, that were on
long-term leases and had been
carrying Alaskan crude from Valdez
to the US West Coast and Panama.
Each ship was more than 900 feet
in length with a beam of 173 feet
and capable of carrying in excess of
one million barrels of oil.
After negotiations with the
tankers’ owners and discussions
with regulatory agencies and
non-governmental organizations,
a decision was taken to remove
hazardous waste materials prior
to dismantling. In addition, the
recycling yards outside the US
generators and pumps were
salvaged and about 100,000 tonnes
of steel recycled. Ten charitable
organizations in Oregon and Alaska
received several thousand items
from the ships including sofas,
chairs, office furniture, bedding and
appliances. The value of recovered
equipment offset the project cost
many times over.
the environment. Recycled propeller key
rings made from metal salvaged from the
BPS vessel Border Jouster will be given
away to ideas that make a difference.
Please send your suggestions to
Katharine Palmer at [email protected]
a successful recycling initiative
that competed for the contract
to dismantle the vessels were
inspected prior to selection using
BP health, safety and environmental
criteria.
In all more than 25 tonnes of
potentially hazardous materials
inherent in most ships were
removed including flammable
liquids and solids, refrigerant
gases, fluorescent light tubes,
mercury and bunker fuels. Turbines,
This helios award set standards for
all future ship recycling projects
and is reflected in the rigorous BPS
HSSE shipyard audit protocol.
24
cleanseas
how we
compare
As part of BP Shipping’s drive to develop a framework that
will deliver environmental leadership inside the BP group and
outside in the global shipping industry, internal and external
benchmarking concerning environmental performance has
been undertaken in the past two years to find out how BPS
compares.
The results are a mixture of the
good, the average and the could-dobetter – “interesting” in the words of
Katharine Palmer, BPS environmental
advisor.
Within the BP group, BPS contributes
around 4% of total emissions to air.
In 2004 it ranked in fifth place in a
league table of BP’s largest emitters
– up from eighth place in 2003 as the
BP Shipping fleet grew in size.
In terms of CO2 emissions in the
2001-04 period, BPS ranked fifth
with emissions of 2.6-3.1 million
tonnes behind refineries at Texas
City, Whiting and Carson (in the US)
and the BP chemicals complex in
Cologne, Germany.
Assessed by NOx and SOx
emissions, BPS was the BP group’s
largest source with 42,388 metric
tonnes NOx emitted and 46,383
metric tonnes SOx emitted in 2004.
In both categories, BPS substantially
outranked the second place emitter
(NOx/Prudhoe Bay Unit 28,338 metric
tonnes, SOx/Lavera refinery 10,680
metric tonnes).
“A study of the ocean transport
industry conducted by the business
for social responsibility (BSR)
earlier this year was an important
first step in providing us with vital
benchmarking information on our
current performance compared with
others in our industry. The findings
will assist us in determining an
appropriate course of action in our
desire to become an environmental
leader in our industry” says Sylvia
Baca BPS HSSE & ER director. Half a dozen leading shipping
companies took part in this study
which focused on six areas – safe
ship operations; environmental
policies; environmental management,
monitoring and reporting; ballast
water practices and emissions to
water; emissions to air and water
during ship operations; emissions to
air during loading and unloading.
In eight categories involving specific
issues such as greenhouse gas
emissions, ballast water treatment,
SOx and NOx emissions, hull
coatings, oil spills and waste
management BPS had a leadership
position in two, fuel consumption/
GHG emissions and hull coatings. In
two categories, VOCs and oil spill,
BPS was middle of the pack while
in two others, SOx emissions and
waste management, the organization
is lagging.
environmental benchmarking (BSR report)
compliance
2
3
4
leadership
SFOC & GHG
environmental benchmarking (BSR repo
NOx
B
compliance
SOx
VOCs
oil spill
ballast water
hull coatings
waste
2
B
SFOC & GHG
NOx
SOx
VOCs
D
D
A
oil spill
ballast water
hull coatings
waste
B/D
BP Shipping
BSR selected 6 companies to participate in the environmental performance benchmarking
study from the shipping industry including tanker and non-tanker operators. Where
participating companies are leaders they are denoted as letters A - D.
A number of conclusions were
contained in the BSR study:
• “Significant improvements” are
possible in BPS’s environmental
management.
• A leadership position in terms
of environmentally innovative
technologies “means to support
the testing and development of
those technologies.”
• In helping to develop future ship
concepts, BPS is “heading in the
right direction” but could better
utilize BP group knowledge.
• The management and disposal of
solid garbage “is not satisfying at
any of the investigated carriers.”
Little monitoring seems to be
undertaken.
Among several recommendations
made by BSR to BPS, one involves
greater transparency in environmental
reporting including “the publication
of environmental performance
information and environmental
reports.” A second suggests
that BPS “engage in developing
partnerships with local terminals and
ports (to) develop sound garbage
managements systems.”
A more general BSR recommendation
favours greater emphasis across the
board on communications. “Change
needs to include every employee and
an active dialogue with relevant stake
holders,” the report concluded.
“The mixed results of the BSR
study confirms that there is room
for improvement. Our recently
established environmental working
group will consider the findings
and recommendations of the study
to aide us in addressing the many
environmental challenges associated
with a rapidly growing fleet. Armed
with good baseline data, engagement
of our workforce (onshore and sea
staff) and capitalization of human
resource expertise internal and
external to BP along with a solid
management commitment will greatly
increase our likelihood of success
in improving our environmental
performance“ says Baca. “Exciting
times lie ahead”.
3
cleanseas
25
“I leave it to you to judge whether BP is an increasingly
responsible company,” wrote John Browne, group
chief executive of BP plc in his introduction to the BP
group 2004 Sustainability Report. “It is a judgement
that will be based not on reports or words alone, but on
witnessing sustained, consistent actions by the group’s
102,900 people worldwide.”
what you can do to help
Improving BPS environmental
performance fits squarely into this
challenge. Each of the 3,500 people
who work for BPS has a HSSE
initiative written into their 2005
contract. Everyone who works for
BPS can do something to raise our
collective performance.
Personal pledges
1. I will replace two light bulbs at home with energy saving
versions
2. I will re-use plastic bags when shopping
3. I will switch off my television or computer screen rather
than leave it on stand-by
Increasingly, the key to better
performance lies in integrating work
and home life in a seamless and
permanent commitment to better
health, safety and environmental
awareness and practice – both at
work and at home.
4. I will share my car journeys to work or replace them
with public transport, walking or cycling
5. I will turn my bio-degradable waste into compost for my
garden
“At an individual level, there should
be no distinction between how you behave on board a ship, in an office or in
the home,” says Katharine Palmer, the BPS environmental advisor. “The three
should be the same. If you don’t throw litter around at home, you shouldn’t do
so in the street or at work or when you’re on a ship.”
Katharine Palmer adds a pledge of her
own: “Don’t use plastic cups – you
have the BPS 90th anniversary mug!”
No matter what your role or where you are based, the BP green office
initiative (GOI) is an effective way everyone can work in partnership to put
your own, as well as BP’s environmental values into action. The GOI is a
practical, staff driven programme designed to reduce the impact of buildings
and daily work practices on the environment. If we make wise procurement
choices, we can reduce our impact, save money and contribute to
the communities around us.
To help us all reach new levels of commitment to a cleaner world the
UK environment agency with the UN environment programme and
the world conservation monitoring centre drew up 24 personal and
green business pledges for world environment day 2005. They can be
read in full on www.unep-wcmc.org and include those shown here.
Green business pledges
1. We will switch off lighting and office equipment at night
2. We will use double sided printing for printers and
copiers
3. We will use recycled paper throughout our business
4. We will give old PCs to schools and charities
5. We will collect recyclable waste such as paper
26
ARRC
Autonomous Rescue and Recovery Craft
HSSE
Health, Safety, Security, Environment
PFC
Pert Fluoro Carbon
ATC
Alaskan Tanker Company
IGS
Inert Gas System
PM
Particulate Matter
BPS
BP Shipping
IMO
International Maritime Organization
PSSA
Particularly Sensitive Sea Area
BSR
Business for Social Responsibility
ISO
International Standards Organization
PVC
Polyvinyl Chloride
CFC
Chloro Fluoro Carbon
KTe Kilo Tonnes
SECA
Sulphur Emissions Control Area
CH4
Methane
LNG
Liquified Natural Gas
CO2
Carbon Dioxide
MBA
Masters Business Administration
SEAaT Shipping Emissions Abatement and Trading
DFDE
Dual Fuel Diesel Electric
DWT
Dead Weight
MEPC Maritime Environment Protection Committee (part of IMO)
EEZ
Exclusive Economic Zone
ER Emergency Response
GHG
Green House Gas
HCFC
Hydro Chloro Fluoro Carbon
SOx Sulphur Oxides
SSA
Sensitive Sea Area
MTe
Metric Tonnes
TBT
Tributyl Tin
NGO
Non Governmental Organization
VLCC
Very Large Crude Carrier
NOx Nitrogen Oxides
VOC
Volatile Organic Compounds
PCB
Poly Chlorinated Biphenyl
like to know more?
A variety of electronic links will take
you to sites on the Internet that
provide more information about the
environmental topics covered in this
survey. They include:
• www.imo.org - the site of
the International Maritime
Organization, a United Nations
agency based in London.
• www.seaat.org - the site of the
Shipping Emissions Abatement
and Trading industry group.
• www.bp.com - the BP group
site. A section titled ‘environment
and society’ describes the
company’s environmental
initiatives.
• www.wwf-uk.org - the site of
WWF-UK.
• www.iso.org - the site of the
International Organization for
Standardization.
• www.marisec.org - a shipping
facts site that includes a section
on shipping and the environment.
• www.unep-wcmc.org - the UN
environment programme/World
Conservation Monitoring Centre
website.
• www.oceanlink.island.net
- an interactive Canadian site
dedicated to ocean and marine
education.
• www.oilspillresponse.com
- website of the world’s largest
oil spill response organization
with a wealth of information
about emergency response and
training.
• greenops.bpweb.bp.com - a BP
intranet site. Holds information
on technologies for reducing
emissions and shares GHG
knowledge around the BP group.
• eubrgs278/stellent/groups/
ist_shipping/documents/
bps_publishedcontent/
penvironment.hcst - a new
environmental section has been
developed on the BPS intranet
site.
Books, user guidelines and official
publications about shipping and the
environment are available in several
languages through websites such as
www.amazon.co.uk or direct from
organizations such as the IMO. They
include:
• Marpol 73/78 (£55.00, IMO)
• The empty ocean by Richard
• Guidelines for the control and
Ellis (2004, £10.95 through
Amazon) - tells the story of
the exploitation of the sea and
weighs the chances for its
recovery.
• Values at sea (2003, £15.95
through Amazon) – a collection
of academic papers covering
ethical issues related to marine
environments such as oil spills
and species protection.
• Stemming the tide (1996,
£31.00 through Amazon)
– recounts the introduction
of non-indigenous species by
ships’ ballast water and their
subsequent impact.
• Shipping and the environment
– is compromise inevitable?
(1996, Institute of Marine
Engineers) – the published
proceedings of a specialist
conference.
– explains the international
convention for the prevention of
pollution from shipping, one of
the most important international
agreements on the subject of
marine pollution.
management of ships’ ballast
water (£4.00, IMO) – a practical
guide aimed at ship masters,
operators, owners and port
authorities.
• Manual on oil pollution (IMO)
– covers contingency planning,
salvage, combating oil spills and
related matters. A useful guide
for anyone directly associated
with sea transportation and
transfer of oil.
• Guidelines for the
development of shipboard
marine pollution emergency
plans (£8.00, IMO) – developed
to help ship masters meet the
legal requirement that all oil
tankers of 150 tonnes and more
carry an approved oil pollution
plan.
This publication is printed on Corona Offset, a 100% recycled paper made entirely from de-inked,
non bleached, post consumer waste. Corona Offset has been awarded NAPM, Blue Angel and
Nordic Swan environmental accreditations.
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cleanseas
glossary
http://eubrgs278/stellent/groups/
ist_shipping/documents/bps_
publishedcontent/penvironment.hcst
Cover photo courtesy of Raul Touzon/National Geographic Image Collection
raising the flag together
clean seas
n
safe ships
n
commercial success