Environment and safety

Environmental matters are important in Finnlines’ operations, in accordance with the principles of sustainable development. The company continuously strives to improve its environmental schemes, taking into account sustainable development, customers’ and partners’ needs and the society’s demands.

An energy-efficient form of transport, shipping only accounts for less than five per cent of global carbon dioxide emissions. The sector is committed to making continuous improvements. In its operations, Finnlines focuses on routes where the highest capacity utilisation level can be achieved in both directions. This reduces the environmental impact per unit of freight.

ENVIRONMENTAL CERTIFICATION

Finnlines has integrated its environmental and safety programmes into its management system.

The environmental management system plays an important part in implementing the principles of sustainable development. All Finnlines ro-pax vessels have achieved the environmental certificate awarded by the Lloyd’s Register Quality Assurance (LRQA). This certification corresponds to the requirements of ISO 14 001. In 2008, LRQA audited three ro-pax vessels and the Company’s ship management functions. Next, Finnlines intends to extend the certificate to apply to its ro-ro vessels.

A large number of other vessels and port operators in Finnlines’ traffic also have the ISO 14 001 environmental certificate.

STAKEHOLDERS

In environmental and safety matters, Finnlines’ most important stakeholders are the flag and host state administrations, customers, shareholders and subcontractors, as well as the inhabitants of harbour and fairway areas. The most important subcontractors in the area are ship-owner and management companies and port operators.

The development of environmental and safety issues is followed up with research institutes, maritime colleges and different organisations. The Company is actively engaged in the operations of Finnish and Swedish shipowners’ associations.

LEGISLATION

Maritime traffic is regulated by international, regional and national legislation. The International Maritime Organisation (IMO) manages international legislation on safety and environmental matters. The MARPOL 73/78 Convention contains, among other things, regulations on the disposal of waste and sewage into the sea, and the prevention of air emissions. Maritime safety matters, including issues related to ship-building, life-saving equipment and navigation, are regulated by the SOLAS Convention. HELCOM has issued its own regional directives on shipping.

SAFETY AND SECURITY

All vessels are certified according to the International Safety Management (ISM) code. They also comply with the requirements of the International Ship and Port Facility Security (ISPS) Code.

The safety management system is continuously developed through internal audits and crew training. Emergency drills are conducted regularly on board and on land. In October 2008, the Finnish Coast Guard organised a search and rescue drill in the northern Baltic Sea, in collaboration with Swedish and Estonian rescue officials. MS Finnlady participated in the operation after its departure from Helsinki, receiving fire-fighting units from two helicopters.

During the year, staff and students from rescue departments and institutes visited Finnlines vessels to examine their fire extinguishing equipment and practise in onboard conditions.

Training was organised in stevedoring and cargo stowage and securing for masters, chief officers and land personnel in Finnlines’ ports. The aim was to upgrade and standardise the company’s competence in these areas.

Sailing in the new Vuosaari fairway was practised on a Sydväst simulator, after which pilot training was carried out on MS Finnstar and Finnlady in the late summer and early autumn

ENERGY CONSUMPTION AND ATMOSPHERE EMISSIONS

The Baltic, North Sea and English Channel are Emissions Control Areas in accordance with MARPOL Annex VI, due to being sensitive, densely populated and highly trafficked areas. This means that ships must use fuel with maximum 1.5 per cent sulphur content.

In 2008, the sulphur content of heavy fuel oil used by Finnlines varied between 0.8 and 1.5 percent, depending on the supplier. The quality of fuel is followed by taking several samples that are sent to a laboratory for testing whenever it is deemed necessary.

In port, power is generated using auxiliary engines. As of 2010, there will be a maximum 0.1 per cent sulphur limit on all marine fuel used at berth in EU ports. Finnlines’ vessels already run on non-sulphur fuel oil in port.

The IMO has decided to tighten its ship fuel sulphur content limits, reducing the limit for heavy fuel oil from 1.5 per cent to one per cent in Emissions Control Areas in 2010. The plan is to further reduce the limit to 0.1 per cent in 2015.

The global limit is currently 4.5 per cent; this will fall to 3.5 per cent in 2012 and further to 0.5 per cent in 2020. The availability of low-sulphur fuel will be assessed in 2018, and if it is insufficient, the 0.5 per cent limit may be deferred until 2025.

The shipping industry has expressed doubts regarding the availability of sulphur-free fuel, as it is unclear whether the refining industry will be able to respond to future demand. Increasing fuel costs cause the risk of transports shifting from the sea to methods with a greater environmental impact.

In 2008, Finnlines focused on means to reduce fuel consumption in particular and energy consumption in general. Fuel consumption depends on many factors: the route, the load, the speed and engine power. Optimal scheduling can be used to reduce consumption. The Onboard Napa Power electronic operation optimising tool and the Speed Pilot system were trialled on MS Finnmaid.

The vessels to be delivered from China in 2010–2011 will achieve fuel savings through redesigning propellers and rudders.

The shipping industry has investigated opportunities for reducing emissions through emissions trading or a global CO2-tax. Further analyses are needed before their applicability to the sector can be decided, however.

MARPOL Annex VI is soon to include nitrogen oxide restrictions. Tier I, representing the current level, applies to vessels built after 1 January 2000. Tier II applies to engines installed after 1 January 2011, and is approximately 20 per cent lower than the Tier I emissions limit. Tier III applies to engines installed after 1 January 2016, and is some 80 per cent lower than Tier I.

In port, efforts to reduce emissions include regular maintenance, renewal of machines and equipment, use of electrical heating and electric forklift trucks, production planning and training for drivers.

WASTE AND SEWAGE

Most waste generated on board is recyclable: glass, paper, cardboard, metal, etc. Hazardous waste, including oil waste, oily filters, paint and batteries, is separated and taken to a separate container in port. In Helsinki, food waste from the new Star-class vessels is taken to a sewage treatment plant. Vessels in FinnLink and NordöLink traffic also separate combustible waste.

MARPOL contains regulations regarding the treatment of black water, i.e. waste water from toilets. Finnlines’ ro-pax vessels send black water to onshore municipal sewage systems whenever they are accessible. Tank vehicles are used where reception facilities are not provided.

Grey water (waste water from kitchens and showers) is unregulated, but Finnlines pumps it, too, into the sewage system whenever it is available.

Cargo ships are also equipped with sewage treatment plants approved by the flagstate administration. After treatment, the remaining slurry is taken ashore.

Bilge water (waste water from engine rooms) is separated in separators. The limit for the oil content of water that may be discharged into the sea is 15 ppm. The remaining sludge is always taken ashore. In 2009, four vessels on the Malmö–Travemünde route will be equipped with new bilge water separators with an efficiency exceeding 5 ppm.

OTHER ENVIRONMENTAL ASPECTS

In addition to fuel oils, ships use lubricants and hydraulic oils. For years, Finnlines has been partly replacing mineral oils with environmentally non-hazardous biological oils.

A new cleaning scheme will be gradually implemented on Star-class vessels, one aim being to reduce the amount of detergents used. New tools and methods are selected to improve ergonomics.

Many ports are located close to residential and recreation areas, and there are occasional complaints regarding noise. In port, noise is caused by vehicles and cargo handling. Onboard, the main sources of noise are fans and auxiliary engines. Noise reduction has been improved for the exhaust pipes in auxiliary engines and ventilation ducts on older ships.

Micro-organisms that attach themselves to ships’ hulls slow down the ships, increasing fuel consumption and emissions. The underwater hulls of Finnlines’ own vessels are painted with epoxy-based paints that do not give off toxic substances into the sea. In 2008, the frequency of hull brushing and cleaning was increased, with good results.

Ballast water may lead to species being transported to foreign environment for which they are ecologically damaging by destroying native species. The Ballast Water Convention has now been signed by 16 countries, representing approximately 14 per cent of global tonnage. The convention will come into effect once 30 countries, representing 35 per cent of tonnage, have agreed to it. Some safety risks are involved in ballast water changes. The conditions are that the distance from the nearest shore must be at least 200 nautical miles, while the water depth must be at least 200 metres. These conditions are never simultaneously fulfilled anywhere in the Baltic Sea.

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