Environment
Marine transportation and environmental challenges
Marine transportation generates the lowest greenhouse gas emissions per tonne of cargo transported compared to other modes of transportation. However, the sector continues to face several environmental challenges. St. Lawrence Shipowners closely monitors these issues.
Ballast water
Ballast water can contribute to the spread of aquatic invasive species.
Air emissions
Marine fuels release air pollutants that affect the climate.
Marine mammals
Vessel collisions and underwater noise threaten marine mammals.
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Le transport maritime et les enjeux environnementaux
Comparativement aux autres modes de transport, le transport maritime est celui qui génère le moins d'émissions de gaz à effet de serre par tonne de marchandises transportées. Malgré cet avantage, l'industrie poursuit ses efforts afin de réduire son empreinte environnementale et de répondre aux défis qui façonnent son évolution.
Les Armateurs du Saint-Laurent assurent une veille continue sur ces enjeux afin d'informer leurs membres, de les accompagner dans la mise en œuvre des nouvelles exigences réglementaires et de contribuer au développement de solutions durables en collaboration avec les gouvernements, les chercheurs et les partenaires de l'industrie.
AJOUTER
H3 : Les principaux enjeux environnementaux
Eaux de ballast (ANCHOR LINK)
Émissions atmosphériques (ANCHOR LINK)
Mammifères marins (ANCHOR LINK)
Ballast water
Ballast water is essential to vessel stability and operational safety. However, its use can transfer aquatic organisms from one ecosystem to another, contributing to the spread of invasive species that may harm biodiversity, marine infrastructure, and ecosystem health.
2021
Stronger regulations
Canada updated its regulations to prevent better the spread of aquatic invasive species, including between Canadian ports.
2030
An important deadline
Existing Canadian vessels built before 2009, particularly those operating on the Great Lakes, must comply with new treatment standards by 2030.
A freshwater challenge
Complex treatment conditions
Cold, fresh, sediment-rich Great Lakes water makes ballast water treatment systems harder to operate.
The issue at a glance
Vessels use ballast water to maintain stability, balance, and safety during navigation. They take this water on board and discharge it at different ports throughout their voyages. Without proper treatment, it can carry aquatic organisms from one ecosystem to another, introducing invasive species that may harm biodiversity, marine infrastructure, and economic activities.
Since the International Maritime Organization's (IMO) Ballast Water Management Convention entered into force in 2017, vessels have been required to install approved ballast water treatment systems to mitigate these risks.
Key challenges
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Preventing the introduction of aquatic invasive species.
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Deploying treatment systems suited to the conditions of the St. Lawrence and Great Lakes.
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Addressing technical constraints associated with installing equipment on board vessels.
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Promoting regulatory harmonization across jurisdictions.
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Maintaining shipowners' competitiveness while meeting environmental objectives.
Air emissions
Marine transportation is the most environmentally efficient mode of transportation. However, marine fuels release various air pollutants that affect air quality and the climate. For several years, these emissions have been the subject of extensive discussions and increasingly stringent international regulations.
7 times less
fuel consumption than trucks
Vessels stand out for their low fuel consumption per tonne of cargo transported compared to road transportation.
0.1 %
A strict sulfur limit
Since 2015, the sulfur content of marine fuels has been limited to 0.1% in the North American Emission Control Area.
Billions invested
Modernizing fleets
Shipowners are investing in new vessels and technologies to improve energy efficiency and reduce emissions.
The issue at a glance
Marine fuels produce several pollutants, including sulfur oxides (SOx), nitrogen oxides (NOx), particulate matter (PM), carbon dioxide (CO₂), and other greenhouse gases (GHGs). SOx and NOx contribute to acid rain and waterway acidification. Along with particulate matter, they also contribute to smog formation. Their concentrations depend primarily on fuel quality and the engine combustion process. Bunker fuel, long used in marine transportation, generates more pollutants than newer fuels such as liquefied natural gas (LNG). CO₂ and other greenhouse gases, meanwhile, contribute directly to climate change.
For several years, the marine transportation sector has worked with governments and international organizations to reduce air emissions through conventions, legislation, and new regulatory requirements.
Regulatory requirements
Since 2012, the International Maritime Organization (IMO) has implemented stringent regulations governing NOx emissions and the sulfur content of marine fuels. These requirements have gradually reduced fuel sulfur content, reaching a global limit of 0.5%. In Emission Control Areas (ECAs), which cover much of the North American coastline, the limit is set at 0.1%.
To comply, shipowners can use higher-quality fuels or adopt technologies that deliver equivalent environmental performance. However, meeting these standards presents significant operational and financial challenges. Factors to consider include the availability of more refined fuels, the effectiveness of new technologies, installation and operational constraints, and associated costs.
Greenhouse gases
CO₂ emissions from marine transportation are also the subject of extensive discussions at both national and international levels. In 2018, the IMO adopted its initial strategy to reduce total greenhouse gas emissions from international shipping by at least 50% by 2050 compared with 2008 levels, with the ultimate goal of fully decarbonizing the sector by the end of the century.
To achieve these objectives, several regulatory and operational measures already improve vessel energy efficiency. The federal government is also considering additional measures, including a carbon levy or a cap-and-trade emissions system.
Reducing emissions
Reducing the environmental footprint of marine transportation requires fleet modernization and adopting new solutions. In recent years, the Canadian marine transportation sector has invested billions of dollars in more efficient vessels and advanced technologies. Shipowners are also turning to cleaner fuels, emissions-reduction technologies, and more energy-efficient operations.
These investments are gradually improving the environmental performance of marine operations. However, the transition toward decarbonization remains complex. New technologies and alternative fuels must be available, reliable, and economically viable, while operators must also consider operating costs and future regulatory requirements.
The challenge is therefore to continue reducing emissions and meeting climate objectives while maintaining the competitiveness of marine transportation.
Marine mammals
Interactions between marine mammals and vessels are receiving increasing attention in scientific research, the media, and day-to-day marine transportation operations. Protecting these species has become a major concern for the marine transportation sector and stakeholders throughout the St. Lawrence.
10 knots
Slowing down to protect
A voluntary recommended maximum speed of 10 knots applies in a sensitive area of the St. Lawrence Estuary.
Nearly 40 %
Lower collision risk
The first voluntary speed reduction measures in the estuary helped reduce collision risks by nearly 40%.
Since 2014
International collaboration
International guidelines, scientific research, and voluntary initiatives have supported efforts to reduce underwater noise and protect marine life.
The issue at a glance
Marine transportation is a growing threat to marine mammals because of the risk of vessel collisions and underwater noise from maritime operations.
Vessel collision risks
A vessel's speed directly influences the severity of a collision with a marine mammal. The risk of serious or fatal injuries is estimated at 90% for a vessel traveling at 17 knots, compared with 31% at 10 knots. Based on this scientific evidence, the Working Group on Marine Transportation and Marine Mammal Protection (G2T3M) developed voluntary speed reduction measures in the St. Lawrence Estuary in 2011. The group brings together scientists, regulatory authorities and representatives of the marine transportation sector, including St. Lawrence Shipowners.
The St. Lawrence Estuary is home to a resident beluga population and other vulnerable species, including blue whales. Implemented in 2013, the measures include a speed reduction zone at the head of the Laurentian Channel, near Tadoussac, and an area to avoid downstream from Les Escoumins. According to Fisheries and Oceans Canada, these measures have reduced collision risks by nearly 40%.
Several members of the association also support research projects aimed at improving knowledge of marine mammal behavior, habitats and distribution. Since 2015, Green Marine has worked with the Marine Mammal Observation Network (MMON) on an awareness campaign aboard Canadian vessels. Crew members receive training on whale observation and appropriate responses when encountering marine mammals.
Underwater noise
Underwater noise can interfere with marine mammals' sounds, disrupting their ability to communicate. These sounds are essential for navigation, feeding, reproduction, and social interaction. The presence of threatened or endangered species in the St. Lawrence, such as belugas and North Atlantic right whales, makes this issue particularly concerning.
For several years, shipowners operating on the St. Lawrence have actively collaborated with government authorities, researchers, and specialized organizations to identify and implement realistic, effective solutions based on the best available scientific knowledge. Given the vulnerable status of several species and increasing marine traffic, reducing underwater noise is an important priority. However, scientific knowledge continues to evolve, and several factors require further study before best practices can be established. Technological and operational constraints specific to marine transportation also make identifying solutions particularly complex.
Despite these challenges, the sector has already adopted several voluntary measures inspired by the International Maritime Organization's (IMO) guidelines and Green Marine's underwater noise performance indicator. These measures include:
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Operating below cavitation speed and avoiding sudden acceleration.
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Maintaining propellers to reduce cavitation noise.
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Adjusting navigation routes to avoid sensitive areas.
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Prioritizing quieter equipment when building new vessels.
Underwater noise is also the focus of numerous research initiatives in Canada. Green Marine, of which St. Lawrence Shipowners is an association member, plays a leading role in compiling available knowledge and promoting the exchange of best practices among projects conducted in Canada and the United States.
The role of St. Lawrence Shipowners
St. Lawrence Shipowners represents its members' interests before government authorities and actively participates in environmental committees, consultations and working groups, including the government-industry working group on ballast water, the Working Group on Marine Transportation and Marine Mammal Protection (G2T3M), and the MeRLIN initiative.
The association continuously monitors regulatory, scientific, and technological developments, keeps its members informed, and collaborates with governments, researchers, and industry partners to identify practical solutions. It advocates effective, fair measures that reflect shipowners' operational realities while supporting decarbonization efforts, marine ecosystem protection, and continuous improvement in environmental practices.