An Energy Consumption Approach to Estimate Air Emission Reductions in Container Shipping

Czermański, Ernest; Cirella, Giuseppe T.; Oniszczuk-Jastrząbek, Aneta; Pawłowska, Barbara; Notteboom, Theo

doi:10.3390/en14020278

Cited by 42 publications

(26 citation statements)

References 32 publications

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“…The daily HFO fuel consumption is derived from an empirical study of containership fuel consumption [69]. The conservative assumption is made that, at any given point, a containership is carrying enough fuel for a day's voyage; in reality, this gure is likely higher, because ships often carry fuel for several days after bunkering.…”

Section: Modeling Containership Technical Parametersmentioning

confidence: 99%

Application of rapidly improving battery technology for direct electrification of intraregional container shipping

Kersey

Popovitch

Phadke

2021

Preprint

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International maritime shipping—powered by heavy fuel oil—contributes 2.5%, 12%, and 13% of global anthropogenic CO2, SO2, and NOx emissions, respectively. The direct electrification of vessels has been underexplored as a low-emission option despite its considerable efficiency advantage over electrofuels such as green hydrogen and ammonia. Previous studies of ship electrification have relied on outdated battery cost and energy density values and have incorrectly assumed mechanical space to be a fixed technical variable. We show that with near-future battery prices of $100 kWh-1 the electrification of intraregional trade routes of less than 1,000 km is economically feasible with minimal impact to ship carrying capacity. Projected declines in battery price to $50 kWh-1 could improve this range to 5,000 km. We describe a pathway for the battery electrification of containerships within this decade that electrifies over 40% of global containership traffic, reduces CO2 emissions by 40% for US-based vessels, and mitigates the health impacts of air pollution on coastal communities.

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Section: Modeling Containership Technical Parametersmentioning

confidence: 99%

Application of rapidly improving battery technology for direct electrification of intraregional container shipping

Kersey

Popovitch

Phadke

2021

Preprint

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“…Be that as it may, one short-term measure for meeting GHG targets could be to reduce navigation speed in what is known as "slow steaming". Czermanski et al [11] examine the 2018 global container shipping fleet using an energy consumption approach and find total emissions of 282 million tonnes sailing at 14 knots and 407 million tonnes at 18 knots. Mandatory speed limits seem to have a number of shortcomings [12] and neither the IMO nor the International Chamber of Shipping (ICS) favours this option.…”

Section: Introductionmentioning

confidence: 99%

Optimal Slow Steaming Speed for Container Ships under the EU Emission Trading System

Goicoechea

Abadie

2021

Energies

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Slow steaming is an operational measure in ocean-going vessels sailing at slow speeds. It can help climate mitigation efforts by cutting down marine fuel consumption and consequently reducing CO2 and other Greenhouse Gas Emissions (GHG). Due to climate change both the European Union (EU) and the International Maritime Organization (IMO) are analysing the inclusion of international shipping in the EU Emissions Trading System (ETS) in the near future or alternatively implementing a carbon tax. The paper proposes a methodology to decide the optimal speed of a vessel taking into account its characteristics and the factors that determine its economic results. The calculated cash flow can be used in valuation models. The methodology is applied for a case study for any container ship in a range from 2000 to 20,000 Twenty-foot Equivalent Units (TEU) on a leg of a round trip from Shanghai to Rotterdam. We calculate how speed reduction, CO2 emissions and ship owner’s earnings per year may vary between a business-as-usual scenario and a scenario in which shipping is included in the ETS. The analysis reveals that the optimal speed varies with the size of the vessel and depends on several variables such as marine fuel prices, cargo freight rates and other voyage costs. Results show that the highest optimal speed is in the range of 5500–13,000 TEUs whether or not the ETS is applied. As the number of TEUs transported in a vessel increases emissions per TEU decrease. In an established freight rate market, the optimal speed fluctuates by 1.8 knots. Finally, the medium- and long-term expectations for slow steaming are analysed based on future market prices.

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“…The European Union initiated directives for the protection of the seas and oceans and sea port areas such as Directive 2012/33/EU of the European Parliament and of the Council of 21 November 2012 [2] amending Council Directive 1999/32/EC [3] as regards the sulphur content of marine fuels. The United Nations International Maritime Organisation (IMO) has estimated that the maritime shipping industry contributes 2.5% to 3.0% of annual human-produced carbon dioxide (CO 2 ) emissions [4]. IMO introduced sulphur emission limitations in the open sea at 0.5 percent after 2020 and 0.1 percent [5] (pp.…”

Section: Introductionmentioning

confidence: 99%

Eco-Trends in Energy Solutions on Cruise Ships

Kizielewicz

2021

Energies

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Today the world’s largest cruise ships can take on board more than 6000 passengers and almost 3000 crew members. Managing a significant number of people and all equipment and operations on ships requires the delivery of tens of thousands of kilowatts, which poses a huge challenge for both cruise ship builders and ports supporting these ships as well as for ship owners themselves, as the costs involved represent the largest share in the structure of expenditure in cruise shipping companies. In recent years, various communities and institutions, including the International Maritime Organisation and the European Union, exert pressure on cruise ship owners to use green renewable energy solutions. For these reasons, cruise ship owners are constantly looking for cost-effective and environmentally responsible solutions regarding new energy sources for ships. The aim of this paper is to identify modern solutions applied on cruise ships in the field of energy generation and to indicate benefits for the environment and ship owners in this respect. The following research questions were formulated: (1) What factors force cruise ship owners to introduce modern energy policy solutions? (2) What kind of green energy solutions are currently used on cruise ships? (3) What kind of renewable energy solutions do cruise ship owners use to reduce energy consumption on board cruise ships? The research was conducted by applying a few research methods, i.e., desk research method and exploration method, critical and comparative analysis, and also inductive and deductive reasoning. The results of this research can provide an interesting source of information for cruise ship owners, cruise seaport authorities, and shipyards involved in the construction of new vessels.

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An Energy Consumption Approach to Estimate Air Emission Reductions in Container Shipping

Cited by 42 publications

References 32 publications

Application of rapidly improving battery technology for direct electrification of intraregional container shipping

Application of rapidly improving battery technology for direct electrification of intraregional container shipping

Optimal Slow Steaming Speed for Container Ships under the EU Emission Trading System

Eco-Trends in Energy Solutions on Cruise Ships

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