Assessment of profit, cost and emissions by varying speed as a function of sea conditions and freight market

Lindstad, Elizabeth; Asbjørnslett, Bjørn Egil; Jullumstrø, Egil

doi:10.1016/j.trd.2012.11.001

Cited by 57 publications

(14 citation statements)

References 2 publications

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“…The power required for sailing (1) can be split into four parts: the propulsion power required for calm water conditions ( ) , the power for countering added resistance by waves ( ) and wind ( ), and the auxiliary power ( ) for equipment and hotel load. The required engine power with respect to required propulsion power is a function of the propulsion efficiency , which typically is around 65 -75 % at calm water conditions and designs speed and which drops in rough seas and at low speeds (Lindstad et al, 2013). …”

Section: Methodsmentioning

confidence: 99%

Assessment of cost as a function of abatement options in maritime emission control areas

Lindstad

Sandaas²,

Strømman

2015

Transportation Research Part D: Transport and Environment

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This paper assesses cost as a function of abatement options in maritime emission control areas (ECA). The first regulation of air pollutions from ships which came into effect in the late 1990's was not strict and could easily be met. However the present requirement (2015) for reduction of Sulphur content for all vessels, in combination with the required reduction of nitrogen and carbon emissions for new-built vessels, is an economic and technical challenge for the shipping industry.Additional complexity is added by the fact that the strictest nitrogen regulations are applicable only for new-built vessels from 2016 onwards which shall enter US or Canadian waters. This study indicates that there is no single answer to what is the best abatement option, but rather that the best option will be a function of engine size, annual fuel consumption in the ECA and the foreseen future fuel prices. However a low oil price, favors the options with the lowest capex, i.e.Marine Gas Oil (MGO) or Light Fuel Oil (LFO), while a high oil price makes the solutions which requires higher capex (investments) more attractive.

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Section: Methodsmentioning

confidence: 99%

Assessment of cost as a function of abatement options in maritime emission control areas

Lindstad

Sandaas²,

Strømman

2015

Transportation Research Part D: Transport and Environment

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“…However, sailing at minimal costs (the case in the current crisis), the reduction is already 610 per cent, leaving only 3.5 per cent as an extra reduction to be obtained by applying their model. This model is further extended in Lindstad (2013), where several vessels with the same cargo capacity are compared. However, as all new options are post-Panamax vessels, which are able to sail through the new (not yet existing) Panama Canal locks, the comparison is biased because of the scale effects benefits of the new vessels.…”

Section: Slow Steaming In Shippingmentioning

confidence: 99%

Are the new fuel-efficient bulkers a threat to the old fleet?

Pruyn

2017

MABR

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Purpose The purpose of this paper is to investigate whether the headlined eco-bulkers ordered in 2012 and 2013 are posing a threat to the less-efficient ships ordered at the end of the boom in 2008 and 2009. Design/methodology/approach This paper will first investigate the drivers for the interest in such low-emission, low-speed bulker as well as the more general history of bulker designs. This is followed by a study on the vessels delivered between 2005 and 2014, based on eight parameters representing fuel efficiency, speed and hydromechanics properties. Within these results, evidence is sought for a significant change in the qualities of the vessels delivered after the last boom. Findings The data showed that at least till present, no significant changes could be discovered between 2014 and the earlier years. This indicates that either because of the long delivery times at the end of the boom, such vessels are still to be delivered, or that they were not ordered in an amount large enough to change the trend. For the future, this fact and the changes in vessel design resulting from the introduction of the energy efficiency design index (EEDI) in 2017 and the large fluctuations in the fuel prices will be interesting to keep monitoring the developments in the eight studied parameters. Originality/value This paper extends (in time) and improves (number of variables studied) a number of earlier studies on average qualities of the world fleet. It studies both the composition and the changes in average properties of the ships produced each year. It allowed the author to discover and explain the trends that would not have been evident when studying ships as single units or as the result of a business opportunity optimisation. Most important of which is the fact that, on average, ships produced are optimised for the current economic conditions and are not taken into consideration for future trends and scenarios.

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“…A 20% reduction in speed may yield a nearly 50% reduction in fuel consumption, and a more than 30% reduction in fuel consumption per distance sailed. Moreover, a vessel will consume more fuel when sailing in rough weather than in calm sea due to the added resistance from waves and wind, see for example Lindstad et al [31] for a thorough description.…”

Section: Emissionsmentioning

confidence: 99%

“…Weather factors such as waves, wind and currents significantly impact vessel operations [31,40]. For supply vessel operations, weather influences both sailing and service at offshore installations.…”

Section: Robustnessmentioning

confidence: 99%