Evaluation of cold ironing and speed reduction policies to reduce ship emissions near and at ports

Zis, Thalis; North, Robin; Angeloudis, Panagiotis; Ochieng, Washington Yotto; Bell, Michael G.H.

doi:10.1057/mel.2014.6

Cited by 188 publications

(93 citation statements)

References 16 publications

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“…Fagerholt et al (2015) also show that a likely effect of the regulations is that ship operators will choose to sail longer distances to avoid or reduce the sailing distances within the ECAs. Nevertheless, the main finding in the literature is that slow-steaming results in substantial reductions in carbon emissions (see, for instance, Corbett et al, 2009;Wang and Meng, 2012;Maloni et al, 2013, Zis et al, 2014, Ferrari et al, 2015.…”

Section: Introductionmentioning

confidence: 99%

The impact of regional environmental regulations on empirical vessel speeds

Ådland

Fonnes

Jia³

et al. 2017

Transportation Research Part D: Transport and Environment

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Economic theory suggests that the use of more expensive low-sulphur fuel within an Emission Control Area (ECA) should result in lower vessel speeds. The objective of this paper is to investigate empirically, for the first time, whether the introduction of an ECA affects vessel speeds. We utilize a dataset of observed vessel speeds derived from the Automated Information System (AIS) for nearly 7,000 ECA boundary crossings over a three-year period. Our results suggest that introducing stricter sulphur regulations inside the North Sea ECA from 1. January 2015 did not affect vessel speeds once changes in macroeconomic conditions are accounted for.

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Section: Introductionmentioning

confidence: 99%

The impact of regional environmental regulations on empirical vessel speeds

Ådland

Fonnes

Jia³

et al. 2017

Transportation Research Part D: Transport and Environment

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“…As the reduction of the vessel's speed leads to a straightforward reduction of the vessel's fuel costs, and thus shipping CO 2 emissions, slow steaming can significantly improve the shippers overall environmental footprint see for example (Zis et al 2008). For Normal Demand, and given that:…”

Section: Discussionmentioning

confidence: 99%

The impact of slow steaming on the carriers’ and shippers’ costs: The case of a global logistics network

Mallidis

Iakovou

Dekker

et al. 2018

Transportation Research Part E: Logistics and Transportation Re

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We propose an analytical modeling methodology for quantifying the impact of slow steaming on the carrier's voyage cost and on the shipper's total landed logistics costs. The developed methodology can be employed by a carrier and a shipper in their contract negotiations, in order for the two parties to determine how they could divide between them the savings resulted from slow steaming. We demonstrate that the impact of slow steaming and speed adjustment policies on the shippers' total landed logistics costs tend to increase as the vessel travels towards the end of its voyage.

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“…For instance, based on the data from Stora Enso 2008 [8], the investment costs of an OPS for a connected ship and ports are $236,000 from ships at berth when on-board auxiliary generators are switched off and power demands are provided by shoreside electricity. Zis et al [35] indicated emission reductions of CO 2 (48~70%), SO 2 (3~60%), and NOx (40~60%) by supplying shore power to ships from the perspective of net emissions considering energy mixture, respectively. Hall [36] obtained that provision of shore power could reduce emissions of CO 2 , SO 2 , CO, and NOx by 25%, 46%, 76%, and 92%, respectively, when using shore power compared to on-board power generation.…”

Section: Introductionmentioning

confidence: 99%

A Method for Determining the Required Power Capacity of an On-Shore Power System Considering Uncertainties of Arriving Ships

Peng

Wang

et al. 2018

Sustainability

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The contribution of this paper is to provide a method for determining the required power capacity of an on-shore power system (OPS) considering the stochastic nature of arriving ships. In order to cope with such complicated and stochastic operation processes in container terminals, simulation models are established with arrival intervals of ships ranging from 1 to 100 h as inputs. Firstly, the mobile pattern of OPS adopted in the container terminal is introduced. Then, patterns of arriving ships are analyzed to explain why a simulation method is necessary. Next, a series of simulation experiments based on a container terminal in China are constructed and carried out. Finally, the required power capacity of an OPS under different arrival intervals is given when considering all berthed ships using an OPS. Besides, with the consideration of reducing environmental impact of ships at different levels, the required power capacity is provided with different proportions of arriving ships using an OPS. The results obtained, and the proposed method can be used to provide references for government policy making and green container terminal construction.Sustainability 2018, 10, 4524 2 of 17 and $589,000, correspondingly. The capacity of the OPS in the Port of Göteborg is decided by only considering the power utilization of several certain ships or specific kind of ships, such as ferries and roro ships, without considering the stochastic nature of arriving ships and servicing all arriving ships to use shore power. Therefore, it is imperative to provide a method for determining the required power capacity of an OPS under the stochastic arrival of ships to meet electricity demand of all ships in ports, which is the problem we aim to solve in this paper.Limited literature has studied how to determine the capacity of an OPS, and the capacity is decided by historical data of OPS construction and expert experience in most cases, e.g., Port of Lianyungang, which is located in China. In addition, few of the current international norms or standards give a determination strategy of OPS capacity for specific ports. For example, the Technical Code of Shore-to-Ship Power Supply System [9] gives the auxiliary power of different types of ships and regulates that the capacity of an OPS must satisfy the power demand of on-board equipment when ships moor at a berth, but how to calculate the capacity of an OPS is not provided by means of formulas or other methods.Most existing research on OPS focus on electricity standardization, technical reformation, and policies. In terms of shore-connected electricity standardization, a joint international electrical standardization addressing the connection of shore power and ships was released in 2012, to promote a uniform system of OPSs [10]. Followed by this standardization, a series of literature [11][12][13] contribute to the power supply standard to ensure safe and reliable operation of an OPS. For technical reformation of the OPS, the studies mainly take efforts on protection equipment and control s...

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Evaluation of cold ironing and speed reduction policies to reduce ship emissions near and at ports

Cited by 188 publications

References 16 publications

The impact of regional environmental regulations on empirical vessel speeds

The impact of regional environmental regulations on empirical vessel speeds

The impact of slow steaming on the carriers’ and shippers’ costs: The case of a global logistics network

A Method for Determining the Required Power Capacity of an On-Shore Power System Considering Uncertainties of Arriving Ships

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