Impact of external cost internalization on short sea shipping – The case of the Portugal-Northern Europe trade

Abreu, Heitor; Santos, Tiago A.; Cardoso, Valdir Mendes

doi:10.1016/j.trd.2022.103544

Cited by 6 publications

(2 citation statements)

References 18 publications

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“…Moreover, in 2022, during the 79th session of the IMO's Marine Environmental Protection Committee (MEPC 79) confirmed the adoption of a Sulphur Emission Control Area (SECA) in the Mediterranean Sea from 1 May 2023. In such a zone, the limit for sulphur in fuel oil on board ships is 0.10% mass by mass [4].…”

Section: Introductionmentioning

confidence: 99%

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

Lebedevas,

Malūkas

2024

JMSE

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The International Maritime Organization (IMO) has set targets to reduce carbon emissions from shipping by 40% by 2030 (IMO2030) and 70% by 2040 (IMO2050). Within the framework of decarbonising the shipping industry, liquefied natural gas (LNG) fuel and carbon capture technologies are envisioned as a transitional option toward a pathway for clean energy fuels. The aim of the complex experimental and computational studies performed was to evaluate the CO2 capture potential through the utilisation of LNG cold potential on the FSR-type vessel within a dual-fuel propulsion system. Based on the experimental studies focused on actual FSRU-type vessel performance, the energy efficiency indicators of the heat exchanging machinery were determined to fluctuate at a 0.78–0.99 ratio. The data obtained were used to perform an algorithm-based systematic comparison of energy balances between LNG regasification and fuel combustion cycles on an FSRU-type vessel. In the due course of research, it was determined that LNG fuel combustion requires 18,254 kJ/kg energy to separate and capture CO2 in the liquid phase to form exhaust gas; meanwhile, low sulfur marine diesel oil (LSMDO) requires 13,889 kJ/kg of energy. According to the performed calculations, the regasification of 1 kg LNG requires 1018 kJ/kg energy, achieving a cryogenic carbon capture ratio of 5–6% using LNG as a fuel and 7–8% using LSMDO as a fuel. The field of carbon capture in the maritime industry is currently in its pioneering stage, and the results achieved through research establish an informative foundation that is crucial for the constructive development and practical implementation of cryogenic carbon capture technology on dual-fuel ships.

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Section: Introductionmentioning

confidence: 99%

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

Lebedevas,

Malūkas

2024

JMSE

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“…As the third largest emitter of GHG in the world (Dettner and Hilpert, 2023), the European Union (EU) committed to reducing net GHG emissions by at least 55% compared to 1990 by 2030 (Abreu et al, 2023), and enshrined in legislation of achieving economy-wide climate neutrality by 2050 at the latest and negative emissions thereafter (Watanabe et al, 2022;Yan et al, 2023). Maritime transport is a substantial CO 2 emitter for the EU, accounting for around 3% to 4% of the EU's total CO 2 emissions and about 13% of the maritime industry's GHG emissions (European Commission, 2023b).…”

Section: Introductionmentioning

confidence: 99%

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Sun,

Wang,

et al. 2024

Front. Mar. Sci.

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Excessive CO2 emissions and increased total costs of liner shipping are the two main problems affecting the environmental and economic benefits of liner companies under the European Union Emission Trading System (EU ETS). To address the upcoming EU ETS, we propose a carbon and cost accounting model for liner shipping that accurately calculates CO2 emissions and total cost of liner shipping. We conduct a case study that a containership operates on the liner route from the Far East to Northwest Europe. The results show that the sailing stage plays a pivotal role in CO2 emissions from liner shipping, accounting for 94.70% of CO2 emissions. Among four types of fuel, CO2 emissions from liner shipping using MGO is the largest, while CO2 emissions from liner shipping using methanol is the smallest. Methanol, as an alternative fuel, proves to be a better choice than LNG for CO2 control of liner shipping. The relationship between sailing speed and CO2 emissions follows a U-shaped curve for the selected containership. Notably, speed reduction is effective in carbon control of liner shipping only when the sailing speed exceeds 8.29 knots. Under the EU ETS, sailing speed is a key variable affecting the total cost of liner shipping. Speed reduction may not always be cost-effective. When keeping the total cost of liner shipping unchanged, sailing speed should be reduced as the EU allowance (EUA) price rises within a certain range. For the selected containership using MGO and HFO, the most economical sailing speed is 8.29 knots, corresponding to the increase in EUA price of 304.95% and 261.21%, respectively. If EUA price continues to rise, speed reduction will become ineffective in controlling the total cost of liner shipping. This model can enhance the environmental and economic benefits of liner companies, meet compliance requirements of the EU ETS, and provide a new perspective for carbon and cost control of liner shipping.

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Carbon reduction and cost control of container shipping in response to the European Union Emission Trading System

Sun,

Wang,

et al. 2024

Environ Sci Pollut Res

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Impact of external cost internalization on short sea shipping – The case of the Portugal-Northern Europe trade

Cited by 6 publications

References 18 publications

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Carbon reduction and cost control of container shipping in response to the European Union Emission Trading System

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