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

Goicoechea, Nestor; Abadie, Luis M.

doi:10.3390/en14227487

Cited by 16 publications

(9 citation statements)

References 42 publications

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“…Firstly, the annual income depends on the freight rates, loading capacity, and the number of round trips corresponding to each simulated ship speed. For container ships, it is assumed that the ship departed from the departure port loaded with 90% of its maximum capacity, while on the return trip, the ship is loaded with a reduced capacity depending on exist of empty containers onboard (Goicoechea and Abadie 2021 ). Therefore, the annual income corresponding to the simulated ship speed ( AI s , j ) is calculated as shown in Eq.…”

Section: Environmental and Economic Assessment Methodologymentioning

confidence: 99%

Environmental economic analysis of speed reduction measure onboard container ships

Elkafas

Rivarolo

Massardo

2023

Environ Sci Pollut Res

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The International Maritime Organization (IMO) has concerned significant care to the reduction of ship emissions and improvement of energy efficiency through operational measures. One of those measures is ship speed reduction, which is classified as a short-term measure; in which the speed is reduced below its designed value. The present paper aims at evaluating the potential energy efficiency, and environmental and economic benefits because of applying speed reduction measures. The research methodology depends on establishing a simple mathematical model for technical, environmental, and economical aspects because of this concept. As a case study, container ships from different categories in a range of 2500-15,000 twenty-foot equivalent units (TEU) are investigated. The results show that a 2500 TEU ship can comply with the energy efficiency existing ship index (EEXI) by reducing the service speed to 19 knots. While for the bigger ships, the service speed must be 21.5 knots or below. Furthermore, the operational carbon intensity indicator (CII) has been evaluated for the case studies and found that the CII rating will keep its score between A and C levels if the service speed is equal to or below 19.5 knots. Moreover, the annual profit margin of the ship will be calculated based on applying speed reduction measures. Based on the economical results, the annual profit margin value, and its corresponding optimum speed change with the size of the vessel and the applicable status of carbon taxes.

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Section: Environmental and Economic Assessment Methodologymentioning

confidence: 99%

Environmental economic analysis of speed reduction measure onboard container ships

Elkafas

Rivarolo

Massardo

2023

Environ Sci Pollut Res

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“…Results indicated that the EU ETS can provide sufficient incentives for specific abatement measures. Goicoechea and Abadie (2021) examined the impact of the EU ETS on the optimal slow steaming speed of containerships. Containerships were chosen as they account for the largest proportion of GHG emissions.…”

Section: Including the Maritime Industry In The Eu Etsmentioning

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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“…There are some studies in the literature that focus on the application of slow steaming to meet the new regulations. Goicoechea and Abadie [17] studied the optimal use of slow steaming for container ships under the European Union Emission Trading System (ETS). They created a model that calculates the optimal speed to achieve minimum ETS carbon prices for container ships from 2000 to 20,000 TEU.…”

Section: Introductionmentioning

confidence: 99%

Slow steaming application for short-sea shipping to comply with the CII regulation

Zincir

2023

brod

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Slow steaming is an effective operational measure that reduces fuel consumption and thus emissions on board. With the Carbon Intensity Indicator (CII) regulation coming into force in 2023 from the International Maritime Organization (IMO), ships will have to reduce their CO2 emissions even more. The practice of slow steaming is an important measure to comply with this regulation. In this study, real voyage data of a general cargo ship was used. The changes in fuel consumption, CO2, CH4, N2O, and BC emissions, 20-year global warming potential (GWP20), and 100-year global warming potential (GWP100) of the ship were analysed under different scenarios (75%, 38%, 27%, and 19% main engine load), and the voyage expenses and cost-benefit ratio were calculated. At 38% main engine load, 31.5% less emissions were released than at 75% main engine load. At 27% and 19% main engine load, the emission reduction was 40.6% and 50.1%, respectively. The CO2 reduction target of 40% by 2030 and 50% by 2050 compared to 2008 levels in the IMO Initial GHG Strategy was achieved with slow steaming. As CO2 emissions decreased due to the application of slow steaming, this had a positive impact on the ship's CII rating and it remained at the A rating without further action. Nevertheless, it remains at the A rating with slow steaming, the amount of emissions varies depending on the rate of application of slow steaming in three different scenarios, and this shows that the environmental impact of each A rating is not the same. The results of the economic analysis show that operating costs increase and fuel costs decrease when the travel time is extended with slow steaming. As a result, the total voyage expenses decreased by up to 23.3%.

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

Cited by 16 publications

References 42 publications

Environmental economic analysis of speed reduction measure onboard container ships

Environmental economic analysis of speed reduction measure onboard container ships

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

Slow steaming application for short-sea shipping to comply with the CII regulation

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