Aiming at reducing CO2 emissions from shipping at the EU level, a system for monitoring, reporting, and verification (MRV) of CO2 emissions of ships was introduced in 2015 with the so-called ‘MRV Regulation’. Its stated objective was to produce accurate information on the CO2 emissions of large ships using EU ports and to incentivize energy efficiency improvements by making this information publicly available. On 1 July 2019, the European Commission published the relevant data for 10,880 ships that called at EU ports within 2018. This milestone marked the completion of the first annual cycle of the regulation’s implementation, enabling an early assessment of its effectiveness. To investigate the value of the published data, information was collected on all voyages performed within 2018 by a fleet of 1041 dry bulk carriers operated by a leading Danish shipping company. The MRV indicators were then recalculated on a global basis. The results indicate that the geographic coverage restrictions of the MRV Regulation introduce a significant bias, thus prohibiting their intended use. Nevertheless, the MRV Regulation has played a role in prompting the IMO to adopt its Data Collection System that monitors ship carbon emissions albeit on a global basis.
In this work, three-dimensional computational fluid dynamics (CFD) studies of sulphur oxides (SOx) and sulphuric acid (H2SO4) formation processes in a large, low speed two-stroke marine diesel engine are carried out. The current numerical study aims to investigate the conversion of sulphuric dioxide (SO2) to sulphuric trioxide (SO3) and the possibility of H2SO4 condensation which are the prerequisites to better understand the corrosion-induced wear phenomenon. This is achieved with the aid of the implementation of a multicomponent surrogate model, which comprises a skeletal n-heptane mechanism and a reduced sulphur subset mechanism. In the present work, performance of the coupled CFD-chemical kinetic model is evaluated using both qualitative and quantitative methods. The modelling results show that the temporal and spatial evolutions of SOx predicted by the skeletal model are similar to those by the base mechanism. Predictions of the variations of SOx and the associated SO2 to SO3 conversion in response to the change of fuel sulphur content, swirl velocity, start of injection, scavenge pressure and humidity qualitatively agree with numerical and experimental results from the literature. The model is further evaluated using the measured SO2 to SO3 conversion levels in a low load, low scavenge pressure case and a low load, high scavenge pressure case. The absolute values of simulated and measured conversion levels are close, although the former appear to be higher. The current results show that the flame impinges at the cylinder liner near top dead centre. The gas is cooled rapidly by the wall temperature and H2SO4 is produced in the region where the local temperature is less than 600 K. Based on the flue gas correlation, the acid dew point temperature is higher than the wall temperature, suggesting that acid condensation may begin early at the top part of the cylinder liner. The predicted distribution corresponds well with the distribution of corroded parts observed in service engines. The model is expected to serve as an important tool to simulate the rates of SO2 absorption into lubricating oil film and H2SO4 condensation in this combustion system.
This paper examines if eco-rating schemes improve environmental outcomes in the context of the
international shipping industry. Shipping faces global environmental challenges and has recently
witnessed the introduction of several eco-rating schemes aiming to improve the environmental
performance of ships. Extending the private environmental governance literature into a mature
service industry with global operations, the paper shows that concerns about eco-rating schemes’
effectiveness also have relevance here. Shipping eco-rating schemes fall short of best practices for
design and governance, and this hampers improvement efforts. The study has policy implications for
the achievement of improved environmental outcomes in the shipping industry.
Ports are crucial hubs in the functioning of the global economy, and maritime transport is a major emitter of air pollutants. Ports have considerable potential for promoting environmental upgrading in maritime transport and along global value chains more generally, but so far have been only partially successful in doing so. We examine results, limitations and future potential of voluntary initiatives that have been carried out by selected European and North American port authorities, which are considered frontrunners in environmental management. Drawing from the insights of global value chain analysis and organizational theory, we find that low ‘tool implementation complexity’ and high ‘issue visibility’ concerning emissions are key facilitators of environmental upgrading. We suggest that ports can intervene in two main ways to improve the environmental performance of maritime transport beyond their organizational and physical boundaries: by lowering tool implementation complexity through stronger collaboration within global value chains; and by enhancing emission visibility through alliances with cargo-owners and regulators.
The abatement of greenhouse gas emissions represents a major global challenge and an important topic for transportation research. Several studies have argued that energy efficiency measures for virtual arrival and associated reduced anchorage time can significantly reduce emissions from ships by allowing for speed reduction on passage. However, virtual arrival is uncommon in shipping. In this paper, we examine the causes for waiting time for ships at anchor and the limited uptake of virtual arrival. We show the difficulties associated with the implementation of virtual arrival and explain why shipping is unlikely to achieve the related abatement potential as assumed by previous studies. Combining onboard observations with seafarers and interviews with both sea-staff and shore-based operational personnel we show how charterers’ commercial priorities outweigh the fuel saving benefits associated with virtual arrival. Moreover, we demonstrate how virtual arrival systems have unintended, negative consequences for seafarers in the form of fatigue. Our findings have implications for the IMO’s greenhouse gas abatement goals.
Waiting times for trucks, trains, airplanes and ships in service represent apparent transport system inefficiencies, and measures to reduce these may have the potential to abate transport GHG emissions. In international shipping, transportation researchers have pointed out that reduced waiting time in association with port calls holds such promise. We explore the potential for GHG abatement through port call optimization, focusing on crews and their employers - the shipping companies. Adding new empirical evidence to the transportation literature, we confirm the existence of idle time during port calls, and go beyond this in describing the causes for it. We show how several port stakeholders, including government officials, limit the crews’ and shipping companies’ room for maneuver in relation to port calls. We also show why the process of reducing waiting time in shipping is more complex than that for onshore transport modes, where real-time traffic information guides drivers’ route choices, and reduces congestion and waiting time. Our findings have implications for both policy makers and transportation research.
Slow steaming is being practised in many sectors of the shipping industry. It is induced principally by depressed shipping markets and/or high fuel prices. In recent years the environmental dimension of slow steaming has also become important, as ship emissions are directly proportional to fuel burned. The purpose of this chapter is to examine the practice of slow steaming from various angles. In that context, a taxonomy of models is presented, some fundamentals are outlined, the main trade-offs are analysed, and some decision models are presented. Some examples are finally presented so as to highlight the main issues that are at play.
Among the spectrum of logistics-based measures for green maritime transportation, this chapter focuses on speed optimization. This involves the selection of an appropriate speed by the vessel, so as to optimize a certain objective. As ship speed is not fixed, depressed shipping markets and/or high fuel prices induce slow steaming which is being practised in many sectors of the shipping industry. In recent years the environmental dimension of slow steaming has also become important, as ship emissions are directly proportional to fuel burned. Win-win solutions are sought, but they will not necessarily be possible. The chapter presents some basics, discusses the main trade-offs and also examines combined speed and route optimization problems. Some examples are finally presented so as to highlight the main issues that are at play.
The purpose of this paper is to assess the status and prospects of the decarbonization of maritime transport. Already more than two years have passed since the landmark decision of the International Maritime Organization (IMO) in April 2018, which entailed ambitious targets to reduce greenhouse gas (GHG) emissions from ships. The paper attempts to address the following three questions: (a) where do we stand with respect to GHG emissions from ships, (b) how is the Initial IMO Strategy progressing, and (c) what should be done to move ahead? To that effect, our methodology includes commenting on some of the key issues addressed by the recently released 4th IMO GHG study, assessing progress at the IMO since 2018, and finally identifying other issues that we consider relevant and important as regards maritime GHG emissions, such as for instance the role of the European Green Deal and how this may interact with the IMO process. Even though the approach of the paper is to a significant extent qualitative, some key quantitative and modelling aspects are considered as well. On the basis of our analysis, our main conjecture is that there is not yet light at the end of the tunnel with respect to decarbonizing maritime transport.
The purpose of this chapter is to introduce the concept of Market Based Measures (MBMs) to reduce Green House Gas (GHG) emissions from ships, and review several distinct MBM proposals that have been under consideration by the International Maritime Organization (IMO). The chapter discusses the mechanisms used by MBMs, and explores how the concept of the Marginal Abatement Cost (MAC) can be linked to MBMs. It also attempts to discuss the pros and cons of the submitted proposals.