The paper focuses on the impacts of the inclusion of the maritime sector in the EU Emissions Trading System (ETS). The enforcement of a regional Market-Based Measure (MBM) such as the EU ETS may provide financial incentives to shipping operators to reconfigure their networks and avoid voyages inside the European Economic Area (EEA). This paper investigates the risk of container vessels engaging in evasive port calls by replacing EEA transshipment hubs with nearby non-EEA competitors. We perform a cost-benefit analysis that calculates the cost of EU Allowances (EUAs) for several international services and compares it with a relocation scenario. Our case studies focus on the Piraeus-Izmir and the Algeciras-Tanger Med scenarios and identify the EU carbon price turning point that will render the switch of the transshipment hubs a cost-effective choice for the operator. The results show that the preference of a non-EEA hub will become attractive for carbon prices well below 25 EUR per metric ton of CO2. Further, in all cases, the hub switch results in a rise in the overall carbon emissions attributed to the service which amplifies the risk of carbon leakage. Our results show that the relocation would lead to revenue loss for the EU ETS and penalization of the EEA transshipment hubs in close proximity with hubs outside the EEA, thus posing a threat to their economic activity and development.
The European maritime transport policy recognizes the importance of the waterborne transport systems as key elements for sustainable growth in Europe. A major goal is to transfer more than 50% of road transport to rail or waterways within 2050. To meet this challenge waterway transport needs to get more attractive and overcome its disadvantages. Therefore, it is necessary to develop new knowledge and technology and find a completely new approach to short sea and inland waterways shipping. A key element in this is automation of ships, ports and administrative tasks aligned to requirements of different European regions. One main goal in the AEGIS project is to increase the efficiency of the waterways transport with the use of higher degrees of automation corresponding with new and smaller ship types to reduce costs and secure higher frequency by feeders and provide multimodal green logistics solutions combining short sea shipping with rail and road transport.
The shipping industry's greenhouse gas emission reduction has received significant focus over the past years. One of the research areas is that of stowage planning for RORO vessels. Efficient stowage plans are necessary to reduce the turnaround time for vessels in a port. Reducing turnaround time results in prolonged sailing time, allowing vessels to reduce fuel consumption through slow steaming. When RORO vessels have calls at several ports, they handle cargo as an approximate FILO queue. Therefore, cargo can potentially become blocked when stowing cargo for later ports, behind cargo with an earlier discharge port. Planning the cargo assignment onboard the vessels also requires considering the arrival time of cargo at the port. Recent research assumes that all freight is available for stowage when the RORO vessels arrive at the port. However, this is not always the case. The unique elements of scheduling and generation of loading/discharge paths are therefore of academic interest. We propose a novel mathematical model with a weighted objective function that minimizes the relationship between the fuel consumption cost and the revenue gained from shipping cargo. The model schedules the cargo loading sequence to reduce time spent handling and re-handling cargo at each port. The problem is studied for a single deck layout for a vessel calling multiple ports. Results of the mathematical model and accompanying metaheuristic will be presented.
This article develops a micro-level theoretical perspective of business influence in international negotiations. By drawing on organizational institutional theory, the article proposes that site-specific institutionalized norms can structure the nature and extent of business power. The article illustrates the value of this perspective through an illustrative case study of the International Maritime Organization (IMO) through interviews and participant observation of on-site dynamics during negotiations on environmental shipping regulation. The article shows how, in the case of the IMO, specific institutionalized norms and beliefs structure private actors’ possible influence and their claims to authority. In particular, strongly held beliefs about the nature of political deliberation in the IMO both constrain and enable business interests, sometimes overriding the general structural power of the shipping industry. This research implies that future scholarship of business power and lobbying should be attentive to specific institutionalized ideas structuring business actors’ range of legitimate activities, in particular in international institutions where individual negotiation sites can develop idiosyncratic norms and beliefs about the legitimacy of private actor participation.
The shipping sector's rising greenhouse gas emissions are often considered “hard-to-abate”. Some ship-owners have recently adopted or started to consider the adoption of alternative fuels, but systematic studies of this are still lacking. We address this gap by studying how ship-owners differ in both actual and intended adoption of alternative fuels. We analyze data from a unique survey with 281 ship-owners in Norway, a major ship-owning country and center for maritime technology development, with descriptive statistics and analysis of variance. We find early adopters among large and established ship-owners in offshore, international cargo and domestic passenger shipping segments, which are often subjected to specific contractual demands for alternative fuel adoption. Laggards were typically small and young ship-owners operating in shipping segments where demands for alternative fuel adoption are weak. Our findings also suggest that firms' business strategy and financial and knowledge resources may have relevance for ship-owner's adoption of alternative fuels. Our study has implications for national and international policymaking, highlighting for example how contracting mechanisms can be an effective tool in incentivizing the adoption of alternative fuels.
High-fidelity viscous computational fluid dynamics (CFD) models coupled to dynamic mooring models is becoming an established tool for marine wave-body-mooring (WBM) interaction problems. The CFD and the mooring solvers most often communicate by exchanging positions and mooring forces at the mooring fairleads. Mooring components such as submerged buoys and clump weights are usually not resolved in the CFD model, but are treated as Morison-type bodies. This paper presents two recent developments in high-fidelity WBM modelling: (i) a one-way fluid-mooring coupling that samples the CFD fluid kinematics to approximate drag and inertia forces in the mooring model; and (ii) support for inter-moored multibody simulations that can resolve fluid dynamics on a mooring component level. The developments are made in the high-order discontinuous Galerkin mooring solver MoodyCore, and in the two-phase incompressible Navier–Stokes finite volume solver OpenFOAM. The fluid-mooring coupling is verified with experimental tests of a mooring cable in steady current. It is also used to model the response of the slack-moored DeepCwind FOWT exposed to regular waves. Minor effects of fluid-mooring coupling were noted, as expected since this a mild wave case. The inter-mooring development is demonstrated on a point-absorbing WEC moored with a hybrid mooring system, fully resolved in CFD-MoodyCore. The WEC (including a quasi-linear PTO) and the submerged buoys are resolved in CFD, while the mooring dynamics include inter-mooring effects and the one-way sampling of the flow. The combined wave-body-mooring model is judged to be very complete and to cover most of the relevant effects for marine WBM problems.
In this paper, the impacts of large-scale OWPPs penetration on the Turkish power system are addressed. The grid compliance analyzes for the large-scale OWPP integration are carried out by using the grid connection criteria defined in the Turkish grid code. PV and QV curves are obtained to assess the effect of OWPP on the static voltage stability limit. Eight scenarios are conducted to analyze the effect of the OWPP on the static and dynamic characteristics of the power grid. To observe the large-scale OWPP impact on the voltage and frequency stability, transient events such as the outage of conventional power plants and three-phase to ground faults are applied. The results of the voltage and frequency stability analysis reveal that the Turkish grid remains stable after the integration of an 1800 MW OWPP. Furthermore, the Turkish system remains stable even in the event of an outage of the international transmission lines to Bulgaria and Greece.
The problem of marine litter represents a significant global challenge and illustrates the harmful consequences of an economic model that is based on disposability. The seafood sector is not only among the culprits, but is also among the most affected by this threat to the marine environment. Earlier research has pointed to fishing gear take-back schemes as a measure to mitigate the problem, and policymakers have embraced the idea. The Norwegian scheme for beverage containers has been hailed as a benchmark for the application of Extended Producer Responsibility. Through the lens of business ecosystems, we draw parallels between the existing take-back scheme for beverage containers and the latent system for fishing gear to answer the question: “What would it take to establish a take-back scheme for fishing gear?” We elaborate upon four factors that are well established for beverage container take-back schemes, but lacking or unclear in the case of fishing gear: (i) politico-institutional support, (ii) the system's value proposition, (iii) the system integrator, and (iv) operational factors (i.e., a network of collection points and procedures, and material variety and complexity). Our findings highlight that when innovations are not based on the usual market mechanisms, unconventional conceptualizations of value itself and how value is mapped and distributed are required. Meaningful engagement of the private sector depends upon either explicit articulation of value capture or policy instruments to enforce responsibility; both are currently either unclear or lacking in the context of fishing gear.
Spatial tools to calculate cumulative impact assessments on the environment (CIA) are important contributors to the implementation of an ecosystem-based approach to maritime spatial planning (MSP). Ecosystem dynamics are increasingly important to understand as the activities and pressures in marine areas increase. Results from the application of a new training set for the CIA tool MYTILUS, developed in capacity-building MSP projects for active learning environments, illustrate important points on how the CIA method can be used in systematic scenario design. The feedback from its use in an online PhD course outlines how the training set successfully enables researchers from different disciplines and different parts of the world to meet the CIA approach with such interest and understanding that it enables them to highlight the strengths as well as the shortcomings of the tool interface, tool capabilities, and CIA method, even when none of these researchers are CIA experts. These promising results are presented in this paper and advocate for the increasing use of MYTILUS and similar CIA tools in MSP stakeholder sessions where no preliminary CIA expertise can be expected. The key strengths and challenges of training CIA with MYTILUS are discussed to point out focus points for how to make its approaches increasingly fit for participatory and decision-making processes in MSP to utilize its promising abilities for supporting ecosystem-based management.
In this paper existing guidelines to predict wave overtopping on rubble mound breakwaters and coastal structures are modified and improved with respect to the influence of the roughness and crest width. Data from recently made model tests and existing data are combined to demonstrate the need for modifying these formulations in EurOtop. A new reduction factor γcw for the crest width is established and is an improvement of the method by Besley. The influence of the roughness of the slope normally also includes an influence of the breaker parameter when it is larger than a certain limit (EurOtop suggest ξm-1.0 > 5). The present study shows that the breaker parameter is not the ideal dimensionless parameter describing the influence of the wave period for breakwaters with steep slopes, as for such structures the front slope has much less influence on the overtopping than the wave steepness. Thus slope angle and wave steepness have been uncoupled to describe the influence of the armor roughness on wave overtopping. The improvement in the overtopping prediction compared to EurOtop is significant, specifically for the new data sets that have data outside the range of the calibration data used for influence of roughness in EurOtop. The proposed improved methods enlarge the range of applicability with respect to crest width and wave steepness.