Rapporter fra flere globale miljøinstitutioner, her
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under den internationale science-policy platform
om biodiversitet og økosystemtjenester (herefter
IPBES), understreger behovet for genopretning af
økosystemer (1,2). Den seneste globale IPBES-rap
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port fra maj 2019 peger således på, at forringelser
af økosystemer på land og i havet underminerer
livsgrundlaget for 3,2 milliarder mennesker. Gen
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opretning bliver fremhævet som en af de vigtig
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ste handlemuligheder for effektivt at begrænse
tabet af biodiversitet og forbedre livsgrundlaget
for os mennesker ved at imødegå forringelser for
en række økosystemtjenester. Det nuværende årti
2021-2030 er af UNEP udpeget til årtiet for genop
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retning med det formål at genetablere ødelagte
eller forarmede økosystemer verden over.
IPBES rapporterne dokumenterer, at biodiversi
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tetskrisen er en altomfattende og global udfor
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dring, og at krisen er på linje med klimakrisen. De
tiltagende klimaændringer er ligeledes en af ho
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vedårsagerne til tab af biodiversitet (2). Der er af
hensyn til begge kriser behov for, at der beskyttes
og genetableres velfungerende og uforstyrrede
økosystemer. Der bør derfor ske en national ud
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møntning af resultaterne fra de internationale aftaler baseret på den bedst tilgængelige viden.
Several replacement fuel to today’s fossil based ship propulsion fuels have been addressed in MarEfuel. Key ones are; pyrolysis oil (blend in fuel), methanol and ammonia. These were singled out among many possible fuels from a preliminary analysis that indicated that they could play a key role in fulfilling the emission targets set politically and by the sector in the most cost effective manner. In the following they shall be treated in turn in some detail. Costs of several “blue” fuels have also been assessed. The projected costs are used in other parts of the MarEfuel project (e.g. for assessing the total cost of ownership).
This report is a background report to the MarE-Fuel project financed by the Maritime Fund and the Lauritzen Fund. Partners of the project has been DTU, Anker Invest, Mærsk Line, Copenhagen Economics, OMT and DFDS. In the report, potential decarbonization roadmaps or pathways for the maritime industry are presented, as well as the methodology of deriving them. Different future fuels and their emissions are highlighted. In addition, biomass availability plays an essential role in climate mitigation efforts towards net-zero by 2050, and thus we examined different biomass availability scenarios alongside greenhouse-gas emissions cap scenarios. The assumptions related to the underlying emissions can be found in the first chapter of the report. Besides the underlying emissions for a decarbonized maritime industry, the ship stock and the underlying transport demand play an essential role for a future decarbonized maritime industry. In the second chapter of the report, we address this issue by explaining how ship stock and shipping demand have been incorporated into the model. Finally, we present the optimization ship stock model developed to generate roadmap scenarios. We show the objective function and the underlying constraints of the model. The results of this work are presented and discussed. We also show some sensitivity analysis, which will shed light on the relevant parameters for the futureof the maritime industry. Our main findings can be found in the end of the report.
This report is in the context of the DMA-DTU project on Market Based Measures (MBMs) The aim of this project is to provide an overview and discussion of potential Market Based Measures under the Initial IMO Strategy for the reduction of green house gas (GHG) emissions from ships. In this context, some related developments are also seen as directly relevant to the scope of the project, mainly in the context of the possible inclusion of shipping into the EU Emissions Trading System (ETS). In 2010 an Expert Group was appointed by the IMO’s Secretary General after solicitation of member states and was tasked to evaluate as many as eleven (11) separate MBM proposals, submitted by various member states and other organizations. All MBM proposals described programs and procedures that would target GHG reductions through either ‘in-sector’ emissions reductions from shipping, or ‘out-of-sector’ reductions via the collection of funds to be used for mitigation activities in other sectors that would contribute towards global reduction of GHG emissions.
ECOPRODIGI (2017-2020) is an Interreg Baltic Sea Region flagship project, which links research organisations, enterprises, associations and business support organisations. Altogether, 21 partners jointly investigate the most critical eco-inefficiencies in maritime processes in the Baltic Sea Region as well as develop and pilot digital solutions for improving the eco-efficiency by focusing on three specific cases: 1) digital performance monitoring of vessels, 2) cargo stowage optimisation at ports and 3) process optimisation at shipyards. Furthermore, looking towards the future, the project partners, on one hand, create a digitalisation roadmap and training modules for future decision makers in the maritime industry but also reach out to policymakers to engage them in discussion regarding how they can support the digital change. This report provides an overview of the project and main findings achieved to date, describes the main eco-inefficiencies identified and presents the potential of digital technologies and new concepts for improving them. Also, as the current digital transformation relates to the way how changes are managed in organisations, this report presents the main challenges and requirements identified in the process of moving towards more digitalised business operations. Finally, the last section looks at the maritime sector from a broader perspective and provides some ideas about the most likely future developments. The main findings of the project so far indicate that major improvements in eco-efficiency can be carried out in the maritime industry. They can be summarised as follows: 1) In the first case, ‘digital performance monitoring’, the project partners estimate, for instance, that fuel consumption and emissions can potentially be reduced by 2-20% based on data and analysis from distinct ship segments, routes and their baseline situations. The reductions are possible to achieve by taking such actions as capitalising on the latest digital technologies, utilising and analysing real-time operational data and vessel performance, anticipating operating conditions and maintenance of the ship and its components, changing working methods and improving practices as well as placing a focus on the training of personnel. 2) In the second case, ‘cargo stowage optimisation’ the project partners identified a set of eco-efficiency bottlenecks in the cargo stowage processes at ports that can be subject to improvement. The use of advanced digital technologies can contribute to more efficient utilisation of vessels and terminal operations. The port stays can be reduced, and, thereby, vessels can sail more slowly and reduce fuel consumption and emissions. Moreover, when stability calculations improve due to further digitalisation of cargo unit data, the ship can be loaded more optimally and the amount of ballast water can potentially be decreased without compromising safety, which again reduces fuel consumption on the sea leg. It is estimated that fuel consumption and emissions can potentially be reduced by 2-10% per route and ship and that additional benefits can be gained on the landside due to future digital decision support tools applied for the end-to-end stowage process. In addition, improved cargo unit pick up time estimates can be provided to customers waiting for the cargo to be handled at port, whereby the service improves. 3) In the third case, ‘process optimisation at shipyards’, improved situational awareness and process management, including the use of new technologies, such as 3D and solutions for managing the complex supply chain, have potential for improving the shipyard processes aimed at increased eco-efficiency. For example, in block building phase 3D technology reduces lead-time and potentially saves hundreds of man-hours in rework due to the fact that more efficient processes and proactive actions are enabled.
Projektet gennemfører en antropologisk analyse af forholdet mellem a) smarte teknologier (fx automation, smarte algoritmer eller drone- og vision-teknologier) b) fagpersoner ombord ifm. navigation) c) fagpersoner og beslutningstagere i rederiorganisation (som bestillere af ny teknologi) og d) udviklervirksomhederne (som designere af fremtidens løsninger) for at afklare, hvilke ikke-tekniske aspekter, der skal tages højde for og hvilke nye samarbejdsformer, der er behov for, og hvordan disse understøttes organisatorisk, når nærmeste ’kollega’ for fagpersonerne ombord bliver en robot eller en automatiseret teknologi. Fokus i projektet vil være på, hvordan samarbejdet mellem medarbejder/leder og robot/drone/teknologi skal/kan organiseres, samt hvordan de nye typer ’kolleger’ vil påvirke organiseringen af samarbejdet.