Evaluation of cold ironing and speed reduction policies to reduce ship emissions near and at ports
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Evaluation of cold ironing and speed reduction policies to reduce ship emissions near and at ports T h a l i s Z i s a, R o b i n J a c o b N o r t h a, P a n a g i o t i s A n g e l o u d i s a, Washington Yotto Ochienga and Michael Geoffrey Harrison Bellb a
Department of Civil & Environmental Engineering, Imperial College London, Centre for Transport Studies, London SW7 2BU, UK. E-mail: [email protected] b Institute of Transport and Logistics Studies, Sydney University, Australia.
Abstract
Different port operating policies have the potential to reduce emissions from shipping; however, their efficacy varies for different ports. This article extends existing literature to present a consistent and transferable methodology that examines emissions reduction port policies based on ship-call data. Carbon dioxide (CO2); sulphur dioxide (SO2); nitrogen oxides (NOx); and black carbon (BC) emissions from near-port containership activities are estimated. Two emissions reduction policies are considered for typical container terminals. Participation of all calling vessels with a speed reduction scheme can lead to reductions of 8–20 per cent, 9–40 per cent and 9–17 per cent for CO2, SO2 and NOx, respectively. However, speed reduction policies may increase BC emissions by up to 10 per cent. Provision of Alternative Marine Power (AMP) for all berthing vessels can reduce in-port emissions by 48–70 per cent, 3–60 per cent, 40–60 per cent and 57–70 per cent for CO2, SO2, NOx and BC, respectively. The analysis shows that emissions depend on visiting fleet, berthing durations, baseline operating pattern of calling ships, sulphur reduction policies in force and the emissions intensity of electricity supply. The potential of emissions reduction policies varies considerably across ports making imperative the evaluation and prioritization of such policies based on the unique characteristics of each port and each vessel.
Maritime Economics & Logistics (2014) 16, 371–398. doi:10.1057/mel.2014.6; published online 3 April 2014
Keywords: maritime transportation; ship emissions; slow steaming; cold ironing; port policy
© 2014 Macmillan Publishers Ltd. 1479-2931 Maritime Economics & Logistics www.palgrave-journals.com/mel/
Vol. 16, 4, 371–398
Zis et al
Introduction Background and maritime pollution The maritime sector currently accounts for moving about 90 per cent of the world’s trade, with recent trends suggesting that cargo volumes are increasing (UNCTAD, 2013). The international shipping industry is responsible for 2.7 per cent of the global CO2 emissions (Buhaug et al, 2009) while in 2005 the maritime sector was responsible for between 5 and 8 per cent of global anthropogenic SO2 emissions (Eyring et al, 2005), and approximately 15 per cent of NOx emissions (Corbett et al, 2007). It has been estimated that ship-related Particulate Matter (PM) emissions account for about 60 000 deaths related to lung cancer and respiratory diseases, with most of these fatalities occurring near coastlines in Europe, East and South Asia (Corb
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