An application of BBNs on the integrated energy efficiency of ship–port interface: a dry bulk shipping case

Abstract

A considerable amount of energy is consumed with every completed ship voyage and each port operation performed. Recent regulative approaches by the IMO are to enforce the shipping industry to become more energy efficient and sustainable. There is a growing amount of literature on the energy efficiency management of ships and ports. However, there is still inadequate research effort on the ship-port interface in order to obtain an Integrated Energy Efficiency framework for marine transport operations. In this research, a theoretical concept is generated to measure holistic energy efficiency in shipping operations. The main purpose of this paper is to identify nodes of the integrated ship-port energy efficiency framework and develop a probabilistic approach, which can help to increase energy efficiency and reduce CO2 emissions for shipping companies. This research generates an application of BBNs on ship-port interface regarding the integrated operational energy efficiency interactions by aiming to optimise holistic operational energy efficiency and CO2 emissions. The outcomes suggest that it would be possible to increase the probability of a more energy efficient and sustainable marine transport operation by integrating the influences of port and ship operation performances and their elements on the related route planning and slow steaming decisionmaking.

Impacts of the Increasingly Strict Sulfur Limit on Compliance Option Choices: The Case Study of Chinese SECA

“…1 It suggests the most economic option in the lifespan under four different scenarios. 2 The percentages are calculated as the difference between the two options to the value of the scrubber option. As discussed in the model, the vessels' sailing speed can be changed according to the number of deployed vessels in the line.…”

“…Inserting Equations (1) and (2) and Equations (10)- (12) into Equations (13), we have the following equation of average daily bunker costs of main engines, which is related to V G-SECA , V C-SECA and V N-SECA .…”

“…The model in Section 3 is applied in a container liner service from Qingdao to Rotterdam (East Asia-North Europe), and the detailed information is listed in Table 3. Vessel capacity (TEU) 1 10,106 Main engine power (kW) 1 84,582 Auxiliary engine power (kW) 1 3750 Design speed (knots) 1 24 Round-trip Distance (nautical miles) 2 21,874 Distance in global SECA (nautical miles) 2 836 Distance in China SECA (nautical miles) 94 Freight rate 4 630 Number of calls in round-trip 12 Average call time in a port (day) 1 Crew ($/day) 3 3137 Repair and maintenance ($/day) 3 4485 Insurance ($/day) 3 1825 Store and lube ($/day) 3 3739 Administration ($/day) 3 665 Capital costs ($/day) 3 31,459 Total: Fixed daily costs ($/day) 45,330 1 : From World fleet register [50]. 2 : Netpas [51].…”

“…Over the past century, international maritime transport has been the main mode of transportation for global trade and one of the bridges of globalization development [1,2]. Transportation sector accounts for a significant part of greenhouse gas (GHG) emissions, which was estimated at about 20.4% during 2014, whereas the maritime sector accounted for 2.2% [3].…”

“…Sustainability in shipping development is of critical importance to environmental protection and human health [2]. Globally, emissions from shipping activities are regulated by IMO, whose aims incorporate environment protection through reducing pollution caused by ships.…”