Assessment of profit, cost, and emissions for slender bulk vessel designs

Lindstad, Elizabeth; Sandaas, Inge; Steen, Sverre

doi:10.1016/j.trd.2014.04.001

Cited by 30 publications

(9 citation statements)

References 6 publications

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“…Hirota et al [20] shows how the ship form might be optimized with respect to minimization of fuel consumption in waves rather than at calm sea. Similar results have been found by Kristensen [21]; Stott and Wright [22]; Lindstad et al [23,24], which have studied how hull forms can be made more energy efficient for realistic sea conditions by modifying the main ratios between beam, draught and length to reduce block coefficients while keeping the cargo-carrying capacity unchanged.…”

supporting

confidence: 83%

The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions

et al. 2019

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The International Maritime Organization (IMO) has established the Energy Efficiency Design Index (EEDI) as the most important policy measure to reduce greenhouse gas (GHG) emissions from shipping. A vessel’s EEDI is based on sea trials at delivery, and vessels cannot exceed a threshold for emitted CO2 per ton-mile, depending on vessel type and size. From other industries such as cars we have learnt that testing methods must reflect realistic operating conditions to deliver the desired emission reductions. Present sea-trial procedures for EEDI adjust to ‘calm water conditions’ only, as a comparative basis, despite calm sea being the exception at sea. We find that this adjustment procedure excessively rewards full bodied ‘bulky’ hulls which perform well in calm water conditions. In contrast, hull forms optimized with respect to performance in realistic sea-conditions are not rewarded with the current EEDI procedures. Our results indicate that without adjusting the testing cycle requirements to also include a threshold for performance in waves (real sea), the desired reductions will be short on targets and GHG emissions could potentially increase.

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supporting

confidence: 83%

The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions

et al. 2019

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“…Fitting these vessels with scrubbers, the acquisition costs will be 2.6, 3.3 and 4.2 million USD respectively, thus increasing less than proportionally with vessel capacity -illustrating the declining marginal cost of scrubbers in size due to economies of scale. For new-buildings, the required annual time charter cost to operate the vessel and earn back the scrubber investment over 15 to 20 years is typically about 12 -15 % (8 % -11 % for the capital and 4 % for the operational cost (Lindstad et al, 2011(Lindstad et al, , 2014). In comparison, for retrofits on existing vessels the investments typically have to be earned back within 3 -10 years, which gives 20 % of the capital expenditures even without interest for 5 years payback time, and 24 % annually when including 4% operational cost.…”

Section: Discussionmentioning

confidence: 99%

“…We need assessment of fuel consumption, costs and emissions as a function of vessel operation, abatement option and crude oil price, and we limit our attention to the vessels and their use, see Lindstad et al (2011Lindstad et al ( , 2014Lindstad et al ( , 2015a. Moreover, we make a simplification and assess best options for the sailing fleet excluding the effects of future price differences between emission control areas (ECA) and global compliant fuels.…”

Section: Model Descripitionmentioning

confidence: 99%

Sulphur abatement globally in maritime shipping

Lindstad

Rehn

Eskeland

2017

Transportation Research Part D: Transport and Environment

111

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In 2016, the International Maritime Organization (IMO) decided on global regulations to reduce sulphur emissions to air from maritime shipping starting 2020. The regulation implies that ships can continue to use residual fuels with a high sulphur content, such as heavy fuel oil (HFO), if they employ scrubbers to desulphurise the exhaust gases. Alternatively, they can use fuels with less than 0.5% sulphur, such as desulphurised HFO, distillates (diesel) or liquefied natural gas (LNG). The options of lighter fuels and desulphurisation entail costs, including higher energy consumption at refineries, and the present study identifies and compares compliance options as a function of ship type and operational patterns.The results indicate distillates as an attractive option for smaller vessels, while scrubbers will be an attractive option for larger vessels. For all vessels, apart from the largest fuel consumers, residual fuels desulphurised to less than 0.5 % sulphur are also a competing abatement option. Moreover, we analyse the interaction between global SOX reductions and CO2 (and fuel consumption), and the results indicate that the higher fuel cost for distillates will motivate shippers to lower speeds, which will offset the increased CO2 emissions at the refineries. Scrubbers, in contrast, will raise speeds and CO2 emissions.

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“…The power model consists of the power of the freighter for propulsion , the power needed for ice break and the power of the necessary auxiliary system , as expressed by equation (Lewis, 1998;Lloyd, 1998;Lindstad et al, 2014Lindstad et al, , 2016:…”

Section: Chapter 3 the Decision Modelmentioning

confidence: 99%

The economic impacts of restricting black carbon emissions on cargo shipping in the Polar Code Area

Kong

Jiang

2021

Transportation Research Part A: Policy and Practice

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Since black carbon (BC) has become one of the most harmful pollutants and partly accelerated the melting of the Arctic sea ice, internationally mandatory policy to limit black carbon emissions in the whole Polar Code Area is on the agenda. To cope with this policy, some potential measures from both the coastal government and the shipowners, as well as the economic impacts of these measures, are considered in this paper. We analyze the daily navigation profits and the corresponding BC emissions after these measures are adopted. Since equipment-related cost is usually regarded as fixed and cannot be calculated on a daily basis, this paper also proposes an equipment investment payback period to access the time needed to achieve a balance between the investments and the profits of applying the equipment. A case of a dry bulk carrier navigating through the Northwest Passage is presented for concrete quantitative analysis. The results indicate that wind propulsion system can help shipowners mitigate the largest amount of BC emission. Wind-driven generators, which are used for auxiliary generating system, are the most economic-beneficial to shipowners under the current technology environment. Besides, we found that BC emission tax rate set by coastal governments plays an important role in the selection of different measures by shipowners.

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Assessment of profit, cost, and emissions for slender bulk vessel designs

Cited by 30 publications

References 6 publications

The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions

The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions

Sulphur abatement globally in maritime shipping

The economic impacts of restricting black carbon emissions on cargo shipping in the Polar Code Area

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