How can shipowners comply with the 2020 global sulphur limit economically?

Zhu, Meiling; Li, Kevin X.; Lin, Kun-Chin; Shi, Wenming; Yang, Jialin

doi:10.1016/j.trd.2020.102234

Cited by 48 publications

(19 citation statements)

References 15 publications

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“…These mainly included substituted DBTs derived from diaromatic hydrocarbons . The relatively high sulfur content was the key limiting factor during the production of low- or ultra-low-sulfur marine fuels. , However, the LCO, as a component of marine fuels, was still applicable to high-sulfur marine fuels or to low-sulfur marine fuels in a specific content, depending on the input matrix and other cutter stocks. However, a persistent technological problem resulted in a higher water content.…”

Section: Discussionmentioning

confidence: 99%

Comparative Study of Light Cycle Oil and Naphthalene as an Adequate Additive to Improve the Stability of Marine Fuels

et al. 2022

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Post the enforcement of the Global Sulphur Cap 2020, large amounts of marine fuel have been produced as a mixture of two or more components to achieve a sulfur level of less than 0.5 wt %. This has led to the wider use of diluents or cutter stocks from different origins to comply with the quality requirements of the ISO 8217 standard. These can often be bio- or alternative components with a lower level of stability. This makes it crucial to select components that are compatible and form a homogeneous mixture. The ISO 8217 standard provides commercial and operational protection; however, the stability of the fuel deteriorates over time. Therefore, the purpose of this study was to develop an adequate component or additive to improve the colloidal stability of marine fuels. A set of laboratory-prepared samples was used to verify the positive effects of the addition of a light cycle oil and also a newly developed additive (containing 30 wt % naphthalene as the simple diaromatic hydrocarbon in tetralin). The prepared fuels (with effective additive dosage), when stored for 60 days, maintained the total sediment accelerated (TSA) parameters, confirming the stability of the fuels. The additive converted the unsaleable fuel into fuel that complied with the requirements of ISO 8217. The developed additive can be used for industrial applications in marine fuel production.

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Section: Discussionmentioning

confidence: 99%

Comparative Study of Light Cycle Oil and Naphthalene as an Adequate Additive to Improve the Stability of Marine Fuels

et al. 2022

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“…The use of low-sulfur fuel oils, such as marine gas oil, marine diesel oil, verylow-sulfur fuel oil (0.5% m/m sulfur content), and ultra-low-sulfur fuel oil (0.1% m/m sulfur content), is a viable approach to meeting the new sulfur requirements (Zhu et al 2020). The use of low-pollution fuels meets the requirement to reduce pollutant emissions in the shipping industry but negatively affects fuel costs.…”

Section: Requirements To Reduce Shipping Emissionsmentioning

confidence: 99%

Reducing pollutant emissions from vessel maneuvering in port areas

Chang

2022

Marit Econ Logist

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We propose an activity-based model to calculate ships' exhaust emissions while maneuvering in port. The exhaust emissions from the seven international commercial ports in Taiwan (namely Kaohsiung, Keelung, Taichung, Taipei, Hualien, Anping, and Suao) were calculated using actual data. Then, the regional ship exhaust emissions were estimated based on the number and size of ships and the type of fuel they used. Our method of predicting and evaluating the effectiveness of green port policies is shown to be intuitive and precise. Small vessels, which are the most common vessel type to enter and leave Taiwan ports, were shown to generate most of the emissions, but unit emissions from large vessels were the highest among three types of vessels (i.e., small, medium, and large). Moreover, greenhouse gas (GHG) emissions corresponded to sailing speed. Taiwan International Ports Co., Ltd (TIPC) has slightly reduced carbon dioxide equivalent and sulfur oxide emissions by implementing a green port policy, consisting of multiple ways of building a sustainable port environment (such as vessel speed reduction and use of low-sulfur oil). However, nitrogen oxide emissions have not decreased significantly. Our findings indicate that lower speeds and onshore power supply can reduce local air pollution, and assist transportation authorities, who should consistently monitor GHG emissions in port, to proactively respond to the International Maritime Organization's regulations for ensuring a sustainable future.

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“…Another reason for this choice is that HFO will be banned completely from the Canadian Arctic by 2024 according to the latest regulations issued by the Canadian federal government, who is instead in favor of lighter distillate fuels as the substitution. LSFO, which has been desulfurized and thus is no longer under the category of HFO (Zhu et al, 2020), is expected to be widely used in the Polar Code Area. Table 2 presents the main characteristics of typical Panamax dry bulk vessels.…”

Section: Chapter 4 Case Studymentioning

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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How can shipowners comply with the 2020 global sulphur limit economically?

Cited by 48 publications

References 15 publications

Comparative Study of Light Cycle Oil and Naphthalene as an Adequate Additive to Improve the Stability of Marine Fuels

Comparative Study of Light Cycle Oil and Naphthalene as an Adequate Additive to Improve the Stability of Marine Fuels

Reducing pollutant emissions from vessel maneuvering in port areas

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

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