Nuclear propulsion in ocean merchant shipping: The role of historical experiments to gain insight into possible future applications

Schøyen, Halvor; Steger-Jensen, Kenn

doi:10.1016/j.jclepro.2017.05.163

Cited by 23 publications

(21 citation statements)

References 43 publications

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“…In the competition with internal combustion engines, gas turbines (GTs) and steam turbines with boilers have had no competitive advantages in merchant marine propulsion due to their lower fuel economy. Although there are a large number of advantages of nuclear-powered marine propulsion (Hirdaris et al, 2014), such as no exhaust gas emissions, no frequent refuelling required and higher power generation, low public acceptance (Schøyen and Steger-Jensen, 2017) and low cost-effectiveness (Freire and de Andrade, 2015) restrict the potential for widespread use. Between 1-32% energy substitution for wind-assistance (Balcombe et al, 2019;Halim et al, 2018) and 0.2-12% energy substitution for photovoltaic systems (Bouman et al, 2017) are claimed to be achievable.…”

Section: Power Source Solutions For Maritime Transportationmentioning

confidence: 99%

“…However, (1) It is difficult to achieve low carbon shipping through technological and operational measures. Nuclear-powered ships are probably unacceptable (Schøyen and Steger-Jensen, 2017) and wind or solar assistance could only be used as auxiliary power sources. Therefore, the adoption of alternative marine fuels is inevitable.…”

Section: J O U R N a L P R E -P R O O Fmentioning

confidence: 99%

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Alternative fuel options for low carbon maritime transportation: Pathways to 2050

Xing

Stuart

Spence

et al. 2021

Journal of Cleaner Production

202

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Section: Power Source Solutions For Maritime Transportationmentioning

confidence: 99%

Section: J O U R N a L P R E -P R O O Fmentioning

confidence: 99%

Alternative fuel options for low carbon maritime transportation: Pathways to 2050

Xing

Stuart

Spence

et al. 2021

Journal of Cleaner Production

202

View full text Add to dashboard Cite

“…Currently, it is regarded as unrealistic to renew plans for commercial nuclear vessels for both economic and public opinion reasons. Neither significantly increasing speeds with current diesel engine designs nor fitting ships with steam turbines, like the Sea Land Commerce that crossed the Pacific at 33 knots average speed in 1973 (Schoyen and Steger-Jensen, 2017), would be economically justified. However, the potential for new propulsion technology for fast and economical sea transport remains to be seen.…”

Section: Coping By Changed Transport Systemmentioning

confidence: 99%

Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping

et al. 2018

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When container shipping lines experience over-capacity and high fuel costs, they typically respond by decreasing sailing speeds and, consequently, increasing transport time. Most of the literature on this phenomenon, often referred to as slowsteaming, takes the perspective of the shipping lines addressing technical, operational and financial effects, or a society perspective focusing on lower emissions and energy use. Few studies investigate the effects on the demand side of the market for container liner shipping. Hence, the aim of this study is to elaborate on the logistics consequences of slow-steaming, particularly the strategies that Swedish shippers purchasing deep sea container transport services employ to mitigate the effects of slow-steaming. Workshops and semi-structured interviews revealed that shippers felt they had little or no impact on sailing schedules and were more or less subject to container shipping lines' decisions. The effects of slowsteaming were obviously most severe for firms with complex supply chains, where intermediate products are sent back and forth between production stages on different continents. The shippers developed a set of strategies to cope with the low punctuality of containerised shipping, and these were categorised in the domains of transfer-the-problem, transport, sourcing and distribution, logistics and manufacturing, and product design. All firms applied changes in the transport domain, although the lack of service segmentation limited the effects of the strategy. Most measures were applied by two firms, whereas only one firm changed the product design.

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“…Numerous studies have shown that new corporate, technical and regulatory measures are needed to decarbonize the shipping industry (Bouman et al, 2017;Traut et al, 2018;Psaraftis, 2019a;Balcombe et al, 2019). Researchers have proposed several alternative fuels, including biofuels (Bengtsson et al, 2012), batteries (Lindstad et al, 2017), wind propulsion (Rehmatulla et al, 2017;Gilbert et al, 2018), and nuclear power (Schøyen and Steger-Jensen, 2017), and they have begun to investigate the drivers of energy conversion in the shipping environment (Geels, 2012;Mander, 2017). The new regulatory measures have also been intensively discussed by the maritime research community.…”

Section: Introductionmentioning

confidence: 99%

A review of law and policy on decarbonization of shipping

et al. 2022

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The carbon emission of shipping industry accounts for about 3% of the global total. With the continuous growth of international trade, the decarbonization and carbon neutralization of shipping industry has become an important direction for future development. New technologies, fuels and operational measures can help reduce the industry’s greenhouse gas emissions, but without appropriate laws and policies, it will be difficult to achieve the targets set by the industry. Therefore, this paper reviews the decarbonization laws and policies introduced by International Maritime Organization, the European Union and the national levels. Then, this paper reviews the literature from two aspects: applicability and evaluation of laws and policies, improvement of laws and policies. On this basis, we summarize the challenges of shipping in formulating laws and policies and suggestions for improving them. Among them, the most important problem is the coordination between unilateral regulation and uniform regulation. Finally, this paper proposes the development principles based on shipping decarbonization laws and policies, that is, to comply with the principle of “common but differentiated responsibilities”, to coordinate the relationship between international trade and international environmental protection, and to guarantee technical assistance to developing countries.

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Nuclear propulsion in ocean merchant shipping: The role of historical experiments to gain insight into possible future applications

Cited by 23 publications

References 43 publications

Alternative fuel options for low carbon maritime transportation: Pathways to 2050

Alternative fuel options for low carbon maritime transportation: Pathways to 2050

Swedish shippers’ strategies for coping with slow-steaming in deep sea container shipping

A review of law and policy on decarbonization of shipping

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