Planning zero-emissions ports through the nearly zero energy port concept

Sifakis, N.; Tsoutsos, Theocharis

doi:10.1016/j.jclepro.2020.125448

Cited by 73 publications

(33 citation statements)

References 185 publications

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“…Moreover, other possible users could be later included in the system, such as the public transport (e.g., buses, trains, ferries) and the internal transport in the port area (e.g., locomotives, forklifts, reach stackers, yard tractor, cranes, etc.) [18][19][20][21]. Figure 1 shows a simplified schematic of the analyzed hydrogen system.…”

Section: Proposed Plant Descriptionmentioning

confidence: 99%

Multi-Objective Optimization of a Hydrogen Hub for the Decarbonization of a Port Industrial Area

Pivetta

Dall’Armi

Taccani

2022

JMSE

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Green hydrogen is addressed as a promising solution to decarbonize industrial and mobility sectors. In this context, ports could play a key role not only as hydrogen users but also as suppliers for industrial plants with which they have strong commercial ties. The implementation of hydrogen technologies in ports has started to be addressed as a strategy for renewable energy transition but still requires a detailed evaluation of the involved costs, which cannot be separated from the correct design and operation of the plant. Hence, this study proposes the design and operation optimization of a hydrogen production and storage system in a typical Italian port. Multi-objective optimization is performed to determine the optimal levelized cost of hydrogen in environmental and techno-economic terms. A Polymer Electrolyte Membrane (PEM) electrolyzer powered by a grid-integrated photovoltaic (PV) plant, a compression station and two-pressure level storage systems are chosen to provide hydrogen to a hydrogen refueling station for a 20-car fleet and satisfy the demand of the hydrogen batch annealing in a steel plant. The results report that a 341 kWP PV plant, 89 kW electrolyzer and 17 kg hydrogen storage could provide hydrogen at 7.80 €/kgH2, potentially avoiding about 153 tCO2,eq/year (120 tCO2,eq/year only for the steel plant).

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Section: Proposed Plant Descriptionmentioning

confidence: 99%

Multi-Objective Optimization of a Hydrogen Hub for the Decarbonization of a Port Industrial Area

Pivetta

Dall’Armi

Taccani

2022

JMSE

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“…The methodology presented here is relevant for other innovative large subsea cargo drone concepts such as the subsea freight-glider [12]. The economic analysis present in this paper sets the stage and provides the inputs to perform sustainability assessments that consider the wider maritime transportation value chain, such as studies on the sustainability of port regions [23][24][25], enabling the future development of zero-emission and zero-pollution maritime ports. Driven by rising energy demand, CO 2 concentration in the atmosphere is expected to double by 2100 compared to 1960 levels [18]; the SST can contribute to mitigation of this in various ways.…”

Section: The Subsea Shuttle Tanker (Sst)mentioning

confidence: 99%

Technical–Economic Feasibility Analysis of Subsea Shuttle Tanker

Xing

Santoso

2021

JMSE

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This paper presents the technical and economic feasibility analysis of the subsea shuttle tanker (SST). The SST is proposed as an alternative to subsea pipelines and surface tankers with the primary purpose of transporting CO2 autonomously underwater from onshore facilities to subsea wells for direct injection at marginal subsea fields. In contrast to highly weather-dependent surface tanker operations, the SST can operate in any condition underwater. The technical–economic analysis is performed in two steps. First, the SST’s technical feasibility is evaluated by investigating designs with lower and higher capacities. The purpose is to observe the appearance of technical limits (if present) when the SST is scaled down or up in size. Second, an economic analysis is performed using the well-reviewed cost models from the publicly available Zero Emissions Platform (ZEP) and Maritime Un-manned Navigation through Intelligence in Networks (MUNIN) D9.3 reports. The scenarios considered are CO2 transport volumes of 1 to 20 million tons per annum (mtpa) with transport distances of 180 km to 1500 km in which the cost per ton of CO2 is compared between offshore pipelines, crewed/autonomous tanker ships, and SST. The results show that SSTs with cargo capacities 10,569 m3, 23,239 m3, and 40,730 m3 are technically feasible. Furthermore, the SSTs are competitive for short and intermediate distances of 180–750 km and smaller CO2 volumes of 1–2.5 mtpa. Lastly, it is mentioned that the SST design used the DNVGL Rules for Classification for Naval Vessels, Part 4 Sub-surface ships, Chapter 1 Submarine, DNVGL-RU-NAVAL-Pt4Ch1, which is primarily catered towards military submarine design. It is expected that a dedicated structural design code that is optimized for the SST would reduce the structural weight and corresponding capital expenditure (CAPEX).

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“…This includes conversion and retrofitting equipment, operational changes to increase energy efficiency, changes in individual employee behaviour, and process redesign [46]. Automation of services and operations has also been linked to increased efficiency; specifically, automatic mooring systems used to berth ships, which can reduce the berthing time by over an hour [61,62]. The use of new lighting technologies and implementation of motion sensors are also leading to reduced energy consumption, as 5% of energy consumption in ports is caused by lighting [63][64][65].…”

Section: Energymentioning

confidence: 99%

Development of Framework for Improved Sustainability in the Canadian Port Sector

2021

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Canada Port Authorities (CPAs) are federal entities responsible for managing Canadian Ports with local, national, and international strategic importance. Despite their connection to the Government of Canada, the CPAs inconsistently report sustainability performance and are absent from Canada’s Federal Sustainable Development Strategy (FSDS)—a national strategy to operationalize the United Nation’s (UN) Sustainable Development Goals (SDGs). Sustainability initiatives currently used by CPAs only contribute towards attaining 14 of 36 relevant SDG targets, suggesting the need for an additional sustainability framework to achieve the remainder of these targets. This paper proposes a port-specific framework based on disclosures from the Global Reporting Initiative (GRI) to fill performance gaps in current sustainability initiatives. Disclosures were selected in an iterative process based on literature and industry best practices. The framework provides a unified approach for both CPAs and policymakers to attain SDG targets relevant to the Canadian port sector and align sustainability performance with Canada’s FSDS.

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Planning zero-emissions ports through the nearly zero energy port concept

Cited by 73 publications

References 185 publications

Multi-Objective Optimization of a Hydrogen Hub for the Decarbonization of a Port Industrial Area

Multi-Objective Optimization of a Hydrogen Hub for the Decarbonization of a Port Industrial Area

Technical–Economic Feasibility Analysis of Subsea Shuttle Tanker

Development of Framework for Improved Sustainability in the Canadian Port Sector

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