Reductions in greenhouse gas emissions and cost by shipping at lower speeds

Lindstad, Elizabeth; Asbjørnslett, Bjørn Egil; Strømman, Anders Hammer

doi:10.1016/j.enpol.2011.03.044

Cited by 227 publications

(119 citation statements)

References 11 publications

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“…We need assessment of costs and fuel consumption, see Lindstad et al (2011) and limiting our attention to the vessels and their use, not including port side consequences. The annual fuel consumption can be divided into three (3) parts: fuel consumption for sailing outside an ECA, for sailing inside ECA and during port stays.…”

Section: Methodsmentioning

confidence: 99%

Assessment of cost as a function of abatement options in maritime emission control areas

Lindstad

Sandaas²,

Strømman

2015

Transportation Research Part D: Transport and Environment

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This paper assesses cost as a function of abatement options in maritime emission control areas (ECA). The first regulation of air pollutions from ships which came into effect in the late 1990's was not strict and could easily be met. However the present requirement (2015) for reduction of Sulphur content for all vessels, in combination with the required reduction of nitrogen and carbon emissions for new-built vessels, is an economic and technical challenge for the shipping industry.Additional complexity is added by the fact that the strictest nitrogen regulations are applicable only for new-built vessels from 2016 onwards which shall enter US or Canadian waters. This study indicates that there is no single answer to what is the best abatement option, but rather that the best option will be a function of engine size, annual fuel consumption in the ECA and the foreseen future fuel prices. However a low oil price, favors the options with the lowest capex, i.e.Marine Gas Oil (MGO) or Light Fuel Oil (LFO), while a high oil price makes the solutions which requires higher capex (investments) more attractive.

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Section: Methodsmentioning

confidence: 99%

Assessment of cost as a function of abatement options in maritime emission control areas

Lindstad

Sandaas²,

Strømman

2015

Transportation Research Part D: Transport and Environment

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“…In work closest to our own, Cariou (2011) determines breakeven prices for fuel costs given tradeoffs with inventory and ship costs to assess the practicality of Slow steaming impacts on ocean carriers and shippers slow steaming. In addition, Lindstad et al (2011) model vessel and shipper pipeline inventory costs given slower vessel speeds, also depicting balances between cost and emission reductions. Still, these studies do not attempt to specifically resolve inequities between carriers and shippers.…”

Section: Ac a D E M I C R E S E A R C Hmentioning

confidence: 99%

Slow steaming impacts on ocean carriers and shippers

2013

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A b s t r a c t Ocean container carriers have implemented slow steaming (reduced vesselspeeds) in recent years to improve fuel efficiency and lower greenhouse gas emissions. However, many shippers oppose the practice due to increased pipeline inventory associated with longer transit times. Given this conflict, this article seeks to quantify the costs and benefits of slow steaming relative to carriers and shippers. We simulate a high volume AsiaNorth America container trade lane to estimate slow steaming impacts under different vessel speeds, volumes and fuel prices. Under current conditions, the results justify slow steaming practices, revealing extra slow steaming as the most beneficial vessel speed with a 20 per cent reduction in total costs and a 43 per cent reduction in carbon dioxide emissions. Extra slow steaming is also optimal for future volumes and a wide range of fuel prices. Furthermore, the results detail carrier and shipper cost trade-offs, thus offering practical evidence and transparency to the industry on how to create financial equity in facilitating contractual-based agreements for vessel speed standards.

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“…We need assessment of costs, emissions and fuel consumption, see Lindstad et al (2011;2015b;2016) and limit our attention to the vessels and their use, i.e. we do not include port side consequences.…”

Section: Model Descriptionmentioning

confidence: 99%

Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

Lindstad

Eskeland

2016

Transportation Research Part D: Transport and Environment

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Emission regulations for Sulphur oxides (SOx) and nitrogen oxides (NOx) are motivated by health-and other environmental objectives in local and regional settings, while global warming concerns motivate policies for carbon dioxide (CO2). We point out that the direction chosen by the International Maritime Organization (IMO) -to tighten SOx and NOx limits globally -carries important risks. First, extending to a global setting the present regulations in coastal emission control areas (ECAs, in North America and Northern Europe)gives negligible or negative environmental benefits, and raises global warming impacts.Second, 'end-of-pipe' solutions, such as scrubbing and tuning, become dominant responses, and they reduce energy efficiency. Third, the adoption of these end-of-pipe solutions carry risks of deflecting attention from development of cleaner fuels and improving energy efficiency. Distinguishing local environmental benefits from global ones is important in general, and our research concludes that in the case of shipping, this distinction better serves the needs of the local environment, the global climate, and conserves on abatement costs.

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Reductions in greenhouse gas emissions and cost by shipping at lower speeds

Cited by 227 publications

References 11 publications

Assessment of cost as a function of abatement options in maritime emission control areas

Assessment of cost as a function of abatement options in maritime emission control areas

Slow steaming impacts on ocean carriers and shippers

Environmental regulations in shipping: Policies leaning towards globalization of scrubbers deserve scrutiny

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