The importance of economies of scale for reductions in greenhouse gas emissions from shipping

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

doi:10.1016/j.enpol.2012.03.077

Cited by 83 publications

(52 citation statements)

References 8 publications

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“…The explanation is that the dry bulkers perform 40 % of total world sea freight work (Lindstad et al, 2012) and a large share of the vessels which have passed through the North East Sea Route since 2010. The main commodities transported by dry bulkers are: Iron ore, coal, grain, fertilizer, alumina, aggregates, and other minerals.…”

Section: Data Setmentioning

confidence: 99%

“…A typical small dry bulker will have a dead weight (dwt) of 20 -25 000 ton, where dwt expresses the maximum amount of cargo the vessel can carry, while the largest ones has dead weight of up to 400 000 ton. In this study we have assumed equal operational profiles and 50/50 between loaded and ballast sailings (Lindstad et al 2012;Lindstad et al 2013a). This implies that the vessels either will go back empty or be ballasted a similar distance to be loaded again and in both cases, our cost figures includes loading and discharging.…”

Section: Data Setmentioning

confidence: 99%

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Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

2016

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This paper assesses costs, emissions, and climate impact by freight shipping in the Arctic with main focus on the Northern Sea Route. The entire route lies in Arctic waters, which due to global warming, has become ice free during summer and autumn. The route goes from the Atlantic Ocean to the Pacific Ocean along the Russian Arctic coast and reduces voyage distance by 40 % between Northern Europe and Japan. Traditionally, comparisons of the climate impact of transport solutions have been based on fuel consumption and carbon dioxide (CO2), while other trace emissions in the exhaust gas have been ignored. It is becoming increasingly well-known however, that aerosols, and their precursors emitted from shipping are strong climate forcers, with a magnitude that is intimately connected to the specific region of emission. Taking into account these considerations, we apply region-specific Global Warming Potential (GWP) characterization factors to estimate the relative magnitude of the short-lived climate forcers in the Arctic compared to traditional shipping regions and to the impact of CO2 emissions in light of reduced overall fuel consumption. The results indicate that there are no general climate benefits of utilizing the Northern Sea Route, even with cleaner fuels, since the additional impact of emissions in the Arctic more than offsets the effect of shorter voyages. In terms of climate change mitigation, managing this trade-off will be challenging, as the Northern Sea Route offers cost savings per ton of freight transported. Corresponding author: Haakon@marintek.sintef.no 2

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Section: Data Setmentioning

confidence: 99%

Section: Data Setmentioning

confidence: 99%

Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

2016

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“…As well, in order to achieve the EU goals concerning emissions of air pollutants from transport [30,37], manufacturers should aim to decrease the usage of fossil fuels [99], whilst designing more fuel efficient-vehicles. With respect to maritime transport, even if CO 2 discharges per 1 tonne/kilometer are up to five times less in inland waterway carriage than road transport [57], replacing current fleet with bigger vessels may be considered in terms of the decrease in greenhouse gases [23]. Therewith, investments within airport and maritime port infrastructure should be speeded up.…”

Section: Concluding Remarks and Policy Implicationsmentioning

confidence: 99%

Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

et al. 2018

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This paper examines the nexus between the main forms of transport, related investments, specific air pollutants, and sustainable economic growth. The research is important since transport may act as a facilitator of social, economic, and environmental development. Based on data retrieved from Eurostat, Organisation for Economic Co-operation and Development (OECD), and World Bank, the output of fixed-effects regressions for EU-28 countries over 1990-2016 reveals that road, inland waterways, maritime, and air transport infrastructure positively influence gross domestic product per capita (GDPC), though a negative link occurred in the case of railway transport. As concerning investments in transport infrastructure, the empirical results exhibit a positive impact on economic growth for every type of transport, except inland waterways. Besides, emissions of CO 2 from all kind of transport, alongside other specific air pollutants, negatively influence GDPC. The fully modified and dynamic ordinary least squares panel estimation results reinforce the findings. Further, in the short-run, Granger causality based on panel vector error correction model pointed out a unidirectional causal link running from sustainable economic growth to inland waterways and maritime transport of goods, albeit a one-way causal link running from the volume of goods transported by air to GDPC. As well, the empirical results provide support one-way short-run links running from GDPC to investments in road and inland waterway transport infrastructure. In addition, a bidirectional short-run link occurred between carbon dioxide emissions from railway transport and GDPC, whereas unidirectional relations with economic growth were identified in the case of carbon dioxide emissions from road and domestic aviation. In the long-run, a bidirectional causal relation was noticed between the length of the railways lines, investments in railway transport infrastructure, and GDPC, as well as a two-way causal link between the gross weight of seaborne goods handled in ports and GDPC.

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“…Although this will not improve the EEDI, it will reduce the greenhouse gas emissions of the fleet when sailing slower and bigger vessels and more importantly will also reduce the cost per ton cargo transported (Lindstad et al, 2012).…”

Section: Size Shiftmentioning

confidence: 99%

Are the new fuel-efficient bulkers a threat to the old fleet?

Pruyn

2017

MABR

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Purpose The purpose of this paper is to investigate whether the headlined eco-bulkers ordered in 2012 and 2013 are posing a threat to the less-efficient ships ordered at the end of the boom in 2008 and 2009. Design/methodology/approach This paper will first investigate the drivers for the interest in such low-emission, low-speed bulker as well as the more general history of bulker designs. This is followed by a study on the vessels delivered between 2005 and 2014, based on eight parameters representing fuel efficiency, speed and hydromechanics properties. Within these results, evidence is sought for a significant change in the qualities of the vessels delivered after the last boom. Findings The data showed that at least till present, no significant changes could be discovered between 2014 and the earlier years. This indicates that either because of the long delivery times at the end of the boom, such vessels are still to be delivered, or that they were not ordered in an amount large enough to change the trend. For the future, this fact and the changes in vessel design resulting from the introduction of the energy efficiency design index (EEDI) in 2017 and the large fluctuations in the fuel prices will be interesting to keep monitoring the developments in the eight studied parameters. Originality/value This paper extends (in time) and improves (number of variables studied) a number of earlier studies on average qualities of the world fleet. It studies both the composition and the changes in average properties of the ships produced each year. It allowed the author to discover and explain the trends that would not have been evident when studying ships as single units or as the result of a business opportunity optimisation. Most important of which is the fact that, on average, ships produced are optimised for the current economic conditions and are not taken into consideration for future trends and scenarios.

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The importance of economies of scale for reductions in greenhouse gas emissions from shipping

Cited by 83 publications

References 8 publications

Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

Economic savings linked to future Arctic shipping trade are at odds with climate change mitigation

Empirical Evidence from EU-28 Countries on Resilient Transport Infrastructure Systems and Sustainable Economic Growth

Are the new fuel-efficient bulkers a threat to the old fleet?

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