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Energy and Environmental Markets
Published in Anco S. Blazev, Power Generation and the Environment, 2021
The main use of crude oil is as a transportation fuel and to make it into other products. There are many products that are derived from crude oil, but fuels including gasoline, diesel fuel, jet fuel, bunker fuel and kerosene, are the main final products. Those fuels provide power for the internal combustion engines in cars, trucks, boats and trains, and are also used to generate electricity. Crude oil is also used to make fertilizers and pesticides, plastics, waxes, tar, sulfuric acid, asphalt, petroleum coke (solid fuel) and paraffin wax, synthetic rubbers, cosmetics and perfumes, industrial solvents, and in liquid fuels such as butane and propane, which are used in special commercial applications (and in home grills).
Maritime Transportation and Ports
Published in Yeqiao Wang, Coastal and Marine Environments, 2020
Historically, ships have burned the dirtiest type of fuel, bunker fuel. Pollutants from this source include sulfur oxides, nitrogen oxides carbonaceous aerosols, and ozone.[9] Particulate-matter emissions for this fuel source have been associated with asthma, heart attacks, lung cancer, and other illnesses. Terminal operations, too, emit pollutants and new regulations are requiring ports to upgrade their equipment. “Cold ironing,” for example, allows ships to utilize shore power rather than relying on their own shipboard power plants. This results in lower emissions at the port and provides the opportunity to utilize cleaner energy from the power utility.
Biomass and Waste Gasification in AFB Reactor
Published in Naim Hamdia Afgan, Maria da Graça Carvalho, New and Renewable Energy Technologies for Sustainable Development, 2020
Z. Skala, L. Ochrana, Nguyen Van Tuyen
Solid fuel (biomass, waste) is fed to fuel bunker 1 through screen mesh 20 mm × 20 mm. Bunker capacity allows the generator to be operated at full load for 4 to 5 hours. The bunker is equipped with rake 2 for disintegration of crust and evenness of fuel delivery. Then fuel is fed into generator by worm conveyor 3 with frequency controller. Moisture content of fuel must not exceed 20%. A grate is built in the bottom part of the generator. Air is delivered by blower 5 via air electrical heater 10. Secondary air inlet is 1 m above the grate and tertiary air inlet is at the height of 2.1m.
Modelling the effects of emission control areas on shipping company operations and environmental consequences
Published in Journal of Management Analytics, 2021
Wang et al. (2015) estimated that a = 522.92 and b = 2.77×10−7. In addition, Wang et al. (2015) suggested that the conduct parameter (i.e. level of competition) is δ = 0.8 and that n = 10. In this case study, we consider two cases. In Case 1, high-sulphur fuel (bunker fuel) is used outside the ECA and LSFO is used inside the ECA, where the sulphur content for these fuels is 3.5% by mass and 0.5% by mass, i.e. Sh=3.5, Sl=0.5, respectively. In Case 2, LSFO is used outside the ECA and low-sulphur marine gas oil (LSMGO) is used inside the ECA, where the sulphur content for these fuels is 0.5% by mass and 0.1% by mass, i.e. Sh = 0.5% and Sl = 0.1%, respectively. We also assumed that the prices for these three fuels are US$300/t, US$500/t, and US$600/t, respectively. According to the service charge list for Shanghai port, we assumed µ = US$10/t. Because our study did not focus on a specific route, we assumed that d = 2000nm and de 200 nm.
A systematic review of resilience in the maritime transport
Published in International Journal of Logistics Research and Applications, 2023
In Figure 3, we can see three clusters highlighted in different colours. The first cluster contains the following keywords: robustness, scenario-based preference modelling, strategic planning, and multi-criteria analysis. When analyzing the contents of these papers in depth, most of them are about disruption mitigation strategies, especially during disruptive events (Fedi et al. 2022; Hein and Schubert 2021; Kalogeraki et al. 2018; Kwesi-Buor, Menachof, and Talas 2019; Li, Qi, and Lee 2015; Qi and Lee 2015; Zhou et al. 2022). Avci (2019) discussed supply chain recovery cost and time in the shipping industry using simulation optimisation. During the COVID-19 pandemic, Praharsi et al. (2021) implemented a Lean Six Sigma framework to recover maritime sectors. De, Wang, and Tiwari (2021) investigated fuel bunker management strategies under disruption, where they highlighted the application of sustainability in container shipping. Besides, Abioye et al. (2021) constructed a novel model to solve vessel schedule disruptions. Some papers focused on maritime recoveries in the context of COVID-19 (Cuong et al. 2022). Chua et al. (2022) examined recovery measures and focused on maritime resilience during the pandemic. On the other hand, several researchers looked for resilient solutions based on the maritime supply chain. For example, Mańkowska et al. (2021) illustrated the pandemic's effects. Toygar, Yildirim, and İnegöl (2022) looked into the lack of empty containers during COVID-19. Bathke et al. (2022) found that employing foresight techniques would increase the resilience of shipping companies. Considering capacity problems and port conflict, Rogerson, Svanberg, and Santén (2022) analyzed different resilience strategies.
Liner ship scheduling with time-dependent port charges
Published in Maritime Policy & Management, 2022
Jianfeng Zheng, Xuejing Hou, Jingwen Qi, Lingxiao Yang
Figure 5 shows the results in Case 4 for various fuel prices. In this case, the total cost is a linear function of the fuel price. Moreover, the fuel price has an obvious impact on ship speed, as well as the number of deployed ships. When the fuel price is low, we can accelerate ship speed in order to reduce the number of deployed ships, and then the trade-off between the fuel (bunker) cost and fixed ship operating cost can be balanced. In practice, liner shipping companies should properly alter the decision of ship scheduling, in accordance with fuel price fluctuations.