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Improving the environmental performance of shipping and maritime transport - Highlights of the maritime emissions workshop
Published in C. Guedes Soares, T.A. Santos, Trends in Maritime Technology and Engineering Volume 2, 2022
E. Altarriba, S. Rahiala, T. Tanhuanpää, M. Piispa
Reducing the greenhouse gas intensity of marine fuels is also part of the Fit for 55-package (EU, 2021). This initiative, called the FuelEUMaritime, is proposed to come into force in 2025 (-2%) from the 2020 level, after which the restrictions will be tightened over five-year periods and will reach -75% in 2050. This obligation explicitly obliges the use of alternative fuels and does not consider other emission reduction methods, such as increasing energy efficiency etc. The obligation applies to the same fleet as the ETS, but the emissions coverage is wider, including CO2, CH4 and N2O. The FuelEUMaritime also considers life-cycle greenhouse gas emissions of the fuels, contrary to the ETS (EU, 2021). In addition, from 2030 onwards, container and passenger ships will have to use shore power (Coppola et al., 2016) or zero-emission technology in ports.
Sustainability issues in maritime transport
Published in Dong-Ping Song, Container Logistics and Maritime Transport, 2021
The Clean Truck Program introduces a progressive ban on the trucks that did not meet the emission standards. The Vessel Speed Reduction Program offers financial incentives for vessels to slow down below 12 knots when entering the harbour. The Shore Power Program requires vessels to plug into the electrical grid while handling cargo instead of idling their auxiliary engines, which essentially eliminates emissions from vessels at berth. According to the 2018 Inventory of Air Emissions Report at the port of Los Angeles, the port is meeting or exceeding all 2023 targets for reducing primary pollutants although cargo volumes continue to rise. Specifically, in 2018, the primary pollutants, sulphur oxides, nitrogen oxides, diesel PM, and GHG have already been 98%, 60%, 87%, and 10% below the 2005 levels, respectively (Mishra 2019).
Electric On-Road Transportation
Published in Clark W. Gellings, 2 Emissions with Electricity, 2020
Shore-power TSE systems have on-board HVAC systems (and other amenities) and plugs on the truck so the truck can use AC power from any 120 V outlet. However, many places that trucks idle do not have convenient outlets. Infrastructure for this type of TSE is much less extensive than with off-board TSE. The main challenge for shore-power TSE systems is the modification of sleeper cabs or facilitating the ability for new sleeper cabs to be appropriately equipped. Current industry trends suggest that trucks will, in the future, be equipped with diesel auxiliary power units and wired to accept shore power. This preserves the ability to run appliances when shore power is not available, while providing the opportunity to take advantage of lower cost and lower maintenance shore-power when available.
Shore power management for green shipping under international river transportation
Published in Maritime Policy & Management, 2022
Wenwei Yin, Shiliang Wu, Xizeng Zhao, Chenci Shu, Yi Xiao, Guanqiong Ye, Wenming Shi, Xuehao Feng
Port companies not only concentrate on economic profits but also pay attention to pollutant emission reduction from the view of corporate social responsibility. Many port companies set Green Port as one of their targets in their long-term development plan. Inland ports along rivers, in particular, face higher pressure in terms of GHG emission reduction due to public health. The supply of shore power not only contributes to pollutant emission reduction but also improves port competitiveness by providing vessels with more options for energy supply. Specifically, if vessels use shore power, then the number of refuelings could be reduced, which can save the sailing time of vessels, who may have better cooperation with these ports. However, port companies need to invest in the facilities of shore power in the berths, which may increase their monetary cost, and they may need to bear the long invest payback period because they could not compel vessels to use shore power and they may have to face consequences due to uncontrollable parameters, such as electricity price and oil price.
A review of corporate sustainability drivers in maritime ports: a multi-stakeholder perspective
Published in Maritime Policy & Management, 2020
Mehrnaz Ashrafi, Tony R. Walker, Gregory M. Magnan, Michelle Adams, Michele Acciaro
This innovation was adopted as a result of both market pressure and competitor pressure. In the first instance, Princess Cruise Lines, followed by its sister company Holland America, brought the idea of shore power to Vancouver after being prompted to reduce its air emissions at the popular cruise destination of Juneau, Alaska. Pressure was also brought to bear by the San Pedro Bay Ports, which is an inlet on the Pacific Ocean coast of Southern California, USA, where this technology was already in place (Hall, O’Brien, and Woudsma 2013) and was considered to be a competitor to the Port of Vancouver. In 2009, the new shore power facility at the Canada Place cruise ship terminal at the Port of Vancouver became the first in Canada and third in the world to offer shore power for cruise ships. Shore power enables ships to plug into land-based electrical power grid and shut down their diesel generators while docked. It reduces fuel consumption of ships while at berth, thereby reducing air emissions in the port area. It also reduces noise associated with auxiliary engines of ships at berth (Port of Vancouver 2018). Ports can adopt other CS strategies to incentivize the use of shore power, for example, through subsidizing the electricity price or offering a discount rate on port dues. For instance, the Port of Gothenburg in Sweden currently charges no fee for the shore power provided. Also, vessels connected to an onshore power supply are given a higher score in the indexes on which the environmentally discounted port charge is based (Bergqvist and Monios 2019).