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1.
The shipping sector is required to reduce fuel sulphur content to 0.1% in Emission Control Areas by 2015 and to 0.5% globally by 2020. Although this is demanding, a greater challenge for all sectors is climate change. However, the three options to comply with sulphur regulation do little to address this challenge. With a deep-seated change to the type of fuel burnt in marine engines, this should be seen as an opportunity to explore co-benefits of sulphur and carbon reduction – instead of taking a short-sighted approach to the problem. It is argued here that the upcoming sulphur regulations should be postponed and instead, a co-ordinated suite of regulations should be implemented that tackles cumulative CO2 emissions and localised SOx emissions in chorus. This would ensure that less developed, yet more radical, step-change forms of propulsion such as wind, battery and biofuels are introduced from the outset – reducing the risks of infrastructure lock-in and preventing the lock-out of technologies that can meaningfully reduce absolute emissions from the sector.  相似文献   

2.
Low carbon shipping research focuses on energy efficiency and mitigation measures related to operations and technology. However, reducing energy use and greenhouse gas emissions associated with a vessel’s material production receives limited attention. Material efficiency is defined as “providing material services with less material production and processing”. The current business model for ship building and breaking does not embrace fully material efficiency principles. Exploring a case study of a vessel's steel hull, this study applies a Life Cycle Assessment approach to determine the effectiveness of material efficiency to reduce CO2 emissions. When compared to Business as Usual, designing and manufacturing for 100% hull reuse provides an emissions reduction of 29% from 221,978 t CO2 to 158,285 t CO2; 50% reuse provides a 10% reduction (199,816 t CO2). From a technical and safety perspective there remain key barriers that need addressing: a vessel’s hull would require to be designed for dismantling to improve reuse; the operation and maintenance schedule must ensure the value of the steel is retained and; data must flow between key stakeholders on the quality of the steel. Despite these challenges, progressing material efficiency would require different business models that reach out and integrate the whole supply chain. There is a need for public and privately funded demonstration projects at a range of scales and markets, to provide investors the confidence that there is retained value in the steel hull when it reaches its end-of-life.  相似文献   

3.
CO2 emissions from international shipping, which are currently unregulated, are predicted to rise dramatically if no regulations are implemented. International bunker fuel emissions have been excluded from the Kyoto Protocol; the UNFCCC conference in Copenhagen also failed to bring about clear directions on how to proceed with these emissions.  相似文献   

4.
The air pollutant emissions of the ships at port represent a small percentage of the overall emissions from shipping however they are concentrated in a small area. In Mytilene, Lesvos, the port is located within the city limits, resulting in air pollution, congestion and noise, especially during the tourist season. The aim of this study is to estimate the quantities of particulate matter and CO2 emitted by ships in the port of Mytilene and to explore the potential of shore side electricity to reduce the emissions. The emissions were estimated using the bottom–up methodology, based on the activity of the ships in the port (berthing, maneuvering). Simulation of renewable energy sources was made using Homer Energy microgrid simulation software. The results showed that between the 10th and 20th of August 2012, there were 40 calls of passenger ships, tankers and bulk carriers in the port of Mytilene, emitting 441 kg of PM10 and 282 metric tonnes of CO2. About 63% of PM10 and 77% of CO2 were emitted at the berthing phase and the remaining during the maneuvering. These emissions could be reduced by providing electricity to the ships from a hybrid renewable energy system with wind turbines and photovoltaics, connected to the grid. Simulations showed that the total energy requirements of the ships in the port of Mytilene could be covered by four 1.5 MW wind turbines combined with a 5 MW photovoltaics. With this configuration, renewable energy will exceed the ships' electricity needs for most of the time in order not to increase the power station's load. The excess energy could be fed to the islands' grid, so a costly battery storage system is not necessary to handle the variations of alternative energy. In this way, a considerable reduction of the CO2 and PM10 emissions by the ships in the port occurs, providing a viable solution for a cleaner and healthier environment.  相似文献   

5.
Particulate matter (PM) emissions from ships in ports are a major contributor to air pollution and smog in port cities. The issue of how to reduce PM emissions has become a critical concern for port city residents and governments. This paper establishes an incentive policy to reduce PM emissions from ships in ports. Using a Panamax bulk carrier as a case study, eight alternative approaches that could be adopted by shipping companies are compared and their operational benefits are estimated. By restricting the analysis to emission control areas (ECAs), the net present value (NPV) model shows that the diesel particulate filter (DPF) is the most advantageous approach with the highest NPV, while the exhaust gas scrubber (EGS) approach is the most economically inefficient. Meanwhile, due to DPF's excellent performance in PM abatement, it is suggested that governments should prioritize the DPF approach when promoting the application of emission reduction technologies. From the perspective of social welfare, a positive social benefit of about US $20,000 will be generated over the life cycle of a ship. However, a low government pricing in China will reduce shipping companies’ operational performance as the emission control zone (ECZ) gradually expands. As a result, an appropriate subsidy scheme is necessary to encourage shipping companies to apply emission reduction technologies.  相似文献   

6.
Projected growth in the international shipping industry is set to outstrip CO2 reductions arising from incremental improvements to technology and operations currently being planned and implemented. Using original scenarios, this paper demonstrates for the first time that it is possible for a nation's shipping to make a fair contribution to meeting global climate change commitments, but that this requires transformation of the sector. The scale and nature of technology change varies depending on the level of demand and how this is satisfied. The scenarios show that to develop successful marine mitigation policy, it is essential to consider the interdependencies between ship speed, level and pattern of demand for services, and the extent and rate of innovation in propulsion technology. Across the scenarios, it is difficult to foresee how deep decarbonisation can be achieved without an immediate, fleet-wide speed reduction; and a land-based energy-system transition strongly influences shipping demand, which in turn, influences the extent of required low-carbon propulsion technology change. Setting the industry on a 2 °C heading requires multifaceted and near-term changes in the shipping sector, but these are unlikely to materialise without a major shift by stakeholders to realise new and innovative deep decarbonisation policies in the coming decade.  相似文献   

7.
Maritime transport has become well developed in Taiwan, which is located in the western Pacific Rim. Following the model of traditional maritime nations, Taiwan's government enacted some shipping-friendly measures to help the industry in its early expansion stage. Nevertheless, government authorities have taken actions to liberalize the operations of the maritime-transport sector over the past 10 years. This paper focuses on how the liberalization measures were proposed and implemented including the process and reasons behind the formulation of governmental policies, the interaction between domestic shipping operators and the government. In addition, this paper presents a comprehensive review of the liberalization policy's impact on domestic maritime transport operators.  相似文献   

8.
About half of the world's oil supply, a fifth of coal supply and a tenth of natural gas supply are traded by ship. Accordingly, any significant shift in the size and shape of the global energy system has important consequences for shipping, which underpins international trade and supports economic development. The Paris Agreement requires an acceleration of the drive towards energy system decarbonisation. Yet, the International Maritime Organisation's understanding of the future is more in line with the high-carbon scenarios analysed here. This paper is a first comprehensive and global assessment of implications of fundamental changes to global and regional energy systems for international shipping, under-researched in energy scenarios consistent with deep decarbonisation. It concludes that, despite uncertainties (particularly with negative emission technologies), fossil fuel trade by the middle of the century will almost certainly be significantly lower under low-carbon than under high-carbon scenarios, and (for oil and coal) lower than in 2012. As to bioenergy and captured carbon dioxide, while their supply is expected to increase during a low-carbon transition, worldwide shipped trade in these commodities will not necessarily grow, based on the analysis in this paper. In other words, if the low-carbon futures envisioned in the Paris Agreement materialise, energy-related shipping will likely decline (by a quarter for oil and by 50% for coal in the median < 2 °C scenarios by 2050), with significant ramifications for policies and regulation in the shipping sector and international trade.  相似文献   

9.
Results from numerical experiments with an atmosphere-ocean general circulation model coupled to the carbon evolution cycle are analyzed. The model is used to carry out an experiment on the simulation of the climate and carbon cycle change in 1861–2100 under a specified scenario of the carbon dioxide emission from fossil fuel and land use. The spatial distribution of vegetation, soil, and oceanic carbon in the 20th century is generally close to available estimates from observational data. The model adequately reproduces the observed growth of atmospheric CO2 in the 20th century and the uptake of excess carbon by land ecosystems and by the ocean in the 1980s and 1990s. By 2100, the atmospheric CO2 concentration is calculated to reach 742 ppmv under emission and land-use scenario A1B. The feedback between climate change and the carbon cycle in the model is positive, with a coefficient close to the mean of all the current models. The ocean and land uptakes of the CO2 emission by 2100 in the model are 25 and 19%, which are also close to the mean over all models.  相似文献   

10.
In order to expand registered fleet tonnage and strengthen ship management, China began to introduce a special tax-free ship registration (STFSR) policy in July 2007. However, more than eight years following its implementation, the policy ended in complete failure at the end of 2015. This paper comprehensively evaluates the main content and implementation process of the Chinese STFSR policy, analyzes the effects of the policy, and summarizes the concrete reasons for the policy's failure and lessons to be learnt. A new governance framework is being designed and future directions are being developed to explore how the government can implement a successful ship registry policy. This research is intended to provide new ideas and information to the Chinese shipping industry's policymakers and stakeholders in order to handle the “flagging out” problem, thereby mitigating the current adverse situation of ship flagging overseas while strengthening the management of ship operation.  相似文献   

11.
This paper summarises research and options for sustainable sea transport in Oceania with a focus on domestic shipping. This debate is situated initially within the context of the current Pacific domestic shipping scenario, a region of minute economies connected by some of the longest sea transport routes in the world. All current options are fossil fuel powered and increasingly uneconomic and unsustainable. Many routes are marginal or unviable and a vicious cycle of old ships replaced with old ships prevails. Although a central and essential issue of many Pacific communities, the option of pursuing sustainable sea transport is currently invisible within the policy space at all levels. Various renewable energy options are possible and increasingly available. Recent research finds that these have strong potential for providing benefits across multiple wellbeings. The barriers to pursing this agenda are complex and poorly understood but are perceptual and institutional more than technological. A small number of critical experiments during the last oil crisis provide critical lessons and direction.  相似文献   

12.
The implications of Arctic sea ice decline on shipping   总被引：1，自引：0，他引：1  
Although a ‘blue’ Arctic Ocean is predicted in the summertime to occur from the middle of this century, current rates of warming indicate an earlier realization. Also, routes along the coast of Siberia will be navigable much earlier. However, before the Arctic routes can reliably be used on a large scale for transit by shipping along its passages, more investments are required on infrastructure and the provision of marine services to ensure the safe and secure transit of shipping with minimal environmental impact.  相似文献   

13.
The Canadian Model of Ocean Carbon (CMOC) has been developed as part of a global coupled climate carbon model. In a stand-alone integration to preindustrial equilibrium, the model ecosystem and global ocean carbon cycle are in general agreement with estimates based on observations. CMOC reproduces global mean estimates and spatial distributions of various indicators of the strength of the biological pump; the spatial distribution of the air-sea exchange of CO2 is consistent with present-day estimates. Agreement with the observed distribution of alkalinity is good, consistent with recent estimates of the mean rain ratio that are lower than historic estimates, and with calcification occurring primarily in the lower latitudes. With anthropogenic emissions and climate forcing from a 1850-2000 climate model simulation, anthropogenic CO2 accumulates at a similar rate and with a similar spatial distribution as estimated from observations. A hypothetical scenario for complete elimination of iron limitation generates maximal rates of uptake of atmospheric CO2 of less than 1 PgC y−1, or about 11% of 2004 industrial emissions. Even a ‘perfect’ future of sustained fertilization would have a minor impact on atmospheric CO2 growth. In the long term, the onset of fertilization causes the ocean to take up an additional 77 PgC after several thousand years, compared with about 84 PgC thought to have occurred during the transition into the last glacial maximum due to iron fertilization associated with increased dust deposition.  相似文献   

14.
The relatively remote and geographically isolated lower southern Lau islands of Fiji rely on maritime transportation for their economic success and social wellbeing. This paper explores the feasibility of implementing a Material Flow Management (MFM) framework to sustainable shipping and the possibilities for addressing the socio-economic development needs of the relevant island communities. The research question is: how can a regional MFM framework for hybrid powered maritime vessels be implemented effectively to promote ecological quality improvements and local added value for Fiji's lower southern Lau islands? The mixed methods research uses a quasi-experimental design, with most data collected on site during a March 2015 field study of the lower southern Lau route. The findings are applied to a tailor-made MFM framework that demonstrate the viability and effectiveness in achieving seven key aims: (1) activate regional potential; (2) increase system efficiency; (3) decrease operating costs; (4) create stakeholder network; (5) create and maintain jobs; (6) support innovative small and medium enterprises (SMEs); and (7) create sustainable economy/society. The results validate the MFM framework as a potential model of sustainable sea transport for this particular route that can be expanded upon for other domestic and regional shipping routes. The author concludes that further research and the development of pertinent socio-economic indicators based on these findings will support a more robust MFM model as it applies to sustainable sea transport.  相似文献   

15.
The climate model of intermediate complexity developed at the Oboukhov Institute of Atmospheric Physics, Russian Academy of Sciences (IAP RAS CM), has been supplemented by a zero-dimensional carbon cycle model. With the carbon dioxide emissions prescribed for the second half of the 19th century and for the 20th century, the model satisfactorily reproduces characteristics of the carbon cycle over this period. However, with continued anthropogenic CO2 emissions (SRES scenarios A1B, A2, B1, and B2), the climate-carbon cycle feedback in the model leads to an additional atmospheric CO2 increase (in comparison with the case where the influence of climate changes on the carbon exchange between the atmosphere and the underlying surface is disregarded). This additional increase is varied in the range 67–90 ppmv depending on the scenario and is mainly due to the dynamics of soil carbon storage. The climate-carbon cycle feedback parameter varies nonmonotonically with time. Positions of its extremes separate characteristic periods of the change in the intensity of anthropogenic emissions and of climate variations. By the end of the 21st century, depending on the emission scenario, the carbon dioxide concentration is expected to increase to 615–875 ppmv and the global temperature will rise by 2.4–3.4 K relative to the preindustrial value. In the 20th–21st centuries, a general growth of the buildup of carbon dioxide in the atmosphere and ocean and its reduction in terrestrial ecosystems can be expected. In general, by the end of the 21st century, the more aggressive emission scenarios are characterized by a smaller climate-carbon cycle feedback parameter, a lower sensitivity of climate to a single increase in the atmospheric concentration of carbon dioxide, a larger fraction of anthropogenic emissions stored in the atmosphere and the ocean, and a smaller fraction of emissions in terrestrial ecosystems.  相似文献   

16.
‘Offshore CO2 storage’ refers to the injection of liquefied CO2 into deep geological formations beneath the seabed (e.g. depleted oil and gas reservoirs, and saline aquifers) for the purpose of storing it there on a permanent basis. The storage in this manner of captured CO2 emissions from industrial installations and power plants has attracted considerable scientific and technical interest as a potential mitigation response to climate change. A key issue facing policymakers in several countries is how to reconcile policy commitments to develop offshore CO2 storage with other competing – and potentially conflicting – uses of the marine environment. With a view to informing policy responses to this issue, this paper presents a case study of legal and policy frameworks concerning offshore CO2 storage in United Kingdom. The paper maps key design features of the United Kingdom׳s framework for marine permitting and planning, appraising the extent to which they enable orderly development of offshore CO2 storage in a manner consistent with relevant high-level policy objectives.  相似文献   

17.
UK shipping companies increasingly flagged out their ships from the 1970s to the late 1990s. This study used Lloyd's casualty records from 1970 to 2005 to investigate and compare shipping casualties and crew fatalities in UK shipping, UK second registers (Bermuda, Cayman Islands, Gibraltar, Hong Kong and the Isle of Man) and six foreign flags (Bahamas, Belize, Cyprus, Malta, St. Vincent and Vanuatu) used frequently by UK shipping companies. The study also assessed how 12 shipping factors may affect ships foundering and crew fatalities. Shipping casualty and crew fatality rates fell over time in UK shipping, in UK second registers and in older flags of conveniences, rather than in newer flags of convenience such as Belize and St. Vincent. Cargo, trade and weather most strongly affected ships foundering and crew fatalities. The findings indicate that shipping casualties and crew fatalities should be monitored in new and rapidly expanding flags of convenience.  相似文献   

18.
Intense studies of upper and deep ocean processes were carried out in the Northwestern Indian Ocean (Arabian Sea) within the framework of JGOFS and related projects in order to improve our understanding of the marine carbon cycle and the ocean’s role as a reservoir for atmospheric CO2. The results show a pronounced monsoon-driven seasonality with enhanced organic carbon fluxes into the deep-sea during the SW Monsoon and during the early and late NE Monsoon north of 10°N. The productivity is mainly regulated by inputs of nutrients from subsurface waters into the euphotic zone via upwelling and mixed layer-deepening. Deep mixing introduces light limitation by carrying photoautotrophic organisms below the euphotic zone during the peak of the NE Monsoon. Nevertheless, deep mixing and strong upwelling during the SW Monsoon provide an ecological advantage for diatoms over other photoautotrophic organisms by increasing the silica concentrations in the euphotic zone. When silica concentrations fall below 2 μmol l−1, diatoms lose their dominance in the plankton community. During diatom-dominated blooms, the biological pathway of uptake of CO2 (the biological pump) appears to be more efficient than during blooms of other organisms, as indicated by organic carbon to carbonate carbon (rain) ratios. Due to the seasonal alternation of diatom and non-diatom dominated exports, spatial variations of the annual mean rain ratios are hardly discernible along the main JGOFS transect.Data-based estimates of the annual mean impact of the biological pump on the fCO2 in the surface water suggest that the biological pump reduces the increase of fCO2 in the surface water caused by intrusion of CO2-enriched subsurface water by 50–70%. The remaining 30 to 50% are attributed to CO2 emissions into the atmosphere. Rain ratios up to 60% higher in river-influenced areas off Pakistan and in the Bay of Bengal than in the open Arabian Sea imply that riverine silica inputs can further enhance the impact of the biological pump on the fCO2 in the surface water by supporting diatom blooms. Consequently, it is assumed that reduced river discharges caused by the damming of major rivers increase CO2 emission by lowering silica inputs to the Arabian Sea; this mechanism probably operates in other regions of the world ocean also.  相似文献   

19.
An ensemble experiment with the IAP RAS CM was performed to estimate future changes in the atmospheric concentration of carbon dioxide, its radiative forcing, and characteristics of the climate-carbon cycle feedback. Different ensemble members were obtained by varying the governing parameters of the terrestrial carbon cycle of the model. For 1860–2100, anthropogenic CO2 emissions due to fossil-fuel burning and land use were prescribed from observational estimates for the 19th and 20th centuries. For the 21st century, emissions were taken from the SRES A2 scenario. The ensemble of numerical experiments was analyzed via Bayesian statistics, which made the uncertainty range of estimates much narrower. To distinguish between realistic and unrealistic ensemble members, the observational characteristics of the carbon cycle for the 20th century were used as a criterion. For the given emission scenario, the carbon dioxide concentration expected by the end of the 21st century falls into the range 818 ± 46 ppm (an average plus or minus standard deviation). The corresponding global instantaneous radiative forcing at the top of the atmosphere (relative to the preindustrial state) lies in the uncertainty range 6.8 ± 0.4 W m?2. The uncertainty range of the strength of the climate-carbon cycle feedback by the end of the 21st century reaches 59 ± 98 ppm in terms of the atmospheric carbon dioxide concentration and 0.4 ± 0.7 W m?2 in terms of the radiative forcing.  相似文献   

20.
An increase in the level of atmospheric carbon dioxide (CO2) and the resultant rise in CO2 in seawater alter the inorganic carbon concentrations of seawater. This change, known as ocean acidification, ...  相似文献   

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