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| 2. |
- Bäckström, Sebastian, et al.
(författare)
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Low carbon marine freight
- 2018
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- We have studied the possibility to introduce biobased fuels as marine fuels. A business model in which low carbon marine freight is offered to shippers is analysed. The model is in many ways similar to existing schemes in the energy sector (“green electricity”, biogas and district heating). A fundamental principle of the model is that the cost increase in transportation when biobased fuels are used can be transferred to the end consumer. Technical aspects, fuel supply issues, economic implications, and freight market aspects are all considered from a perspective of using liquid biobased fuel on ships. We find that both HVO and FAME/RME are suitable options to blend in fossil marine fuelsIn a continuation of this work, a project with real life tests is aimed for. In a workshop we therefore gathered stakeholders that have key roles in the proposed business model. A number of shippers that joined the workshop showed an interest in trying this model in cooperation with ship owners that provide their transports.
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| 3. |
- Magnusson, Kerstin, et al.
(författare)
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Risk assessment of bilge water discharges in two Baltic shipping lanes
- 2018
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Ingår i: Marine Pollution Bulletin. - : Elsevier. - 0025-326X .- 1879-3363. ; 126, s. 575-584
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Tidskriftsartikel (refereegranskat)abstract
- Environmental concentrations and effects of bilge water contaminants in two Baltic Sea areas were estimatedfrom modelling of discharge rates and analytical data on bilge water from seven ships. Biodegradation of bilgewater oil was accounted for and annual water concentrations were estimated to peak in late spring, whichcoincides with the beginning of a period with extensive biological activities in the sea.Concentrations on bilgewater metals were calculated both as water concentrations and as the annual contribution of metals to sediments.The predicted bilge water concentrations of oil and metal in the marine environment were estimated tobe 4 to 8 orders of magnitude lower than reported toxic concentrations. However, available toxicity data arebased on short term exposure and there is to date limited information on toxic effects of the small but chronicallyelevated contaminant concentrations derived from bilge water discharge and other operational shipping activities.
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| 4. |
- Parsmo, Rasmus, et al.
(författare)
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NOX Abatement in the Baltic Sea
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The background is the decision to establish a NOX Emission Control Area (NECA) in the region requiring ships to follow Tier III NOX emission regulations from 2021. To achieve further and more rapid reductions of NOX emissions than what is expected from the NECA, additional policy instruments have been discussed. The policy instruments analysed in this study are assumed to be additional to the NECA requirements. Our study describes changes of emissions and costs for existing ships with Tier II engines when upgrading for lower NOX emissions. Of the many existing technological alternatives to accomplish NOX reduction, this study focuses on liquefied natural gas (LNG) engines and selective catalytic reduction (SCR) for after treatment of exhaust gas. Emissions of NOX in 2030 are modeled for scenarios in which different policy instruments are assumed. The use of LNG and abatement equipment is modeled with the assumption that ship-owners choose the most advantageous option from a cost perspective. The most effective policy instrument found in this study is the refundable emission payment (REP) scheme. The reduction of emissions depends on the fee and subsidy rate applied. For example, a subsidy rate of 60% and a fee of 1 €/kg NOX is modelled to reduce the yearly emissions of NOX from shipping in the Baltic Sea in 2030 by about 53 ktonnes. A NOX tax will also have a significant effect on the NOX emissions, but in this case the costs for ship-owners are significantly higher. Applying a CO2 tax or environmentally differentiated port dues in the model are found to have less impact on the NOX emissions. Introducing slow steaming has a potential to reduce NOX emissions In another scenario the effects on emissions from a financial investments support for abatement technology or LNG engines are modeled. At an interest rate of 0 % emissions are reduced significantly. According to our model, an extended NECA, where also other sea areas than the Baltic and North Seas become NECAs, has no further impact on the NOX emissions in the Baltic Sea. However, since the abatement equipment is used for more hours in a global NECA it will reduce the abatement cost per kg NOX.
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| 5. |
- Stripple, Håkan, et al.
(författare)
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Port Infrastructures in a System Perspective
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The transport of both goods and passengers are important parts of our society. Several different modes of transport are available, such as rail, sea, air, and road transports. These transport modes have different properties and transport performance. For example, the different modes have different accessibility and distribution range, different energy use, different environmental performance and different transport speed and time. Transport is a very big business worldwide. This makes it important to ensure that the transport systems work optimally and that correct mode of transport is used for the right purpose. This requires knowledge of the properties for the various modes of transport and their real performance and a strategic transport planning in the community and among the different market participants. A transport needs not only a transport carrier transporting goods from one place to another but also a transport infrastructure. Thus, a transport should be viewed from a system perspective where all the system's various parts are taken into account. This means, for example, that roads, railways, airports and ports, etc. should be included in the assessment models. This study covers a system analysis of different port infrastructures using a Life Cycle Assessment methodology (LCA).
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| 6. |
- Styhre, Linda, et al.
(författare)
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Environmentally differentiated port dues
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- This is the final report of the research project Environmentally differentiated port dues. The purposes of the research are to examine how environmentally differentiated dues and incentives in ports can reduce the environmental impact caused by transport modes that call at the port, and their consequences from legal, political and goods flow perspectives. Both land and sea transport are addressed. The project examines how ports, as important parts of international transport chains, can contribute to the environmental and climate objectives, by introducing environmentally differentiated port dues to promote a shift to more environmentally efficient transport, vehicles, ships, technologies and alternative fuels.
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| 7. |
- Styhre, Linda, et al.
(författare)
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Greenhouse gas emissions from ships in ports – case studies in four continents
- 2017
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Ingår i: Transportation Research Part D 54. ; , s. 212–224-
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Tidskriftsartikel (refereegranskat)abstract
- Emissions of GHG from the transport sector and how to reduce them are major challenges for policy makers. The purpose of this paper is to analyse the level of greenhouse gas (GHG) emissions from ships while in port based on annual data from Port of Gothenburg, Port of Long Beach, Port of Osaka and Sydney Ports. Port call statistics including IMO number, ship name, berth number and time spent at berth for each ship call, were provided by each participating port. The IMO numbers were used to match each port call to ship specifications from the IHS database Sea-web. All data were analysed with a model developed by the IVL Swedish Environmental Research Institute for the purpose of quantifying GHG emissions (as CO2-equivalent) from ships in the port area. Emissions from five operational modes are summed in order to account for ship operations in the different traffic areas. The model estimates total GHG emissions of 150,000, 240,000, 97,000, and 95,000 tonnes CO2 equivalents per year for Gothenburg, Long Beach, Osaka, and Sydney, respectively. Four important emission-reduction measures are discussed: reduced speed in fairway channels, on-shore power supply, reduced turnaround time at berth and alternative fuels. It is argued that the potential to reduce emissions in a port area depends on how often a ship revisits a port: there it in general is easier to implement measures for high-frequent liners. Ships that call 10 times or less contribute significantly to emissions in all ports.
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| 8. |
- Winnes, Hulda, et al.
(författare)
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Energy efficient port calls - A study of Swedish shipping with international outlooks
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The calculation of the total fuel consumption of Swedish shipping in 2014 resulted in approximately 1 500 000 tonnes of fuel. Significantly more fuel is used at sea than in the port areas. In Sweden, the high-frequency shipping services contribute to a significant amount of the total fuel consumption: the ships that call more than 100 times/year stand for about 19 percent of the total consumption while ships with less than 10 calls contributed to 38 percent. Fuel consumption and CO2-equivalent emissions for ships in three Swedish ports and three foreign ports are presented and discussed, see table below. Comparisons between the ports can be made only in a context of ship traffic characteristics, e.g. ship types, ship sizes and call frequency. Further, the geographical boundaries of the inventory affect the result. The average CO2- equivalents per port call reveal great differences between the ports. Port of Long Beach and Port of Sydney have a high ratio of large ships, which partly explain the high average values. Large ships have larger installed main engines and auxiliary engines, and stay a longer time at berth for the loading and unloading of cargo. More than half of the emissions from ships in ports originate from the time at berth. International shipping contributes to approximately 2.4 percent of greenhouse gas (GHG) emissions, and its share is expected to increase in the future. This stands in contrast to ambitions to reduce the use of fossil fuels. In order to reach sustainability objectives international steps towards more strict policies and regulations are necessary for the shipping sector. National efforts are in many ways limited to voluntary incentive schemes, and local port initiatives cannot significantly influence overall energy needs and emission levels. However, it is argued that an individual port can still facilitate a transfer to more energy efficient shipping and a reduction of emissions from ships in the port areas. For example, ports can implement environmentally differentiated port dues and give rebates to ship owners that perform well, manage and administer the supply of alternative fuels and on-shore power connections, and work for a reduction of ship speed in the fairway channel. The call frequency of individual ships to the same port is of high relevance to the improvement potential. The diverse conditions between ports suggest that emission abatement measures need to be customer-tailored for specific ports.
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| 9. |
- Winnes, Hulda, et al.
(författare)
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Life cycle inventory of fairway channels
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Well-maintained fairway channels are necessities for a functioning marine transport system. In this report environmental aspects of construction and operation of fairway channels are described and analysed. Life cycle inventory data on energy use during dredging, maintenance of navigational aids, pilotage and ice breaking are presented. Impacts on the marine environment have not been included in the study. All data have been acquired from the Swedish Maritime Administration and the Port of Gothenburg. The study is part of a greater project covering environmental life cycle aspects of a larger part of the transport infrastructure system, including ports. The data have therefore been modelled to fit in a life cycle assessment model, developed for the same project. The aim is to present generic data for Swedish fairway channels. However, port specifics can cause large variations in the need for the fairway channel maintenance, piloting and ice breaking. Care should be taken before applying and using the presented data in a wider context. All the activities described in this report are for this reason accompanied with a brief recommendation on further use. For use in LCA models with wider scopes, it is recommended that impacts from pilotage and ice breaking are related to models on ship operations, and that dredging, and maintenance of navigational aids are related to models on ports. A summary of the most important emissions to air from fairway activities are presented in the Table below. The results for Sweden are summarised both as a total including all activities in the inventory, and with pilotage and ice breaking subtracted. The latter values are intended for further use in LCA models on ports. The results show that the main contributing activity to energy use and CO2 emissions from a national perspective is dredging. For a single port, other activities may have greater influence. In the case study of Gothenburg, pilots contributed the most to CO2 emission. However, the impacts from infrastructure activities in the fairway channel are minor in relation to the impacts from a transport chain as a whole.
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| 10. |
- Winnes, Hulda, 1975, et al.
(författare)
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On-board measurements of particle emissions from marine engines using fuels with different sulphur content
- 2016
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Ingår i: Proceedings of the Institution of Mechanical Engineers Part M: Journal of Engineering for the Maritime Environment. - : SAGE Publications. - 2041-3084 .- 1475-0902. ; 230:1, s. 45-54
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Tidskriftsartikel (refereegranskat)abstract
- The approaching marine fuel sulphur regulations will result in reductions in emissions of sulphur oxides to air. Importantly, also particle emissions that impose health risks will be lessened by these regulations. Combustion particles from marine engines are complex mixtures of organic compounds, soot, sulphate, metals and other inorganic species. Their composition and abundance are determined both by fuel and engine characteristics. Health risks from particles are thought to be related to the size of particles and chemical composition of particles which makes particle mass a coarse parameter for indication of how harmful emissions are. This article presents emission measurements conducted on board two ships with a focus on comparing number concentrations of ultrafine particles (D-p
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