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Senior Lecturer at the Department of Maritime and Mechanical Engineering, Liverpool John Moores University. He holds a Diploma (2005) in Naval Architecture and Marine Engineering (NA&ME) from the National Technical University of Athens (NTUA) and a Ph.D. (2011) in the area of maritime transportation from NTUA as well. He was previously (2013-2016) an Assistant Professor at the Department of Transport of the Technical University of Denmark (DTU). Christos is very active in the field of maritime transport, economics and logistics. His previous research has also focused on quantitative methods, including cost-benefit, decision and risk analysis, to health, safety and environmental protection (mainly oil spills and ship air emissions). Christos holds an extensive experience from participation in several large-scale EU projects as well from being a member of the Greek delegation to the International Maritime Organization (IMO). He has been part of the delegation at MEPC 62 (June 2011), MSC 89 (May 2012) and MEPC 65 (May 2013) as a Technical Adviser to the Hellenic Chamber of Shipping.
The purpose of this paper is to assess the status and prospects of the decarbonization of maritime transport. Already more than two years have passed since the landmark decision of the International Maritime Organization (IMO) in April 2018, which entailed ambitious targets to reduce greenhouse gas (GHG) emissions from ships. The paper attempts to address the following three questions: (a) where do we stand with respect to GHG emissions from ships, (b) how is the Initial IMO Strategy progressing, and (c) what should be done to move ahead? To that effect, our methodology includes commenting on some of the key issues addressed by the recently released 4th IMO GHG study, assessing progress at the IMO since 2018, and finally identifying other issues that we consider relevant and important as regards maritime GHG emissions, such as for instance the role of the European Green Deal and how this may interact with the IMO process. Even though the approach of the paper is to a significant extent qualitative, some key quantitative and modelling aspects are considered as well. On the basis of our analysis, our main conjecture is that there is not yet light at the end of the tunnel with respect to decarbonizing maritime transport.
Harilaos Psaraftis; Christos Kontovas. Decarbonization of Maritime Transport: Is There Light at the End of the Tunnel? Sustainability 2020, 13, 237 .
AMA StyleHarilaos Psaraftis, Christos Kontovas. Decarbonization of Maritime Transport: Is There Light at the End of the Tunnel? Sustainability. 2020; 13 (1):237.
Chicago/Turabian StyleHarilaos Psaraftis; Christos Kontovas. 2020. "Decarbonization of Maritime Transport: Is There Light at the End of the Tunnel?" Sustainability 13, no. 1: 237.
Maritime Autonomous Surface Ships (MASS) are attracting increasing attention in the maritime industry. Despite the expected benefits in reducing human error and significantly increasing the overall safety level, the development of autonomous ships would undoubtedly introduce new risks. The overall goal of this work is to develop an approach to evaluate the risk level of the major hazards associated with MASS. To that extent, a Failure Modes and Effects Analysis (FMEA) method is used in conjunction with Evidential Reasoning (ER) and Rule-based Bayesian Network (RBN) to quantify the risk levels of the identified hazards. The results show that ‘interaction with manned vessels and detection of objects’ contributes the most to the overall risk of MASS operations, followed by ‘cyber-attacks’, ‘human error’ and ‘equipment failure’. The findings provide useful insights on the major hazards and can aid the overall safety assurance of MASS.
Chia-Hsun Chang; Christos Kontovas; Qing Yu; Zaili Yang. Risk assessment of the operations of maritime autonomous surface ships. Reliability Engineering & System Safety 2020, 207, 107324 .
AMA StyleChia-Hsun Chang, Christos Kontovas, Qing Yu, Zaili Yang. Risk assessment of the operations of maritime autonomous surface ships. Reliability Engineering & System Safety. 2020; 207 ():107324.
Chicago/Turabian StyleChia-Hsun Chang; Christos Kontovas; Qing Yu; Zaili Yang. 2020. "Risk assessment of the operations of maritime autonomous surface ships." Reliability Engineering & System Safety 207, no. : 107324.
Many remote areas, such as island states, are highly dependent on the transportation of cargo, and any disruptions similar to the 2020 pandemic lockdowns can negatively affect their respective supply chains. These disruptions could lead to a severe humanitarian crisis. It is therefore imperative to develop a cargo prioritisation process to ensure that essential commodities are transported. We propose a decision-aid tool that integrates two methods: (a) the Technique for Order of Preference by Similarity to Ideal Solution (TOPSIS) and (b) the knapsack problem. Containers are prioritised based on attributes such as their importance and their economic value. TOPSIS is used to calculate a score for each container and the knapsack problem determines the containers to be imported respecting the transportation capacity constraints. The practical applicability of the model is demonstrated by a case study on a Small Island Developing State. The proposed decision-aid tool could also be extended to be used in disaster relief situations.
Christos Kontovas; Krishna Sooprayen. Maritime Cargo Prioritisation during a Prolonged Pandemic Lockdown Using an Integrated TOPSIS-Knapsack Technique: A Case Study on Small Island Developing States—The Rodrigues Island. Sustainability 2020, 12, 7992 .
AMA StyleChristos Kontovas, Krishna Sooprayen. Maritime Cargo Prioritisation during a Prolonged Pandemic Lockdown Using an Integrated TOPSIS-Knapsack Technique: A Case Study on Small Island Developing States—The Rodrigues Island. Sustainability. 2020; 12 (19):7992.
Chicago/Turabian StyleChristos Kontovas; Krishna Sooprayen. 2020. "Maritime Cargo Prioritisation during a Prolonged Pandemic Lockdown Using an Integrated TOPSIS-Knapsack Technique: A Case Study on Small Island Developing States—The Rodrigues Island." Sustainability 12, no. 19: 7992.
The International Maritime Organization (IMO) is a specialized agency of the United Nations (UN) regulating maritime transport. Its areas of competence include maritime safety, maritime security, marine environmental protection, legal matters, technical cooperation and others. The purpose of this paper is to shed some light on the following issues: What are the main parameters of ‘influence’ at the IMO? Who among member states, industry or other players are the main influencers? And is the process transparent enough? To address these issues, a perspective mainly but not exclusively based on the authors’ own experience from the activities of the IMO’s Marine Environment Protection Committee (MEPC) and, specifically, its recent focus on how to decarbonize shipping is taken. Recently, the IMO has been under attack from various non-governmental organizations (NGOs) with regard to its stance on environmental issues, especially climate change, the influence of industry in the regulatory process and transparency in that process. Triggered by this, the paper reviews the position of the NGOs accusing the IMO as regards influence and transparency, describes the IMO regulatory structure and then analyses several issues that may be relevant, including delegation size, delegation composition, number of submissions and other factors that may affect representation and influence in IMO decision-making. If the above issues are examined in a focussed way, perhaps no other topic is more relevant than climate change and, specifically, greenhouse gas (GHG) emissions from ships and what the IMO is doing to reduce them. In fact, and after many discussions, the first ever mandatory global GHG reduction regime for ships was set in July 2011, when a roll call vote at the IMO/MEPC resulted in the adoption of mandatory measures. These were the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP), which were adopted as an Annex to MARPOL’s Annex VI. Note that, as is common practice among UN bodies, the IMO operates on a consensus basis and voting is therefore avoided, as it is perceived to be too divisive. However, with respect to EEDI/SEEMP, it was impossible to achieve consensus, and the measures were adopted by vote in spite of fierce resistance by a group of developing countries, including China, India, Brazil and Saudi Arabia. The issue of GHG emissions was at stake again in all meetings of the MEPC after 2011. But even before 2011, the IMO initiated a parallel discussion on market-based measures (MBMs) to reduce GHG emissions from ships, discussion of which was suspended in 2013, and in 2016, the so-called IMO roadmap to reduce GHGs was adopted. This roadmap stipulated the formulation of an initial strategy on GHGs emissions by 2018, with a view to finalizing the strategy by 2023 (Psaraftis 2018). The GHG agenda was set high as the IMO entered the 72nd session of the MEPC (MEPC 72, 9–13 April 2018), where some important issues were about to be addressed, including drafting a strategy for the reduction of GHGs, the implementation of the 2020 sulphur cap, the Ballast Water Management Convention and the recently addressed issue of marine litter. In a historic move, MEPC 72 adopted the so-called Initial IMO Strategy, which set out a vision to drastically reduce GHG emissions from international shipping. An ambitious target was set to reduce CO2 emissions per ton-mile of cargo transportation as an average across international shipping by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared with 2008; and to reduce the total annual GHG emissions by at least 50% by 2050, whilst pursuing efforts towards totally phasing them out (IMO 2018a). It was actually during the period between MEPC 71 in July 2017 and before MEPC 72 in April 2018, and perhaps not by coincidence, that the IMO was put under fire for its allegedly weak governance structure, which according to some reports, supposedly allowed the private shipping sector to stall action on climate change. In October 2017, the British not-for-profit think-tank InfluenceMap published a report entitled ‘Corporate capture of the UN IMO: How shipping lobbies to stay out of the Paris Agreement on climate’ (InfluenceMap 2017), which pointed to the industry’s unusually large influence in the IMO; For instance the report claimed that the Marshall Islands, the flag with the world’s third largest fleet in the world, is represented in part by International Registries Inc. (IRI), a US-based private shipping company that operates the country’s open registry, and that ‘payments to the Marshallese government make up about 10% of the state’s yearly non-aid revenue’. Three main industry trade associations which have observer status at the IMO—the International Chamber of Shipping (ICS), the Baltic and International Maritime Council (BIMCO) and the World Shipping Council (WSC)—were directly accused of lobbying to delay GHG emissions reduction measures, of rejecting any binding GHG emission targets and of ‘collectively opposing ambitious energy efficiency standards, appearing unsupportive of a price on carbon’. Although the above report raised some valid points on how industry can influence IMO negotiations, its scoring methodology was, to the authors’ view, simplistic and questionable; For instance, through an analysis of websites, social media and even CEO messaging, companies and trading associations were scored, based on their support to binding GHG emission standards or carbon policies, e.g. taxes or trading schemes. Points were taken away if these players opposed to raising the ambitions of the EEDI or if they did not support the emissions trading system (ETS) of the European Union (EU). However, if an organization expresses caution on GHG targets, on the ETS or on further improvements to the EEDI because it...
Harilaos Psaraftis; Christos A. Kontovas. Influence and transparency at the IMO: the name of the game. Maritime Economics & Logistics 2020, 22, 151 -172.
AMA StyleHarilaos Psaraftis, Christos A. Kontovas. Influence and transparency at the IMO: the name of the game. Maritime Economics & Logistics. 2020; 22 (2):151-172.
Chicago/Turabian StyleHarilaos Psaraftis; Christos A. Kontovas. 2020. "Influence and transparency at the IMO: the name of the game." Maritime Economics & Logistics 22, no. 2: 151-172.
Collisions between ships and whales raise environmental, safety, and economic concerns. The management of whale-ship collisions, however, lacks a holistic approach, unlike the management of other types of wildlife-vehicle collisions, which have been more standardized for several years now. In particular, safety and economic factors are routinely omitted in the assessment of proposed mitigation solutions to ship strikes, possibly leading to under-compliance and a lack of acceptance from the stakeholders. In this study, we estimate the probability of ship damage due to a whale-ship collision. While the probability of damage is low, the costs could be important, suggesting that property damages are significant enough to be taken into consideration when assessing solutions. Lessons learned from other types of wildlife-vehicle collisions suggest that the whale-ship collision should be managed as wildlife-aircraft collisions. For several years, the International Civil Aviation Organization (ICAO) manages collisions between aircrafts and wildlife at the international level. We advocate that its United Nations counterpart, namely the International Maritime Organization (IMO), get more involved in the whale-ship collision management. Further research is needed to more precisely quantify the costs incurred to ships from damages caused by whale-ship collisions.
Maxime Sèbe; Christos A. Kontovas; Linwood Pendleton. Reducing whale-ship collisions by better estimating damages to ships. Science of The Total Environment 2020, 713, 136643 .
AMA StyleMaxime Sèbe, Christos A. Kontovas, Linwood Pendleton. Reducing whale-ship collisions by better estimating damages to ships. Science of The Total Environment. 2020; 713 ():136643.
Chicago/Turabian StyleMaxime Sèbe; Christos A. Kontovas; Linwood Pendleton. 2020. "Reducing whale-ship collisions by better estimating damages to ships." Science of The Total Environment 713, no. : 136643.
Ship air pollution has attracted much attention from the shipping community. Besides Greenhouse Gases (such as carbon dioxide) that contribute to Climate Change, shipping emits many other gases including sulphur and nitrous oxides. There is much scientific evidence that measures to reduce these pollutants do improve air quality but, at the same time, contribute to the acceleration of global warming, because they result in removing the cooling effect of these gases. Until now climate change and air quality regulations have been discussed independently. This work tries to assess the effect of policies to improve air quality on climate change, and vice versa. This paper discusses an approach to assess the impact of SOx reduction measures on global warming by presenting a way to place both emissions on a common scale to allow a comparison between them and to estimate their aggregate effect. Such integration can lead to better decisions by policymakers.
Christos A. Kontovas. Integration of air quality and climate change policies in shipping: The case of sulphur emissions regulation. Marine Policy 2020, 113, 103815 .
AMA StyleChristos A. Kontovas. Integration of air quality and climate change policies in shipping: The case of sulphur emissions regulation. Marine Policy. 2020; 113 ():103815.
Chicago/Turabian StyleChristos A. Kontovas. 2020. "Integration of air quality and climate change policies in shipping: The case of sulphur emissions regulation." Marine Policy 113, no. : 103815.
Ship strikes are one of the main human-induced threats to whale survival. A variety of measures have been used or proposed to reduce collisions and subsequent mortality of whales. These include operational measures, such as mandatory speed reduction, or technical ones, such as detection tools. There is, however, a lack of a systematic approach to assessing the various measures that can mitigate the risk of ship collisions with whales. In this paper, a holistic approach is proposed to evaluate mitigation measures based on a risk assessment framework that has been adopted by the International Maritime Organization (IMO), namely the Formal Safety Assessment (FSA). Formal Safety Assessment (FSA) is “a rational and systematic process for assessing the risk related to maritime safety and the protection of the marine environment and for evaluating the costs and benefits of IMO's options for reducing these risks”. The paper conceptualizes the use of a systematic risk assessment methodology, namely the FSA, to assess measures to reduce the risk of collisions between ships and whales.
Maxime Sèbe; A. Kontovas Christos; Linwood Pendleton. A decision-making framework to reduce the risk of collisions between ships and whales. Marine Policy 2019, 109, 103697 .
AMA StyleMaxime Sèbe, A. Kontovas Christos, Linwood Pendleton. A decision-making framework to reduce the risk of collisions between ships and whales. Marine Policy. 2019; 109 ():103697.
Chicago/Turabian StyleMaxime Sèbe; A. Kontovas Christos; Linwood Pendleton. 2019. "A decision-making framework to reduce the risk of collisions between ships and whales." Marine Policy 109, no. : 103697.
This paper proposes a hybrid human reliability analysis model, comprised of qualitative and quantitative approaches, to measure the pilot performance for accident prevention in ports. The first part of this research is a qualitative investigation aimed at developing marine pilot reliability indexes (MPRIs) by conducting field observation, semi-structured focus-group interviews, and accident data analysis at ports. The results from the first part aid the identification of the key players involved in pilotage operations and the main factors influencing pilot reliability. To examine the impact of the identified factors in shaping pilot reliability, the Delphi approach is used in the second part of the study. The Delphi approach allows for the development of a MPRI agreed upon by experts. In the third part, an Analytical Hierarchy Process (AHP) is used to rank the importance of each identified MPRI. It is followed by an empirical assessment of the reliability of a marine pilot under uncertainty using Fuzzy Evidential Reasoning (FER). Three senior marine pilots in one of the major marine ports in the Middle East region are assessed using the developed MPRI model. The results reveal the novelty of this assessment tool in offering an effective and flexible reliability assessment and diagnostic instrument for decision makers to predict the reduction of pilot reliability.
Atiyah A. Atiyah; Christos Kontovas; Farhan Saeed; Zaili Yang. Marine Pilot’s Reliability Index (MPRI): Evaluation of marine pilot reliability in uncertain environments. 2019 5th International Conference on Transportation Information and Safety (ICTIS) 2019, 558 -564.
AMA StyleAtiyah A. Atiyah, Christos Kontovas, Farhan Saeed, Zaili Yang. Marine Pilot’s Reliability Index (MPRI): Evaluation of marine pilot reliability in uncertain environments. 2019 5th International Conference on Transportation Information and Safety (ICTIS). 2019; ():558-564.
Chicago/Turabian StyleAtiyah A. Atiyah; Christos Kontovas; Farhan Saeed; Zaili Yang. 2019. "Marine Pilot’s Reliability Index (MPRI): Evaluation of marine pilot reliability in uncertain environments." 2019 5th International Conference on Transportation Information and Safety (ICTIS) , no. : 558-564.
Shamsudeen Hassan; Jin Wang; Musa Bashir; Christos Kontovas. Application of Bayesian Model for Third Party Damage Assessment of Cross-Country Oil Pipeline under Uncertainty. Proceedings of the 29th European Safety and Reliability Conference (ESREL) 2019, 1 .
AMA StyleShamsudeen Hassan, Jin Wang, Musa Bashir, Christos Kontovas. Application of Bayesian Model for Third Party Damage Assessment of Cross-Country Oil Pipeline under Uncertainty. Proceedings of the 29th European Safety and Reliability Conference (ESREL). 2019; ():1.
Chicago/Turabian StyleShamsudeen Hassan; Jin Wang; Musa Bashir; Christos Kontovas. 2019. "Application of Bayesian Model for Third Party Damage Assessment of Cross-Country Oil Pipeline under Uncertainty." Proceedings of the 29th European Safety and Reliability Conference (ESREL) , no. : 1.
This paper deals with the Liner Shipping Routing and Scheduling Problem (LSRSP), which consists of designing the time schedule for a vessel to visit a fixed set of ports while minimizing costs. We extend the classical problem to include the external cost of ship air emissions and we present some results of our work investigating the impact of Emission Control Areas in the routing and scheduling of liner vessels.
Philip Dithmer; Line Reinhardt; Christos A. Kontovas. The Liner Shipping Routing and Scheduling Problem Under Environmental Considerations: The Case of Emissions Control Areas. Transactions on Petri Nets and Other Models of Concurrency XV 2017, 336 -350.
AMA StylePhilip Dithmer, Line Reinhardt, Christos A. Kontovas. The Liner Shipping Routing and Scheduling Problem Under Environmental Considerations: The Case of Emissions Control Areas. Transactions on Petri Nets and Other Models of Concurrency XV. 2017; ():336-350.
Chicago/Turabian StylePhilip Dithmer; Line Reinhardt; Christos A. Kontovas. 2017. "The Liner Shipping Routing and Scheduling Problem Under Environmental Considerations: The Case of Emissions Control Areas." Transactions on Petri Nets and Other Models of Concurrency XV , no. : 336-350.
Giada Venturini; Cagatay Iris; Christos A. Kontovas; Allan Larsen. The multi-port berth allocation problem with speed optimization and emission considerations. Transportation Research Part D: Transport and Environment 2017, 54, 142 -159.
AMA StyleGiada Venturini, Cagatay Iris, Christos A. Kontovas, Allan Larsen. The multi-port berth allocation problem with speed optimization and emission considerations. Transportation Research Part D: Transport and Environment. 2017; 54 ():142-159.
Chicago/Turabian StyleGiada Venturini; Cagatay Iris; Christos A. Kontovas; Allan Larsen. 2017. "The multi-port berth allocation problem with speed optimization and emission considerations." Transportation Research Part D: Transport and Environment 54, no. : 142-159.
The purpose of this paper is to investigate a multiple ship routing and speed optimization problem under time, cost and environmental objectives. A branch and price algorithm as well as a constraint programming model are developed that consider (a) fuel consumption as a function of payload, (b) fuel price as an explicit input, (c) freight rate as an input, and (d) in-transit cargo inventory costs. The alternative objective functions are minimum total trip duration, minimum total cost and minimum emissions. Computational experience with the algorithm is reported on a variety of scenarios.
M. Wen; D. Pacino; C.A. Kontovas; H.N. Psaraftis. A multiple ship routing and speed optimization problem under time, cost and environmental objectives. Transportation Research Part D: Transport and Environment 2017, 52, 303 -321.
AMA StyleM. Wen, D. Pacino, C.A. Kontovas, H.N. Psaraftis. A multiple ship routing and speed optimization problem under time, cost and environmental objectives. Transportation Research Part D: Transport and Environment. 2017; 52 ():303-321.
Chicago/Turabian StyleM. Wen; D. Pacino; C.A. Kontovas; H.N. Psaraftis. 2017. "A multiple ship routing and speed optimization problem under time, cost and environmental objectives." Transportation Research Part D: Transport and Environment 52, no. : 303-321.
Green House Gas (GHG) emissions are not the only emissions of concern to the international transport community. SOx emissions are non-GHG emissions that are caused by the presence of sulphur in the fuel. As the maximum percentage of sulphur in automotive and aviation fuels is strictly regulated in most countries around the world, much of the attention in recent years has focused on maritime transport. The attention mainly stems from the fact that in marine fuels the percentage of sulphur can be very high: it can be as high as 4.5 % in Heavy Fuel Oil (HFO), which is the fuel typically used in all deep-sea trades. Even though the amounts of SOx produced by ships are substantially lower than CO2, SOx emissions are highly undesirable as they cause acid rain and undesirable health effects in humans and animals. To mitigate these adverse environmental effects, the international shipping community has taken substantial policy measures. With the introduction of new limits for the content of sulphur in marine fuels in Northern European and North American sea areas, short-sea companies operating in these areas will face substantial additional cost. As of 1/1/2015, international regulations stipulate, among other things, a 0.1 % limit in the sulphur content of marine fuels, or equivalent measures limiting the percent of SOx emissions to the same amount. As low-sulphur fuel is substantially more expensive than HFO, there is little or no room within these companies current margins to absorb such additional cost, and thus significant price increases must be expected. Unlike its deep-sea counterpart, in short-sea shipping such a freight rate increase may induce shippers to use land-based alternatives (mainly road). A reverse shift of cargo would go against the EU policy to shift traffic from land to sea to reduce congestion, and might ultimately (under certain circumstances) increase the overall level of CO2 emissions along the entire supply chain. The purpose of this chapter is to investigate the potential effect of sulphur regulations on the share of cargo transported by the waterborne mode vis-à-vis land-based alternatives.
Christos A. Kontovas; George Panagakos; Harilaos Psaraftis; Eirini Stamatopoulou. Being Green on Sulphur: Targets, Measures and Side-Effects. Handbook of Healthcare Logistics 2016, 351 -386.
AMA StyleChristos A. Kontovas, George Panagakos, Harilaos Psaraftis, Eirini Stamatopoulou. Being Green on Sulphur: Targets, Measures and Side-Effects. Handbook of Healthcare Logistics. 2016; ():351-386.
Chicago/Turabian StyleChristos A. Kontovas; George Panagakos; Harilaos Psaraftis; Eirini Stamatopoulou. 2016. "Being Green on Sulphur: Targets, Measures and Side-Effects." Handbook of Healthcare Logistics , no. : 351-386.
Among the spectrum of logistics-based measures for green maritime transportation, this chapter focuses on speed optimization. This involves the selection of an appropriate speed by the vessel, so as to optimize a certain objective. As ship speed is not fixed, depressed shipping markets and/or high fuel prices induce slow steaming which is being practised in many sectors of the shipping industry. In recent years the environmental dimension of slow steaming has also become important, as ship emissions are directly proportional to fuel burned. Win-win solutions are sought, but they will not necessarily be possible. The chapter presents some basics, discusses the main trade-offs and also examines combined speed and route optimization problems. Some examples are finally presented so as to highlight the main issues that are at play.
Harilaos Psaraftis; Christos A. Kontovas. Green Maritime Transportation: Speed and Route Optimization. Handbook of Healthcare Logistics 2016, 299 -349.
AMA StyleHarilaos Psaraftis, Christos A. Kontovas. Green Maritime Transportation: Speed and Route Optimization. Handbook of Healthcare Logistics. 2016; ():299-349.
Chicago/Turabian StyleHarilaos Psaraftis; Christos A. Kontovas. 2016. "Green Maritime Transportation: Speed and Route Optimization." Handbook of Healthcare Logistics , no. : 299-349.
Transportation is the backbone of international trade and a key engine driving globalization. However, there is growing concern that the Earth’s atmospheric composition is being altered by human activities, including transportation, which can lead to climate change. Air pollution from transportation and especially carbon dioxide emissions are at the center stage of discussion by the world community through various international treaties, such as the Kyoto Protocol. The transportation sector also emits non-CO2 pollutants that have important effects on air quality, climate, and public health. The main purpose of this chapter is to introduce some basic concepts that are relevant in the quest of green transportation logistics. First, we present the basics of estimating emissions from transportation activities, the current statistics and future trends, as well as the total impact of air emissions and its contribution to climate change. In addition, this chapter presents the basics of environmental policy measures. In that context, we describe a way to measure the cost-effectiveness of various measures through the so-called Marginal Abatement Cost (MAC). Finally, the chapter deals with the topic of the energy efficiency gap and examines why governments and companies may forego cost-effective investments in energy efficiency, even though they could significantly reduce energy consumption at a lower cost.
Christos A. Kontovas; Harilaos Psaraftis. Transportation Emissions: Some Basics. Handbook of Healthcare Logistics 2016, 41 -79.
AMA StyleChristos A. Kontovas, Harilaos Psaraftis. Transportation Emissions: Some Basics. Handbook of Healthcare Logistics. 2016; ():41-79.
Chicago/Turabian StyleChristos A. Kontovas; Harilaos Psaraftis. 2016. "Transportation Emissions: Some Basics." Handbook of Healthcare Logistics , no. : 41-79.
Since the late 70s, much research activity has taken place on the class of dynamic vehicle routing problems (DVRP), with the time period after year 2000 witnessing a real explosion in related papers. Our paper sheds more light into work in this area over more than 3 decades by developing a taxonomy of DVRP papers according to 11 criteria. These are (1) type of problem, (2) logistical context, (3) transportation mode, (4) objective function, (5) fleet size, (6) time constraints, (7) vehicle capacity constraints, (8) the ability to reject customers, (9) the nature of the dynamic element, (10) the nature of the stochasticity (if any), and (11) the solution method. We comment on technological vis-à-vis methodological advances for this class of problems and suggest directions for further research. The latter include alternative objective functions, vehicle speed as decision variable, more explicit linkages of methodology to technological advances and analysis of worst case or average case performance of heuristics. © 2015 Wiley Periodicals, Inc. NETWORKS, Vol. 67(1), 3–31 2016
Harilaos Psaraftis; Min Wen; Christos A. Kontovas. Dynamic vehicle routing problems: Three decades and counting. Networks 2015, 67, 3 -31.
AMA StyleHarilaos Psaraftis, Min Wen, Christos A. Kontovas. Dynamic vehicle routing problems: Three decades and counting. Networks. 2015; 67 (1):3-31.
Chicago/Turabian StyleHarilaos Psaraftis; Min Wen; Christos A. Kontovas. 2015. "Dynamic vehicle routing problems: Three decades and counting." Networks 67, no. 1: 3-31.
Slow steaming is being practised in many sectors of the shipping industry. It is induced principally by depressed shipping markets and/or high fuel prices. In recent years the environmental dimension of slow steaming has also become important, as ship emissions are directly proportional to fuel burned. The purpose of this chapter is to examine the practice of slow steaming from various angles. In that context, a taxonomy of models is presented, some fundamentals are outlined, the main trade-offs are analysed, and some decision models are presented. Some examples are finally presented so as to highlight the main issues that are at play.
Harilaos Psaraftis; Christos A. Kontovas. Slow Steaming in Maritime Transportation: Fundamentals, Trade-offs, and Decision Models. Handbook of Healthcare Logistics 2014, 315 -358.
AMA StyleHarilaos Psaraftis, Christos A. Kontovas. Slow Steaming in Maritime Transportation: Fundamentals, Trade-offs, and Decision Models. Handbook of Healthcare Logistics. 2014; ():315-358.
Chicago/Turabian StyleHarilaos Psaraftis; Christos A. Kontovas. 2014. "Slow Steaming in Maritime Transportation: Fundamentals, Trade-offs, and Decision Models." Handbook of Healthcare Logistics , no. : 315-358.
Christos A. Kontovas. The Green Ship Routing and Scheduling Problem (GSRSP): A conceptual approach. Transportation Research Part D: Transport and Environment 2014, 31, 61 -69.
AMA StyleChristos A. Kontovas. The Green Ship Routing and Scheduling Problem (GSRSP): A conceptual approach. Transportation Research Part D: Transport and Environment. 2014; 31 ():61-69.
Chicago/Turabian StyleChristos A. Kontovas. 2014. "The Green Ship Routing and Scheduling Problem (GSRSP): A conceptual approach." Transportation Research Part D: Transport and Environment 31, no. : 61-69.
Harilaos Psaraftis; Christos A. Kontovas. Ship speed optimization: Concepts, models and combined speed-routing scenarios. Transportation Research Part C: Emerging Technologies 2014, 44, 52 -69.
AMA StyleHarilaos Psaraftis, Christos A. Kontovas. Ship speed optimization: Concepts, models and combined speed-routing scenarios. Transportation Research Part C: Emerging Technologies. 2014; 44 ():52-69.
Chicago/Turabian StyleHarilaos Psaraftis; Christos A. Kontovas. 2014. "Ship speed optimization: Concepts, models and combined speed-routing scenarios." Transportation Research Part C: Emerging Technologies 44, no. : 52-69.
Dimitrios V Lyridis; Christos A. Kontovas. Shipping carbonomics. Carbon Management 2013, 4, 9 -11.
AMA StyleDimitrios V Lyridis, Christos A. Kontovas. Shipping carbonomics. Carbon Management. 2013; 4 (1):9-11.
Chicago/Turabian StyleDimitrios V Lyridis; Christos A. Kontovas. 2013. "Shipping carbonomics." Carbon Management 4, no. 1: 9-11.