This page has only limited features, please log in for full access.
Maritime transport carries around 80% of the world's trade. It is key to the economic development of many countries, it is a source of income in many countries, and it is considered as a safe and environment friendly mode of transport. Given its undisputed importance, a question is what does the future hold for maritime transport. This chapter is an attempt to answer this question by mainly addressing the drive to decarbonize shipping, along with related challenges as regards alternative low carbon or zero carbon marine fuels. The important role of maritime policy making as a main driver for change is also discussed. Specifically, if maritime transport is to drastically change so as to meet carbon emissions reduction targets, the chapter argues, among other things, that a substantial bunker levy would be the best (or maybe the only) way to induce technological changes in the long run and logistical measures (such as slow steaming) in the short run. In the long run, this would lead to changes in the global fleet toward vessels and technologies that are more energy efficient, more economically viable and less dependent on fossil fuels than those today. In that sense, it would have the potential to drastically alter the face of maritime transport in the future. However, as things stand, and mainly for political reasons, the chapter also argues that the adoption of such a measure is considered as rather unlikely.
Harilaos Psaraftis. The Future of Maritime Transport. International Encyclopedia of Transportation 2021, 535 -539.
AMA StyleHarilaos Psaraftis. The Future of Maritime Transport. International Encyclopedia of Transportation. 2021; ():535-539.
Chicago/Turabian StyleHarilaos Psaraftis. 2021. "The Future of Maritime Transport." International Encyclopedia of Transportation , no. : 535-539.
The purpose of this paper is to present some basics as regards the energy efficiency of ships, including related regulatory activity at the International Maritime Organization and elsewhere. To that effect, the Energy Efficiency Design Index is first presented, followed by a discussion of market-based measures and the recent Initial IMO Strategy to reduce greenhouse gas emissions from ships. The discussion includes commentary on possible pitfalls in the policy approach being followed.
Harilaos Psaraftis. Energy Efficiency of Ships. International Encyclopedia of Transportation 2021, 294 -298.
AMA StyleHarilaos Psaraftis. Energy Efficiency of Ships. International Encyclopedia of Transportation. 2021; ():294-298.
Chicago/Turabian StyleHarilaos Psaraftis. 2021. "Energy Efficiency of Ships." International Encyclopedia of Transportation , no. : 294-298.
The purpose of this paper is to provide an overview and discussion of potential Market Based Measures (MBMs) under the Initial IMO Strategy for the reduction of greenhouse gas (GHG) emissions from ships. In this context, some related developments are also seen as directly relevant, mainly in the context of the possible inclusion of shipping into the EU Emissions Trading System (ETS). A comparative evaluation of maritime MBMs is made using the following criteria: GHG reduction effectiveness, compatibility with existing legal framework, potential implementation timeline, potential impacts on States, administrative burden, practical feasibility, avoidance of split incentives between ship-owner and charterer, and commercial impacts. The paper breaks down potential MBMs into the following classes: Bunker levy/carbon levy MBMs, ETS (global and/or EU ETS) MBMs and other MBM proposals.
Harilaos N. Psaraftis; Thalis Zis; Sotiria Lagouvardou. A comparative evaluation of market based measures for shipping decarbonization. Maritime Transport Research 2021, 2, 100019 .
AMA StyleHarilaos N. Psaraftis, Thalis Zis, Sotiria Lagouvardou. A comparative evaluation of market based measures for shipping decarbonization. Maritime Transport Research. 2021; 2 ():100019.
Chicago/Turabian StyleHarilaos N. Psaraftis; Thalis Zis; Sotiria Lagouvardou. 2021. "A comparative evaluation of market based measures for shipping decarbonization." Maritime Transport Research 2, no. : 100019.
The purpose of this paper is to describe the impact assessment of a mandatory operational goal-based short-term measure to reduce green house gas (GHG) emissions from ships. The specific measure has been proposed by Denmark and other co-sponsors in the context of the relevant discussion at the International Maritime Organization (IMO) and in particular the so-called Initial IMO Strategy. The IMO is a specialized United Nations agency that regulates shipping. The Initial IMO Strategy, adopted in 2018, has been the most recent major international environmental agreement on how to reduce GHG emissions from ships at a global level. The central research question in this paper is to ascertain the potential impacts of the aforementioned measure to least developed countries (LDCs) and small island developing states (SIDS). There are concerns that such states may be negatively impacted, or even disproportionately negatively impacted, by whatever measure is decided by the IMO. After gaps in the literature and data are identified, our methodology develops a list of potential negative impacts, and looks at a set of factors that may influence these impacts. Then, we discuss how the goal-based measure may impact LDCs/SIDs as regards each of the identified negative impacts. The analysis argues that for LDCs and SIDS a risk for negative and disproportionately negative impacts exists. The only negative impact of which both the probability and the consequence are considered high is the difficulty to finance retrofitting of old ships or investment in new ships. As such, this is likely a disproportionally negative impact. At the same time, the degree of share (or responsibility) of the goal-based measure with respect to such potential negative impacts, vis-à-vis the share of other factors contributing to these impacts, cannot be precisely ascertained, even though we conjecture this share to be low.
Harilaos N. Psaraftis; Thalis Zis. Impact assessment of a mandatory operational goal-based short-term measure to reduce GHG emissions from ships: the LDC/SIDS case study. International Environmental Agreements: Politics, Law and Economics 2021, 21, 445 -467.
AMA StyleHarilaos N. Psaraftis, Thalis Zis. Impact assessment of a mandatory operational goal-based short-term measure to reduce GHG emissions from ships: the LDC/SIDS case study. International Environmental Agreements: Politics, Law and Economics. 2021; 21 (3):445-467.
Chicago/Turabian StyleHarilaos N. Psaraftis; Thalis Zis. 2021. "Impact assessment of a mandatory operational goal-based short-term measure to reduce GHG emissions from ships: the LDC/SIDS case study." International Environmental Agreements: Politics, Law and Economics 21, no. 3: 445-467.
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.
Ship weather routing has seen considerably increasing attention in recent years in both academia and industry. Problems in this area consider finding the optimal path and sailing speed for a given voyage considering the environmental conditions of wind and waves. The objectives typically consider minimizing operating costs, fuel consumption, or risk of passage. This paper presents a survey of weather routing and voyage optimization research in maritime transportation, explaining the main methodological approaches, and the key disciplines that are dealing with this problem. The main methodologies used to solve the weather routing problem include the isochrone method, dynamic programming, calculus of variations, the use of pathfinding algorithms and heuristics, while in recent years artificial intelligence and machine learning applications have also risen. Most of these methodologies are well established, and have not changed significantly throughout the years, although applications with a combination of these methods have been used. A taxonomy is subsequently presented based on the discipline, application area, methodological approach, and other important parameters. Considering the steep increase in the number of research papers published in recent years, this paper also seeks to propose future research topics in the field. The paper highlights the need to standardize the reporting of savings through weather routing, to facilitate comparisons between methodologies, which could be achieved through the creation of benchmarking instances.
Thalis P.V. Zis; Harilaos N. Psaraftis; Li Ding. Ship weather routing: A taxonomy and survey. Ocean Engineering 2020, 213, 107697 .
AMA StyleThalis P.V. Zis, Harilaos N. Psaraftis, Li Ding. Ship weather routing: A taxonomy and survey. Ocean Engineering. 2020; 213 ():107697.
Chicago/Turabian StyleThalis P.V. Zis; Harilaos N. Psaraftis; Li Ding. 2020. "Ship weather routing: A taxonomy and survey." Ocean Engineering 213, no. : 107697.
To achieve IMO’s goal of a 50% reduction of GHG emission by 2050 (compared to the 2008 levels), shipping must not only work towards an optimization of each ship and its components but aim for an optimization of the complete marine transport system, including fleet planning, harbour logistics, route planning, speed profiles, weather routing and ship design. ShipCLEAN, a newly developed model, introduces a coupling of a marine transport economics model to a sophisticated ship energy systems model – it provides a leap towards a holistic optimization of marine transport systems. This paper presents how the model is applied to propose a reduction in fuel consumption and environmental impact by speed reduction of a container ship on a Pacific Ocean trade and the implementation of wind assisted propulsion on a MR Tanker on a North Atlantic trade. The main conclusions show that an increase of the fuel price, for example by applying a bunker levy, will lead to considerable, economically motivated speed reductions in liner traffic. The case study sowed possible yearly fuel savings of almost 21 300 t if the fuel price would be increased from 300 to 1000 USD/t. Accordingly, higher fuel prices can motivate the installation of wind assisted propulsion, which potentially saves up to 500 t of fuel per year for the investigated MR Tanker on a transatlantic route.
Fabian Tillig; Jonas W. Ringsberg; Harilaos N. Psaraftis; Thalis Zis. Reduced environmental impact of marine transport through speed reduction and wind assisted propulsion. Transportation Research Part D: Transport and Environment 2020, 83, 102380 .
AMA StyleFabian Tillig, Jonas W. Ringsberg, Harilaos N. Psaraftis, Thalis Zis. Reduced environmental impact of marine transport through speed reduction and wind assisted propulsion. Transportation Research Part D: Transport and Environment. 2020; 83 ():102380.
Chicago/Turabian StyleFabian Tillig; Jonas W. Ringsberg; Harilaos N. Psaraftis; Thalis Zis. 2020. "Reduced environmental impact of marine transport through speed reduction and wind assisted propulsion." Transportation Research Part D: Transport and Environment 83, no. : 102380.
This paper aims to conduct an updated literature survey on the Market-Based Measures (MBMs) currently being proposed by various member states and organizations at the International Maritime Organization (IMO) or by the scientific and grey literature as a cost-effective solution to reduce greenhouse gas (GHG) emissions from ships. Τhe paper collects, summarizes, and categorizes the different proposals to provide a clear understanding of the existing discussions on the field and also identifies the areas of prior investigation in order to prevent duplication and to avoid the future discussion at the IMO to start from scratch. Relevant European Union (EU) action on MBMs is also described. Furthermore, the study identifies inconsistencies, gaps in research, conflicting studies, or unanswered questions that form challenges for the implementation of any environmental policy at a global level for shipping. Finally, by providing foundational knowledge on the topic of MBMs for shipping and by exploring inadequately investigated areas, the study addresses concrete research questions that can be investigated and resolved by the scientific and shipping community.
Sotiria Lagouvardou; Harilaos N. Psaraftis; Thalis Zis. A Literature Survey on Market-Based Measures for the Decarbonization of Shipping. Sustainability 2020, 12, 3953 .
AMA StyleSotiria Lagouvardou, Harilaos N. Psaraftis, Thalis Zis. A Literature Survey on Market-Based Measures for the Decarbonization of Shipping. Sustainability. 2020; 12 (10):3953.
Chicago/Turabian StyleSotiria Lagouvardou; Harilaos N. Psaraftis; Thalis Zis. 2020. "A Literature Survey on Market-Based Measures for the Decarbonization of Shipping." Sustainability 12, no. 10: 3953.
This chapter discusses European policies as regards short sea shipping (SSS) and intermodality. To that effect, a broad view is adopted, as there have been several policy initiatives in Europe that deal directly or indirectly with both sectors in recent years. This chapter examines the situation as regards SSS and intermodality in Europe, reviews some of the main challenges and outlines prospects for the future. The role of ports as key enablers of SSS is discussed, and some of the main factors that are related and may have significant impact as regards SSS and intermodality are presented. These factors include EU port deregulation, the role of rail transport, environmental regulations, sulphur regulations, port security and others. The chapter tries to explain the causes of current problems, investigates cross-linkages and suggests possible improvements.
Harilaos Psaraftis; Thalis Zis. European policies for short sea shipping and intermodality. Short Sea Shipping in the Age of Sustainable Development and Information Technology 2020, 3 -21.
AMA StyleHarilaos Psaraftis, Thalis Zis. European policies for short sea shipping and intermodality. Short Sea Shipping in the Age of Sustainable Development and Information Technology. 2020; ():3-21.
Chicago/Turabian StyleHarilaos Psaraftis; Thalis Zis. 2020. "European policies for short sea shipping and intermodality." Short Sea Shipping in the Age of Sustainable Development and Information Technology , no. : 3-21.
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.
The purpose of this paper is to shed some light on the speed limit debate, and specifically to look into whether reducing speed by imposing a speed limit is better than achieving the same by imposing a bunker levy. This debate, along with the various issues of speed optimization versus speed reduction, is currently ongoing at the International Maritime Organization (IMO), in the quest to reduce greenhouse gas (GHG) emissions from ships. In that context, “speed optimization” and “speed reduction” have been included in the set of candidate short-term measures under discussion at the IMO. However, there is much confusion on what either speed optimization or speed reduction may mean, and some stakeholders have proposed mandatory speed limits as a measure to achieve GHG emissions reductions. To investigate this issue, the speed limit option is compared with the option of reducing speed via a bunker levy. The latter option is not under immediate discussion at the IMO, to be potentially included in the set of medium-term measures. The main result of the paper is that the speed limit option exhibits a number of deficiencies as an instrument aiming to reduce GHG emissions, at least vis-à-vis the bunker levy option.
Harilaos N. Psaraftis. Speed optimization versus speed reduction: Are speed limits better than a bunker levy? Maritime Economics & Logistics 2019, 21, 524 -542.
AMA StyleHarilaos N. Psaraftis. Speed optimization versus speed reduction: Are speed limits better than a bunker levy? Maritime Economics & Logistics. 2019; 21 (4):524-542.
Chicago/Turabian StyleHarilaos N. Psaraftis. 2019. "Speed optimization versus speed reduction: Are speed limits better than a bunker levy?" Maritime Economics & Logistics 21, no. 4: 524-542.
Aiming at reducing CO2 emissions from shipping at the EU level, a system for monitoring, reporting, and verification (MRV) of CO2 emissions of ships was introduced in 2015 with the so-called ‘MRV Regulation’. Its stated objective was to produce accurate information on the CO2 emissions of large ships using EU ports and to incentivize energy efficiency improvements by making this information publicly available. On 1 July 2019, the European Commission published the relevant data for 10,880 ships that called at EU ports within 2018. This milestone marked the completion of the first annual cycle of the regulation’s implementation, enabling an early assessment of its effectiveness. To investigate the value of the published data, information was collected on all voyages performed within 2018 by a fleet of 1041 dry bulk carriers operated by a leading Danish shipping company. The MRV indicators were then recalculated on a global basis. The results indicate that the geographic coverage restrictions of the MRV Regulation introduce a significant bias, thus prohibiting their intended use. Nevertheless, the MRV Regulation has played a role in prompting the IMO to adopt its Data Collection System that monitors ship carbon emissions albeit on a global basis.
George Panagakos; Thiago De Sousa Pessôa; Nick Dessypris; Michael Bruhn Barfod; Harilaos N. Psaraftis. Monitoring the Carbon Footprint of Dry Bulk Shipping in the EU: An Early Assessment of the MRV Regulation. Sustainability 2019, 11, 5133 .
AMA StyleGeorge Panagakos, Thiago De Sousa Pessôa, Nick Dessypris, Michael Bruhn Barfod, Harilaos N. Psaraftis. Monitoring the Carbon Footprint of Dry Bulk Shipping in the EU: An Early Assessment of the MRV Regulation. Sustainability. 2019; 11 (18):5133.
Chicago/Turabian StyleGeorge Panagakos; Thiago De Sousa Pessôa; Nick Dessypris; Michael Bruhn Barfod; Harilaos N. Psaraftis. 2019. "Monitoring the Carbon Footprint of Dry Bulk Shipping in the EU: An Early Assessment of the MRV Regulation." Sustainability 11, no. 18: 5133.
The International Maritime Organization (IMO) has established the Energy Efficiency Design Index (EEDI) as the most important policy measure to reduce greenhouse gas (GHG) emissions from shipping. A vessel’s EEDI is based on sea trials at delivery, and vessels cannot exceed a threshold for emitted CO2 per ton-mile, depending on vessel type and size. From other industries such as cars we have learnt that testing methods must reflect realistic operating conditions to deliver the desired emission reductions. Present sea-trial procedures for EEDI adjust to ‘calm water conditions’ only, as a comparative basis, despite calm sea being the exception at sea. We find that this adjustment procedure excessively rewards full bodied ‘bulky’ hulls which perform well in calm water conditions. In contrast, hull forms optimized with respect to performance in realistic sea-conditions are not rewarded with the current EEDI procedures. Our results indicate that without adjusting the testing cycle requirements to also include a threshold for performance in waves (real sea), the desired reductions will be short on targets and GHG emissions could potentially increase.
Elizabeth Lindstad; Henning Borgen; Gunnar S. Eskeland; Christopher Paalson; Harilaos Psaraftis; Osman Turan. The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions. Sustainability 2019, 11, 3668 .
AMA StyleElizabeth Lindstad, Henning Borgen, Gunnar S. Eskeland, Christopher Paalson, Harilaos Psaraftis, Osman Turan. The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions. Sustainability. 2019; 11 (13):3668.
Chicago/Turabian StyleElizabeth Lindstad; Henning Borgen; Gunnar S. Eskeland; Christopher Paalson; Harilaos Psaraftis; Osman Turan. 2019. "The Need to Amend IMO’s EEDI to Include a Threshold for Performance in Waves (Realistic Sea Conditions) to Achieve the Desired GHG Reductions." Sustainability 11, no. 13: 3668.
Purpose The International Maritime Organization has decided that as of 1.1.2020, SOx content in a ship’s emissions should be no more than 0.5 per cent. The purpose of this paper is to address the various challenges expected to arise from the enforcement of the global cap sulfur regulation. Design/methodology/approach The authors outline various enforcement options and present a model that calculates the profits from noncompliance in the high seas, so as to help determine the level of fines that could be imposed in case of violation. Findings The main finding is that a harmonized system of fines, which are more than potential savings from cheating, would be a strong deterrent for compliance. Originality/value To the authors’ knowledge, no paper in the maritime literature on sulfur regulations has focused on enforcement as of yet.
Dimitra Topali; Harilaos Psaraftis. The enforcement of the global sulfur cap in maritime transport. Maritime Business Review 2019, 4, 199 -216.
AMA StyleDimitra Topali, Harilaos Psaraftis. The enforcement of the global sulfur cap in maritime transport. Maritime Business Review. 2019; 4 (2):199-216.
Chicago/Turabian StyleDimitra Topali; Harilaos Psaraftis. 2019. "The enforcement of the global sulfur cap in maritime transport." Maritime Business Review 4, no. 2: 199-216.
Recent years have witnessed an increased awareness of the negative external impacts of freight transportation. The field of Operational Research (OR) has, particularly in the recent years, continued to contribute to alleviating the negative impacts through the use of various optimization models and solution techniques. This paper presents the basic principles behind and an overview of the existing body of recent research on ‘greening’ freight transportation using OR-based planning techniques. The particular focus is on studies that have been described for two heavily used modes for transporting freight across the globe, namely road (including urban and electric vehicles) and maritime transportation, although other modes are also briefly discussed.
Tolga Bektaş; Jan Fabian Ehmke; Harilaos Psaraftis; Jakob Puchinger. The role of operational research in green freight transportation. European Journal of Operational Research 2019, 274, 807 -823.
AMA StyleTolga Bektaş, Jan Fabian Ehmke, Harilaos Psaraftis, Jakob Puchinger. The role of operational research in green freight transportation. European Journal of Operational Research. 2019; 274 (3):807-823.
Chicago/Turabian StyleTolga Bektaş; Jan Fabian Ehmke; Harilaos Psaraftis; Jakob Puchinger. 2019. "The role of operational research in green freight transportation." European Journal of Operational Research 274, no. 3: 807-823.
“Speed optimization and speed reduction” are included in the set of candidate short-term measures under discussion at the International Maritime Organization (IMO), in the quest to reduce greenhouse gas (GHG) emissions from ships. However, there is much confusion on what either speed optimization or speed reduction may mean, and some stakeholders have proposed mandatory speed limits as a measure to achieve GHG emissions reduction. The purpose of this paper is to shed some light into this debate, and specifically examine whether reducing speed by imposing a speed limit is better than doing the same by imposing a bunker levy. To that effect, the two options are compared. The main result of the paper is that the speed limit option exhibits a number of deficiencies as an instrument to reduce GHG emissions, at least vis-à-vis the bunker levy option.
Harilaos Psaraftis. Speed Optimization vs Speed Reduction: the Choice between Speed Limits and a Bunker Levy. Sustainability 2019, 11, 2249 .
AMA StyleHarilaos Psaraftis. Speed Optimization vs Speed Reduction: the Choice between Speed Limits and a Bunker Levy. Sustainability. 2019; 11 (8):2249.
Chicago/Turabian StyleHarilaos Psaraftis. 2019. "Speed Optimization vs Speed Reduction: the Choice between Speed Limits and a Bunker Levy." Sustainability 11, no. 8: 2249.
The 0.1% limit in sulphur content within Sulphur Emission Control Areas as of 1st January 2015 requires that ship operators either use pricier ultra-low sulphur fuel oil, or alternatively install abatement technologies through substantial capital investments. A part of the resulting higher operating costs are passed on to shippers resulting in increased freight rates. These may lead to modal shifts towards rail or road options competing with Ro-Ro operators. Due to the unexpectedly low fuel prices in the period 2014–2016, Ro-Ro operators were relatively unharmed by the new limits, but nascent research has shown that if fuel prices increase some Ro-Ro services may not survive. This paper examines a set of policy options that can mitigate or reverse the negative effects of the low-sulphur regulation. The measures include internalizing external costs of transport, repaying fuel surcharges to shippers, subsidizing technological investments of ship operators, or increasing the landbased costs of transport via levies. To compare their efficacy, total costs are calculated for each measure. The results show that the proposed measures can successfully reduce the negative effects of the regulation but this would entail significant costs. A combination of subsidies towards shippers and ship operators is shown to be effective at reversing potential modal shifts and can be crucial in case of high fuel prices in the near future. The findings of this work can assist operators to develop new strategies and improve the resilience of their network, and regulators designing environmental policies that may have negative implications on certain sectors.
Thalis P.V. Zis; Harilaos Psaraftis; George Panagakos; Jacob Kronbak. Policy measures to avert possible modal shifts caused by sulphur regulation in the European Ro-Ro sector. Transportation Research Part D: Transport and Environment 2019, 70, 1 -17.
AMA StyleThalis P.V. Zis, Harilaos Psaraftis, George Panagakos, Jacob Kronbak. Policy measures to avert possible modal shifts caused by sulphur regulation in the European Ro-Ro sector. Transportation Research Part D: Transport and Environment. 2019; 70 ():1-17.
Chicago/Turabian StyleThalis P.V. Zis; Harilaos Psaraftis; George Panagakos; Jacob Kronbak. 2019. "Policy measures to avert possible modal shifts caused by sulphur regulation in the European Ro-Ro sector." Transportation Research Part D: Transport and Environment 70, no. : 1-17.
In recent years the issue of sulfur emissions from maritime transport has seen newfound attention. This chapter presents an overview of the main issues of sulfur emissions and the legislative framework that seeks to reduce the sulfur footprint of the maritime sector. It also analyzes potential modal shifts toward less efficient land-based modes which may happen as a result of sulfur regulations and investigates the related potential economic damage to ship operators. To that effect, this chapter presents findings from a recently finished project at DTU and the developed methodological framework that can be used to estimate such modal shifts, as well as to measure the efficacy of policy and ship operators’ measures to reverse such shifts.
Thalis P. V. Zis; Harilaos N. Psaraftis. Reducing Sulfur Emissions: Logistical and Environmental Considerations. Sustainable Shipping 2019, 249 -284.
AMA StyleThalis P. V. Zis, Harilaos N. Psaraftis. Reducing Sulfur Emissions: Logistical and Environmental Considerations. Sustainable Shipping. 2019; ():249-284.
Chicago/Turabian StyleThalis P. V. Zis; Harilaos N. Psaraftis. 2019. "Reducing Sulfur Emissions: Logistical and Environmental Considerations." Sustainable Shipping , no. : 249-284.
The purpose of this chapter is to attempt to make an assessment on what may lie ahead as regards sustainable shipping. The focus of the chapter is the April 2018 decision of the International Maritime Organization on the formulation of an Initial Strategy to reduce maritime greenhouse gas (GHG) emissions. In that context, an assessment of the prospects for alternative fuels, which figure centrally in the Initial Strategy, is also included.
Harilaos N. Psaraftis; Panos Zachariadis. The Way Ahead. Sustainable Shipping 2019, 433 -463.
AMA StyleHarilaos N. Psaraftis, Panos Zachariadis. The Way Ahead. Sustainable Shipping. 2019; ():433-463.
Chicago/Turabian StyleHarilaos N. Psaraftis; Panos Zachariadis. 2019. "The Way Ahead." Sustainable Shipping , no. : 433-463.
Among the spectrum of logistics – based measures for sustainable shipping – 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 practiced 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 presented so as to highlight the main issues that are at play, and the regulatory dimension of speed reduction via speed limits is also discussed.
Harilaos N. Psaraftis. Speed Optimization for Sustainable Shipping. Sustainable Shipping 2019, 339 -374.
AMA StyleHarilaos N. Psaraftis. Speed Optimization for Sustainable Shipping. Sustainable Shipping. 2019; ():339-374.
Chicago/Turabian StyleHarilaos N. Psaraftis. 2019. "Speed Optimization for Sustainable Shipping." Sustainable Shipping , no. : 339-374.