This document summarizes the sustainability and environmental challenges facing the modern shipping industry. It discusses how shipping contributes significantly to air pollution and greenhouse gas emissions. International regulations have been implemented through the IMO to reduce emissions, including limits on sulfur content in fuel and requirements for energy efficiency. The document outlines technological, operational and regulatory measures that can help reduce emissions from ships, such as alternative fuels and engines, hull design improvements, and exhaust gas cleaning systems. However, fully balancing environmental, economic and social sustainability in shipping remains a challenge.
The Port Environment – Emissions, Issues and Actiondrctaylor
Emissions from Ports affect air quality and climate change. What practical action can ports take? Presented at PIANC Young Professionals Seminar July 2010
Green shipping refers to the use of resources and energy to transport people and goods by ship and specifically concerns the reduction in such resources and energy in order to preserve the global environment from GHGs and environmental pollutants generated by ships.
The challenge of reduction of the climate impact by the shipping industry cannot be achieved merely by the adoption of expensive technical measures (EEDI); instead, requires introduction of various effective operational measure in addition. The most cost-efficient route of CO2 emission reduction by the shipping industry will be through increased energy efficiency.
The research focuses on investigating into the type and amount of ship-gener...Momoh Buhari
ABSTRACT
This project provided information on the issue of ship-generated waste in the Tin Can Island Port, Lagos Complex and made recommendations based on findings. Using port-of-call and population statistics, the researcher was able to estimate the amount of ship-generated produced by the vessel traffic in TCIP.
In Nigeria, since 2004 port reception facilities in Tin Can Island port have been made available for control and containment of ship generated wastes or pollutions from ships, based on the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). The numbers of ships calls to the port and their disposed wastes have been continuously recorded in the Nigerian Ports Authority Annual Abstract Statistics Reports since then. The main goal of this research is to forecast the amount of different waste collected from ships that called to the Tin Can Island Port for next four years based on the data collected between 2008 and 2012 using ARMA forecasting model with NCSS software tool.
According to result obtained with the model, the current data remain between the upper and the lower limit values of forecasting data.
KEYWORDS: ARMA, Forecasting, Port Reception Facility, MARPOL, Ship, Waste, Tin Can Island Port.
Ricardo-AEA provided technical support to the European Commission in assessing the environmental, social and economic impacts of policy proposals to reduce GHG emissions from the international shipping sector.
Despite some recent progress in the IMO negotiations with respect to technical measures for new ships, the emissions of existing vessels are still not regulated. At the European level, a range of targets have been set concerning economy-wide GHG emission reductions. International shipping is the only sector not included in EU level GHG reduction targets. The modelling projections developed for this project show that under the baseline scenario CO2 emissions from European maritime transport would increase by over 50% between 2010 and 2050. As such, there is a pressing need to take action to control the growing GHG emissions from the international maritime sector.
New!
Week 3: Environmental Impact & Terminal Design
Alan McBride
(Aug 21, 2017 2:17 PM)
- Read by: 5
Mark as Read
Reply
(Post 1)Economies and businesses around the world rely heavily on freight transport. The heavy reliance on freight transport makes the intermodal transportation industry one of the biggest users of energy and producers of emissions in the world. According to Winebrake, Corbett, Falzarano, Hawker, Kormacher, Ketha, and Zilora, in 2008 25.7% of the United States non-military energy use was consumed by the freight transportation industry. That number has grown by approximately 1.8% per year since 2008 (2008). However, the increased use of railway and coastal shipping provide a more environmentally friendly form of shipment (Konings, Priemus, & Nijkamp, 2008, Ch. 4, Pg. 59-60). With the use of intermodal transport between railways and coastal shipping, the efficient use of ports plays an extremely important role. Ports allow products and shipments to change from one mode of transportation to another. Without ports, the exchange of a product from a boat to a truck would be extremely inefficient. The design of the supply chain network between the different modes of transportation must be well-designed and extremely efficient for the network to work properly. Ports and networks are extremely expensive to build, but over time a well-built network design will provide a method of expedient intermodal transportation for freight transport and will pay for itself (Konings, Priemus, & Nijkamp, 2008, Ch. 4, Pg. 60).
(Post 2)
Environmental impact could be defined as "environmental stressors such as pollutants, noise, or exotic species are released in natural ecosystems" (Organization for Economic Co-Operation and Development, n.d.). The vehicles that the transportation world uses (and all combustible engine vehicles in general) contributes significantly to polluting the environment through the emissions that those vehicles produce. It is those same emissions that have both local and global impacts on the environment. Aside from air pollution, most people do not even think of other types of pollutions.
Noise pollution, for example, is measured in decibels. People talk to one another at around 60 decibels, breathing alone is around 10 decibels. But a jet taking off can get as loud as 120-150 decibels and rupture ear drums. That is why the Concorde was banned from many airports because of the sonic boom it produced flying over cities.
Water pollution has been a global issue for many years. Oil spills have been a major contributor to polluting the oceans entire ecosystems have been damaged or destroyed by oil spills. Trash that we humans pollute in the oceans usually ends up hurting or even killing marine life. Dredging waterways to deepen channels for ships to maneuver through also pose a risk due to the silt and sediments that have been contaminated by oils and heavy metals.
According to Konings, Priemus, and Nijkamp (2008) ...
Carbon emissions are depleting the ozone layer. Globally, we need to half the carbon emissions by 2050. The Ship Emission Rating Index (SERI) helps ships to compare their emission rating with similar ships. SERI also helps to motivate ship owners to be the best they can be by striving to be on the leaderboard for being in the top class for environment friendly rated ships, demonstrated through their Ship Emission Rating. SERI will motivate ships to reduce their emissions as no ship would like to be at the bottom of the ratings. Ships with good Emission Ratings will have an advantage when seeking bank loans and insurance cover as banks and insurance companies will prefer to insure and lend environmental friendly ships that are highly rated and ranked.
Shipping industry ha sbeen experiencing a small boom in connection to the use of LNG as fuel. However more fuels come into play. What will be the future mix of all these fuels? Is it going to be one fuel dominating all others or we will have a more diverse picture?
This paper attempts to answer these questions.
The Port Environment – Emissions, Issues and Actiondrctaylor
Emissions from Ports affect air quality and climate change. What practical action can ports take? Presented at PIANC Young Professionals Seminar July 2010
Green shipping refers to the use of resources and energy to transport people and goods by ship and specifically concerns the reduction in such resources and energy in order to preserve the global environment from GHGs and environmental pollutants generated by ships.
The challenge of reduction of the climate impact by the shipping industry cannot be achieved merely by the adoption of expensive technical measures (EEDI); instead, requires introduction of various effective operational measure in addition. The most cost-efficient route of CO2 emission reduction by the shipping industry will be through increased energy efficiency.
The research focuses on investigating into the type and amount of ship-gener...Momoh Buhari
ABSTRACT
This project provided information on the issue of ship-generated waste in the Tin Can Island Port, Lagos Complex and made recommendations based on findings. Using port-of-call and population statistics, the researcher was able to estimate the amount of ship-generated produced by the vessel traffic in TCIP.
In Nigeria, since 2004 port reception facilities in Tin Can Island port have been made available for control and containment of ship generated wastes or pollutions from ships, based on the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78). The numbers of ships calls to the port and their disposed wastes have been continuously recorded in the Nigerian Ports Authority Annual Abstract Statistics Reports since then. The main goal of this research is to forecast the amount of different waste collected from ships that called to the Tin Can Island Port for next four years based on the data collected between 2008 and 2012 using ARMA forecasting model with NCSS software tool.
According to result obtained with the model, the current data remain between the upper and the lower limit values of forecasting data.
KEYWORDS: ARMA, Forecasting, Port Reception Facility, MARPOL, Ship, Waste, Tin Can Island Port.
Ricardo-AEA provided technical support to the European Commission in assessing the environmental, social and economic impacts of policy proposals to reduce GHG emissions from the international shipping sector.
Despite some recent progress in the IMO negotiations with respect to technical measures for new ships, the emissions of existing vessels are still not regulated. At the European level, a range of targets have been set concerning economy-wide GHG emission reductions. International shipping is the only sector not included in EU level GHG reduction targets. The modelling projections developed for this project show that under the baseline scenario CO2 emissions from European maritime transport would increase by over 50% between 2010 and 2050. As such, there is a pressing need to take action to control the growing GHG emissions from the international maritime sector.
New!
Week 3: Environmental Impact & Terminal Design
Alan McBride
(Aug 21, 2017 2:17 PM)
- Read by: 5
Mark as Read
Reply
(Post 1)Economies and businesses around the world rely heavily on freight transport. The heavy reliance on freight transport makes the intermodal transportation industry one of the biggest users of energy and producers of emissions in the world. According to Winebrake, Corbett, Falzarano, Hawker, Kormacher, Ketha, and Zilora, in 2008 25.7% of the United States non-military energy use was consumed by the freight transportation industry. That number has grown by approximately 1.8% per year since 2008 (2008). However, the increased use of railway and coastal shipping provide a more environmentally friendly form of shipment (Konings, Priemus, & Nijkamp, 2008, Ch. 4, Pg. 59-60). With the use of intermodal transport between railways and coastal shipping, the efficient use of ports plays an extremely important role. Ports allow products and shipments to change from one mode of transportation to another. Without ports, the exchange of a product from a boat to a truck would be extremely inefficient. The design of the supply chain network between the different modes of transportation must be well-designed and extremely efficient for the network to work properly. Ports and networks are extremely expensive to build, but over time a well-built network design will provide a method of expedient intermodal transportation for freight transport and will pay for itself (Konings, Priemus, & Nijkamp, 2008, Ch. 4, Pg. 60).
(Post 2)
Environmental impact could be defined as "environmental stressors such as pollutants, noise, or exotic species are released in natural ecosystems" (Organization for Economic Co-Operation and Development, n.d.). The vehicles that the transportation world uses (and all combustible engine vehicles in general) contributes significantly to polluting the environment through the emissions that those vehicles produce. It is those same emissions that have both local and global impacts on the environment. Aside from air pollution, most people do not even think of other types of pollutions.
Noise pollution, for example, is measured in decibels. People talk to one another at around 60 decibels, breathing alone is around 10 decibels. But a jet taking off can get as loud as 120-150 decibels and rupture ear drums. That is why the Concorde was banned from many airports because of the sonic boom it produced flying over cities.
Water pollution has been a global issue for many years. Oil spills have been a major contributor to polluting the oceans entire ecosystems have been damaged or destroyed by oil spills. Trash that we humans pollute in the oceans usually ends up hurting or even killing marine life. Dredging waterways to deepen channels for ships to maneuver through also pose a risk due to the silt and sediments that have been contaminated by oils and heavy metals.
According to Konings, Priemus, and Nijkamp (2008) ...
Carbon emissions are depleting the ozone layer. Globally, we need to half the carbon emissions by 2050. The Ship Emission Rating Index (SERI) helps ships to compare their emission rating with similar ships. SERI also helps to motivate ship owners to be the best they can be by striving to be on the leaderboard for being in the top class for environment friendly rated ships, demonstrated through their Ship Emission Rating. SERI will motivate ships to reduce their emissions as no ship would like to be at the bottom of the ratings. Ships with good Emission Ratings will have an advantage when seeking bank loans and insurance cover as banks and insurance companies will prefer to insure and lend environmental friendly ships that are highly rated and ranked.
Shipping industry ha sbeen experiencing a small boom in connection to the use of LNG as fuel. However more fuels come into play. What will be the future mix of all these fuels? Is it going to be one fuel dominating all others or we will have a more diverse picture?
This paper attempts to answer these questions.
WRI’s brand new “Food Service Playbook for Promoting Sustainable Food Choices” gives food service operators the very latest strategies for creating dining environments that empower consumers to choose sustainable, plant-rich dishes. This research builds off our first guide for food service, now with industry experience and insights from nearly 350 academic trials.
Diabetes is a rapidly and serious health problem in Pakistan. This chronic condition is associated with serious long-term complications, including higher risk of heart disease and stroke. Aggressive treatment of hypertension and hyperlipideamia can result in a substantial reduction in cardiovascular events in patients with diabetes 1. Consequently pharmacist-led diabetes cardiovascular risk (DCVR) clinics have been established in both primary and secondary care sites in NHS Lothian during the past five years. An audit of the pharmaceutical care delivery at the clinics was conducted in order to evaluate practice and to standardize the pharmacists’ documentation of outcomes. Pharmaceutical care issues (PCI) and patient details were collected both prospectively and retrospectively from three DCVR clinics. The PCI`s were categorized according to a triangularised system consisting of multiple categories. These were ‘checks’, ‘changes’ (‘change in drug therapy process’ and ‘change in drug therapy’), ‘drug therapy problems’ and ‘quality assurance descriptors’ (‘timer perspective’ and ‘degree of change’). A verified medication assessment tool (MAT) for patients with chronic cardiovascular disease was applied to the patients from one of the clinics. The tool was used to quantify PCI`s and pharmacist actions that were centered on implementing or enforcing clinical guideline standards. A database was developed to be used as an assessment tool and to standardize the documentation of achievement of outcomes. Feedback on the audit of the pharmaceutical care delivery and the database was received from the DCVR clinic pharmacist at a focus group meeting.
"Understanding the Carbon Cycle: Processes, Human Impacts, and Strategies for...MMariSelvam4
The carbon cycle is a critical component of Earth's environmental system, governing the movement and transformation of carbon through various reservoirs, including the atmosphere, oceans, soil, and living organisms. This complex cycle involves several key processes such as photosynthesis, respiration, decomposition, and carbon sequestration, each contributing to the regulation of carbon levels on the planet.
Human activities, particularly fossil fuel combustion and deforestation, have significantly altered the natural carbon cycle, leading to increased atmospheric carbon dioxide concentrations and driving climate change. Understanding the intricacies of the carbon cycle is essential for assessing the impacts of these changes and developing effective mitigation strategies.
By studying the carbon cycle, scientists can identify carbon sources and sinks, measure carbon fluxes, and predict future trends. This knowledge is crucial for crafting policies aimed at reducing carbon emissions, enhancing carbon storage, and promoting sustainable practices. The carbon cycle's interplay with climate systems, ecosystems, and human activities underscores its importance in maintaining a stable and healthy planet.
In-depth exploration of the carbon cycle reveals the delicate balance required to sustain life and the urgent need to address anthropogenic influences. Through research, education, and policy, we can work towards restoring equilibrium in the carbon cycle and ensuring a sustainable future for generations to come.
UNDERSTANDING WHAT GREEN WASHING IS!.pdfJulietMogola
Many companies today use green washing to lure the public into thinking they are conserving the environment but in real sense they are doing more harm. There have been such several cases from very big companies here in Kenya and also globally. This ranges from various sectors from manufacturing and goes to consumer products. Educating people on greenwashing will enable people to make better choices based on their analysis and not on what they see on marketing sites.
Natural farming @ Dr. Siddhartha S. Jena.pptxsidjena70
A brief about organic farming/ Natural farming/ Zero budget natural farming/ Subash Palekar Natural farming which keeps us and environment safe and healthy. Next gen Agricultural practices of chemical free farming.
Willie Nelson Net Worth: A Journey Through Music, Movies, and Business Venturesgreendigital
Willie Nelson is a name that resonates within the world of music and entertainment. Known for his unique voice, and masterful guitar skills. and an extraordinary career spanning several decades. Nelson has become a legend in the country music scene. But, his influence extends far beyond the realm of music. with ventures in acting, writing, activism, and business. This comprehensive article delves into Willie Nelson net worth. exploring the various facets of his career that have contributed to his large fortune.
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Introduction
Willie Nelson net worth is a testament to his enduring influence and success in many fields. Born on April 29, 1933, in Abbott, Texas. Nelson's journey from a humble beginning to becoming one of the most iconic figures in American music is nothing short of inspirational. His net worth, which estimated to be around $25 million as of 2024. reflects a career that is as diverse as it is prolific.
Early Life and Musical Beginnings
Humble Origins
Willie Hugh Nelson was born during the Great Depression. a time of significant economic hardship in the United States. Raised by his grandparents. Nelson found solace and inspiration in music from an early age. His grandmother taught him to play the guitar. setting the stage for what would become an illustrious career.
First Steps in Music
Nelson's initial foray into the music industry was fraught with challenges. He moved to Nashville, Tennessee, to pursue his dreams, but success did not come . Working as a songwriter, Nelson penned hits for other artists. which helped him gain a foothold in the competitive music scene. His songwriting skills contributed to his early earnings. laying the foundation for his net worth.
Rise to Stardom
Breakthrough Albums
The 1970s marked a turning point in Willie Nelson's career. His albums "Shotgun Willie" (1973), "Red Headed Stranger" (1975). and "Stardust" (1978) received critical acclaim and commercial success. These albums not only solidified his position in the country music genre. but also introduced his music to a broader audience. The success of these albums played a crucial role in boosting Willie Nelson net worth.
Iconic Songs
Willie Nelson net worth is also attributed to his extensive catalog of hit songs. Tracks like "Blue Eyes Crying in the Rain," "On the Road Again," and "Always on My Mind" have become timeless classics. These songs have not only earned Nelson large royalties but have also ensured his continued relevance in the music industry.
Acting and Film Career
Hollywood Ventures
In addition to his music career, Willie Nelson has also made a mark in Hollywood. His distinctive personality and on-screen presence have landed him roles in several films and television shows. Notable appearances include roles in "The Electric Horseman" (1979), "Honeysuckle Rose" (1980), and "Barbarosa" (1982). These acting gigs have added a significant amount to Willie Nelson net worth.
Television Appearances
Nelson's char
Micro RNA genes and their likely influence in rice (Oryza sativa L.) dynamic ...Open Access Research Paper
Micro RNAs (miRNAs) are small non-coding RNAs molecules having approximately 18-25 nucleotides, they are present in both plants and animals genomes. MiRNAs have diverse spatial expression patterns and regulate various developmental metabolisms, stress responses and other physiological processes. The dynamic gene expression playing major roles in phenotypic differences in organisms are believed to be controlled by miRNAs. Mutations in regions of regulatory factors, such as miRNA genes or transcription factors (TF) necessitated by dynamic environmental factors or pathogen infections, have tremendous effects on structure and expression of genes. The resultant novel gene products presents potential explanations for constant evolving desirable traits that have long been bred using conventional means, biotechnology or genetic engineering. Rice grain quality, yield, disease tolerance, climate-resilience and palatability properties are not exceptional to miRN Asmutations effects. There are new insights courtesy of high-throughput sequencing and improved proteomic techniques that organisms’ complexity and adaptations are highly contributed by miRNAs containing regulatory networks. This article aims to expound on how rice miRNAs could be driving evolution of traits and highlight the latest miRNA research progress. Moreover, the review accentuates miRNAs grey areas to be addressed and gives recommendations for further studies.
Characterization and the Kinetics of drying at the drying oven and with micro...Open Access Research Paper
The objective of this work is to contribute to valorization de Nephelium lappaceum by the characterization of kinetics of drying of seeds of Nephelium lappaceum. The seeds were dehydrated until a constant mass respectively in a drying oven and a microwawe oven. The temperatures and the powers of drying are respectively: 50, 60 and 70°C and 140, 280 and 420 W. The results show that the curves of drying of seeds of Nephelium lappaceum do not present a phase of constant kinetics. The coefficients of diffusion vary between 2.09.10-8 to 2.98. 10-8m-2/s in the interval of 50°C at 70°C and between 4.83×10-07 at 9.04×10-07 m-8/s for the powers going of 140 W with 420 W the relation between Arrhenius and a value of energy of activation of 16.49 kJ. mol-1 expressed the effect of the temperature on effective diffusivity.
Characterization and the Kinetics of drying at the drying oven and with micro...
document.pdf
1. JAES
ISTRAŽIVANJA I PROJEKTOVANJA ZA PRIVREDU
www.engineeringscience.rs
JOURNAL OF APPLIED ENGINEERING SCIENCE
Indexed by
SUSTAINABILITY AND ENVIRONMENTAL
CHALLENGES OF MODERN SHIPPING INDUSTRY
Nermin Hasanspahic
University of Dubrovnik,
Maritime Department,
Dubrovnik, Croatia
Klaudia Piekarska
Gdynia Maritime University,
Gdynia, Poland
Srdjan Vujicic
University of Dubrovnik,
Maritime Department,
Dubrovnik, Croatia
Leo Campara
University of Dubrovnik,
Maritime Department,
Dubrovnik, Croatia
Key words: maritime transport, ship, environment, noxious emissions, green logistics, sustainability
Online aceess of full paper is available at: www.engineeringscience.rs/browse-issues
Nermin, H., Srdjan, V., Leo, C., & Nermin H. [2021]. Sustainability and environmental challenges of
modern shipping industry. Journal of Applied Engineering Science, 19(2), 369 - 374. DOI:10.5937/
jaes0-28681
Cite article:
2. Journal of Applied Engineering Science
Istraživanja i projektovanja za privredu Review Paper
doi:10.5937/jaes0-28681 Paper number: 19(2021)2, 802, 369-374
SUSTAINABILITY AND ENVIRONMENTAL
CHALLENGES OF MODERN SHIPPING INDUSTRY
Nermin Hasanspahic1
*, Srdjan Vujicic1
, Leo Campara1
, Klaudia Piekarska2
1
University of Dubrovnik, Maritime Department, Dubrovnik, Croatia
2
Gdynia Maritime University, Gdynia, Poland
Nowadays, maritime transport faces more challenges than at its beginning. Like any other industry, the maritime
sector must adapt to the needs of the modern world and carry out its activities with respect for the environment. Con-
tinuous technological development and increased environmental awareness are the determining factors of changes
in modern shipping. Therefore, one of the main challenges of maritime transport is to implement innovative solutions
to protect the marine environment. However, it is quite challenging to achieve both ecological and economic benefits
at the same time. That is why it is very important to apply the win-win principle, which refers to the sustainable devel-
opment of maritime transport. The paper provides an overview of applicable and promising technological solutions,
logistical activities, and regulatory provisions applied in reduction of shipping gas emissions, as well as importance of
points to be considered in development of sustainable shipping. Innovative methods of adapting to the increasingly
restrictive environmental regulations are presented as well.
Key words: maritime transport, ship, environment, noxious emissions, green logistics, sustainability
INTRODUCTION
The share of maritime trade over the last century in the
total value of world trade has been steadily increasing.
Maritime transport remains the backbone of internation-
al trade and globalization, serving around 90% of world
trade in goods [1] [2]. With shipbuilding growing to re-
cord highs in recent years, continuous improvements in
technology and fleet efficiency and with maritime trans-
port being a relatively cost-effective transport, it remains
highly competitive compared to other modes of transport.
About 200 years ago, sailing ships sailed the oceans
with speeds of 16 knots or more and enabled worldwide
trade. One of the best qualities of maritime trade at that
time was that the ships did not release any noxious gas-
es into the atmosphere, and were able to sail the world
without using a single drop of fuel oil. Since then, world
shipping has deviated from the “green road” and the ben-
efits of wind energy have been forgotten.
Nowadays, shipping is one of the biggest air pollution
sources, which, according to some studies, causes
about seven million premature deaths annually [3]. It has
to be noted that there are other environmentally negative
aspects of shipping besides emissions of harmful gases.
These include pollution by garbage, oils, ballast, hazard-
ous substances, dry bulk cargo, environmental effect of
noise, ship-strikes on marine fauna, usage of harmful
marine paints for hull coating, etc. [1] [2] [4]. However,
authors’ focus in this paper is the previously mentioned
emissions of noxious gases.
Climate change is recognized as the most serious en-
vironmental challenge and the focus is on noxious gas
emissions from freight transport [5]. According to the
Third International Maritime Organization (IMO) Green-
*nermin.hasanspahic@unidu.hr
house gas (GHG) Study from 2014, international ship-
ping accounts for 2.4% of global GHG emissions [6].
Therefore, shipping industry has been in progress of
adopting technical and operational measures in order to
be more eco-friendly.
Consequently, IMO responded by introducing various
regulations. Over the last few decades, IMO has adopted
several conventions and protocols (London Convention
and Protocol, MARPOL Annex VI and NTC and Hong
Kong Convention) whose aim is to preserve marine envi-
ronment for future generations. IMO has also developed
several important regulations and launched several proj-
ects related to Sustainable Development Goals (SDG),
owing to the seventieth session of the United Nations
(UN) General Assembly where “Resolution Transforming
our world: the 2030 Agenda for Sustainable Develop-
ment” was adopted [7]. Currently, one of the IMO’s goals
is to introduce changes on ships and in seaports in order
to make maritime transport and logistics environmentally
sustainable.
This paper presents an overview of the main legisla-
tion and measures aimed at reduction of noxious gases
emissions adopted in maritime transport. Chapter two
deals with sustainability challenges in shipping, chapter
three gives an overview of international legislation relat-
ed to emissions, while in chapters four and five authors
summed up measures used to reduce emissions from
ships and ports. In chapter six a short discussion about
difficulties and side effects that might be encountered
during implementation of emissions reduction measures
is given. Concluding thoughts are given in chapter seven.
CHALLENGES TO SUSTAINABILITY IN SHIPPING
Sustainable maritime transport and logistics includes a
369
3. Istraživanja i projektovanja za privredu ISSN 1451-4117
Journal of Applied Engineering Science Vol. 19, No. 2, 2021
complex system that combines economic, environmen-
tal and social elements [7] [8]. The systems interact and
overlap with each other, thus creating sustainability (Fig-
ure 1). The transport system on the one hand influences
the functioning of the other systems. On the other hand,
the tasks that are set for it are determined and depen-
dent on the needs of the other systems.
Figure 1: Interaction of sustainable maritime transport
elements
There is no doubt that non-sustainable maritime trans-
port and logistics has many negative side effects. A great
deal of scientific work that confirms this fact has already
been done in this area [9] to [11]. One of the side effects
are the noxious gases emitted while manoeuvring, per-
forming cargo operations and while waiting at berth or
anchorage [7]. However, creation of smog and absence
of clean air in ports are not the worst consequences
from shipping emissions. Studies indicate that ships are
responsible for 24 000 premature deaths in East Asia
alone [3].
Since the world’s first “Earth Summit” held in Rio de Ja-
neiro (1992), there has been a growing interest of all
stakeholders in the phenomenon of sustainability for the
planning and operation of maritime transport systems
[12]. Accordingly, the sustainable maritime transport sys-
tem should take into account the requirements of social
and environmental safety, as well as economic benefits.
However, it might be quite difficult to make positive im-
pact on environment and at the same time reap eco-
nomic benefits. All shipping stakeholders are striving
to achieve globally sustainable maritime transport and
logistics in order to provide an economically beneficial
shipping service while respecting the environment and
social aspects of modern society. This might be possible
with a thorough understanding and implementation of the
factors that may affect balance between social, econom-
ic and environmental objectives. All three key elements
must reach a level that is acceptable to all stakeholders
at the same time. If they are kept in balance, there is
an opportunity to create a sustainable maritime transport
and logistics that is financially viable and does not have a
destructive impact on the environment and human lives.
LEGISLATIONS REGULATING THE EMISSION OF
NOXIOUS GASES IN MARITIME TRANSPORT
As maritime transport is international in nature, it means
involvement of many countries and their legislations.
Therefore, their rights and obligations must be harmo-
nized internationally. There are a few regulatory mea-
sures to limit or reduce emissions. Thus, actions to reg-
ulate harmful gases emissions from ships are taken at
the international level by IMO. The work of the IMO on
noxious gas emissions is carried out in the framework of
the Marine Environment Protection Committee (MEPC).
The most important international regulatory instrument
regarding emission of noxious gases in international
maritime transport is the adoption of International Mar-
itime Organization’s (IMO) MARPOL Annex VI, Reg-
ulations for the Prevention of Air Pollution from Ships,
adopted at the Conference of the Parties to the IMO on
26 September 1997 which entered into force on 19 May
2005. It urges shipowners to apply solutions to reduce
emissions of air pollutants contained in ships’ exhaust
gases, namely Sulphur oxides (SOx
) and Particulate
matter (PM), Nitrous oxides (NOx
), Ozone Depleting
Substances (ODS) and Volatile Organic Compounds
(VOC). Emission Control Areas (ECA), for SOx
, PM and
NOx
were introduced over time [13]. NOx
Technical Code,
constituent part of the Annex VI Regulations covering
testing, survey and certification of marine diesel engines
has been significantly revised and adopted at MEPC 58
in October 2008 and since then is known as NOx
techni-
cal code 2008.
MEPC 70 considered an assessment of fuel oil availabil-
ity to inform the decision to be taken by the Parties to
MARPOL Annex VI. Consequently, under the currently
revised MARPOLAnnex VI sulphur regulations, the glob-
al sulphur limit is reduced from 3.50% to 0.50%, effective
from 1 January 2020. Based on the results of the con-
ducted assessment related to availability of fuel oil with
0.50% sulphur content, on MEPC 70 session sulphur
limit requirements were revised and implementation date
set. The sulphur limit applicable in ECAs was previously
reduced to 0.10% and became effective from 1 January
2015 [14].
However, SOx
and NOx
are not the only harmful com-
pounds emitted to atmosphere from ships. Greenhouse
gases (GHG) emissions must be reduced as well. One
of the most represented GHG gases is CO2
. In 2011,
driven by the need to reduce emissions of GHG gas-
es, IMO adopted mandatory technical and operational
energy efficiency measures, Energy Efficiency Design
Index (EEDI) and Ship Energy Efficiency Management
Plan (SEEMP), were expected to significantly reduce the
Nermin Hasanspahic, et al. - Sustainabiltiy and enviromental
challenges of modern shipping industry
370
4. Istraživanja i projektovanja za privredu ISSN 1451-4117
Journal of Applied Engineering Science Vol. 19, No. 2, 2021
amount of CO2
emissions in international shipping. EEDI
and SEEMP, contained in new Chapter 4 of Annex VI,
entered into force on 1 January 2013.
The goal of the EEDI is to promote more environmentally
friendly and energy efficient equipment and engines on
ships. It is expected to promote continued technical de-
velopment and innovations of all technical components
influencing the fuel efficiency of a ship [14]. SEEMP is an
operational measure that provides a tool to enhance the
energy efficiency of a ship in a cost-effective manner. It
encourages the shipowners to take into account modern
technologies and practices when seeking to optimise the
performance of a ship [14].
Subsequently, in October 2016, the MEPC 70 adopted
the mandatory requirements of MARPOL Annex VI for
the collection and reporting of Data Collection System
(DCS) for fuel oil consumption of ships. The establish-
ment of a system to collect data on ships' fuel consump-
tion is the first instrument to allow the IMO to take future
emission reduction decisions based on reliable, verified
information. It entered into force on 1 March 2018 [15].
For their ships to comply with enforced regulations, ship-
owners have to adopt and apply recommended mea-
sures.
MEASURES TO REDUCE EMISSIONS OF NOXIOUS
GASES FROM SHIPS
Maritime transport is the least harmful mode of transport
to the environment, due to the possibility of transporting
a huge mass of cargo by one ship. Compared to other
modes of transport, it has the lowest carbon footprint per
tonne-kilometre. However, its emissions are projected to
increase over the next 40 years [6]. Nowadays, climate
change is recognized as the most serious environmen-
tal challenge and the focus is on noxious gas emissions
from freight transport [5]. As a response to those issues,
shipping industry has started to make changes and has
adopted measures to be more eco-friendly.
According to [16], measures to reduce emissions in mar-
itime transport could be divided into three groups: tech-
nological, operational and market based.
Technological measures include changes in the con-
struction of ships and the application of new technolo-
gies in shipping, such as [1] [2] [16] to [18]:
• Changes and innovations in hull design
• Changes and innovations in power and propulsion
systems
• Usage of alternative fuels
• Usage of alternative energy sources
• Usage of exhaust gas abatement technologies: Ex-
haust Gas Cleaning systems – scrubbers; Selective
Catalytic Reduction (SCR) systems
Changes and innovations in hull design to reduce CO2
emission include measures related to ship size, shape
of hull, lightweight materials used for hull construction,
hull air lubrication, fitting of resistance reduction devices,
reduction of ballast water capacity and usage of distinct
types of hull coating. Ship size, or economy of scale, is
one of the more promising measures of reducing CO2
emissions. Larger ships can carry more cargo and they
are more energy-efficient per freight unit. For example,
if cargo capacity is doubled, fuel consumption will not
be doubled, but will be increased by about two-thirds,
thus reducing the ship’s consumption of fuel per freight
unit. Design and form optimization of hull affects fuel
consumption, since it improves hydrodynamic perfor-
mance and minimizes resistance. Building ship’s hulls
from high strength steel or composite materials reduces
emissions of CO2
as well. Installation of air cavity lubrica-
tion systems on some types of ships (bulk carriers, tank-
ers, container ships) can reduce total fuel consumption
of main engine, since it improves ship’s hydrodynamics
performance. Fitting or retrofitting of other devices that
minimize resistance of ship’s hull, innovative design of
ships that allows reduction in total ballast capacity and
usage of distinct types of hull coatings can also reduce
emissions of CO2
[5] [17] [18].
Changes and innovations in power and propulsion sys-
tem include hybrid electric auxiliary power and propul-
sion, variable speed electric power generation, various
propulsion efficiency devices such as sails or kites, re-
covery of waste heat and reduction of auxiliary power
demand [2] [5] [17] [18].
Usage of alternative fuels can cut not only the emissions
of CO2
, but SOx
and NOx
as well. Examples used in
maritime industry are biofuels and Liquified Natural Gas
(LNG) [2] [5] [17] [18].
Usage of alternative energy sources includes kites or
sails (usage of wind power), fuel cells, “cold ironing”
during port stay (electricity from shore) and solar panels
on deck (usage of solar power) [2] [5] [17] [18].
Scrubbers are generally accepted as an alternative mea-
sure to reduce SOx
emissions. There are four types of
scrubbers available on the market: seawater, freshwater,
hybrid and dry scrubbers. Seawater scrubbers are often
referred to as open loop scrubbers, since they use un-
treated seawater in an open system to neutralize sulphur
from exhaust gases. Freshwater or closed loop scrub-
bers neutralize exhaust gases with caustic soda added
to freshwater in a closed system. Hybrid scrubbers have
the possibility to use either open or closed loop technol-
ogy. Dry scrubbers need no liquids during the process
of neutralization of exhaust gases, hydrated lime-treated
granulates are used [19].
SCR is an advanced active emissions control technolo-
gy system that injects a liquid-reductant agent through a
special catalyst into the exhaust stream of a diesel en-
gine. Liquid-reductant agent is commonly in the form of
a urea solution. Urea sets off chemical reaction called
“reduction” that converts NOx into nitrogen and water. In
that way it reduces NOx
emissions [2].
Operational measures include optimization of processes
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5. Istraživanja i projektovanja za privredu ISSN 1451-4117
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where usage of fuel can be reduced, like [1] [2] [16] [17]:
• Speed optimization
• Capacity utilization
• Voyage optimization
• Other operational measures
Speed optimization implies operational reduction of
ship’s speed or so called “slow steaming”. There can be
several reasons for utilisation of slow steaming, but most
common one is economic benefit, since shipowners
want to save fuel while ship is in ballast voyage. Positive
side effect of this is its lower environmental impact, as
slow steaming reduces emissions of noxious gases into
the atmosphere [16] [17] [20].
Capacity utilization mainly includes software for optimis-
ing loading condition of ships, but can also reduce emis-
sions since more cargo is transported during the same
voyage of ship [17] [21].
Voyage optimization includes measures like weather
routing, route planning and voyage execution, through
which operators try to reduce fuel burnt during voyage.
The most common solutions are software for optimising
routing condition of ships [17] [21].
Market-based measures include introduction of the
Emissions Trading Schemes (ETS) [22], and emission
tax included in price of fuel [23]. Market-based measures
can affect technological and operational measures, and
there is a close link and interdependence between them.
However, they are separated as specific measures for
the purpose of the paper.
GREEN LOGISTICS IN SEAPORTS
The use of logistics to solve environmental problems and
implement sustainable development principles began in
the 1980s. Many scientists pointed out that logistics has
a significant impact and potential in terms of transport
system control, control and minimization of environmen-
tal pollution and control of energy and resource saving
processes [24]. It is worth noting that the logistics sec-
tor is responsible for about 5% of global exhaust gas
emissions. The main challenge is to reduce the carbon
footprint of the entire supply chain. The pro-ecological
approach has become a part of the "green" marketing of
shipping lines. Therefore, for the logistics operator one
of the most important aspects of its activity is their im-
pact on the natural environment. In order not to exceed
the acceptable standards, it is necessary to use logistic
solutions and tools as well. Nowadays, many logistics
companies, such as DHL, Schenker AG, Green Cargo
Kuehne Nagel, UPS, СOSCO Group and others, apply
green technology in their operations. They define green
logistics as “an effective approach to managing techno-
logical processes, resource and energy flows to reduce
environmental and economic damage” [24].
The environmental element of sustainability is an im-
portant aspect for seaports which are a key element
in the supply chain. Green logistics is of particular in-
terest today and seaports are accelerating the introduc-
tion of new technologies that contribute to the reduction
of GHG. Such innovative ports are often referred to as
“Green Ports” [4]. The environmental concept in sea-
ports aims at achieving zero-emission, which could be
based on smart grid technology connected mainly with
renewable energy sources, in order to reduce emissions.
Renewable energy sources include wind energy, solar
energy, geothermal energy, wave energy, as well as bio-
mass and earthquake energy [5].
Environmentally differentiated port dues based on ship
emissions, i.e. ship’s participation in “green” rating sys-
tems, for example Environmental Ship Index (ESI), are
also one of the measures that increases sustainability
of the seaport. Ships “greener” than others get fixed or
proportional deduction on regular port fees.
Measuring ship emissions is an important aspect of
seaport sustainability. In order to reduce the negative
effect of emissions they need to be monitored. One of
the innovative solutions in seaports is usage of drones to
ensure the safety of port operations and monitoring the
state of the natural environment. A new comprehensive
yetiSense system for monitoring air pollution emissions,
created by SeaData, has been implemented in the port
area of Gdynia. Such actions are to serve not only the
expectations of customers, but also to increase the so-
cial responsibility of the port, and thus take care of the
environment [25].
Ships are one of the most difficult regulated sources of
air pollution in the world, but they are also an important
part of international trade. It has been pointed out that
seagoing ships are becoming larger and will need more
and more electrical energy. Therefore, most ports around
the world are exploring the possibility of using shore-side
energy [4]. Onshore Power Supply (OPS) is an electri-
cal system for ships that allows the ship to be charged
with electricity while docked. This means that all systems
on the ship will be able to operate without the use of
auxiliary engines. Such a system has been implemented
mostly in Sweden, Germany, Western Europe and it has
slowly started to appear on the Baltic Sea ports.
One can conclude that maritime transport is trying to in-
crease the environmental element of sustainability and
implements different measures and solutions for reduc-
ing emissions. However, the efficacy of certain measures
and solutions could be doubtful in given conditions.
DISCUSSION
The so-called win-win solution is becoming a very popu-
lar term, which means creating social, economic and en-
vironmental benefits at the same time. Nevertheless, it is
quite difficult to achieve it, since “green fashion” does not
always have a positive impact on the development of mari-
time transport and logistics according to some studies [16].
Unfortunately, solutions for optimal environmental and
social efficiency are not necessarily the same as solu-
tions for optimal economic efficiency. Therefore, instead
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challenges of modern shipping industry
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6. Istraživanja i projektovanja za privredu ISSN 1451-4117
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of "win-win" principle, "push down, pop up" principle
emerges. If one pushes a given button down, some oth-
er button will pop up somewhere else. In other words,
measures to reduce emissions can have consequences
for the logistics supply chain, such as choice of another
mode of transport, trade restrictions, relocation and even
closure of production. This may make shipping unprof-
itable [16]. These cases may discourage shipowners,
companies, customers and other stakeholders from tak-
ing necessary abatement measures.
One of the fine examples are measures imposed on
ship's speed. As mentioned earlier, reduction in speed
results in reduced emissions of GHG. However, this may
have a negative impact on safety as it may conflict with
the minimum safe power required by a ship in adverse
weather conditions. This issue is already under intensive
discussion at the IMO. It should be mentioned that re-
ducing the speed of vessels leads to additional costs,
such as the costs of stock-taking in transit. This is due
to delays in arrival of cargo. The inventory costs are pro-
portional to the value of the cargo, so if the shipper has a
very high value of the cargo, cost of the cargo transport
increases due to delivery time. Another consequence
may be an increase in freight rates. When the total trans-
port supply is reduced due to lower speed, shipowners
will increase freight rates. The introduction of a fleet of
identical vessels of the same power could become a
probable solution. This will reduce speed, but also main-
tain high throughput [16].
Pollution shifting is also one of the emerging issues. It
is defined as a “transfer” of pollution from one medium
(air, water, soil) to another. Example of maritime pollution
"transfer" could be the usage of open loop scrubbers to
cut down on emissions. Wash water used to neutralize
sulphur from exhaust gases could contain large share of
pollutants that could be released into the sea instead air.
Open loop scrubbers might have a negative impact on
marine environment because of acidification, eutrophica-
tion and build-up of hazardous hydrocarbons and heavy
metals in cases of limited dilution. Some countries, like
Germany, Belgium and California in the USA, have al-
ready restricted discharge of wash water in their national
waters [19].
The issue of price and time of transport, rather than
ecology, remains the most important concern for the
maritime transport stakeholders. Ecology is still an area
addressed by business-advanced stakeholders with a
well-recognized market position and high awareness of
the effects of their business activities. The main problem
remains finding a mutually beneficial solution.
CONCLUSION
Currently, human awareness of the negative impact of
emitted gases on the environment is growing steadily.
Nowadays transport should be as fast as possible, rel-
atively cheap, but also socially responsible and environ-
mentally friendly. For this reason, maritime transport is
increasingly characterised by innovative solutions aimed
at reducing noxious gas emissions. In order to keep its
regular customers and attract new ones, maritime trans-
port needs to grow steadily and listen to their needs. This
is sometimes very difficult, particularly when it comes to
the environmental aspect.
Green technologies take up a lot of money from the ship-
ping budget, but they are necessary. This could have
negative consequences for customers, such as, who will
have to pay more for maritime transport and for shipping
itself, which could result in losing customers. That is why
it is very important to maintain a balance between the
environmental and economic aspects.
The sustainable development is now a very popular slo-
gan for maritime companies and organizations that reg-
ulate the emission of noxious gases. Work on improving
the environment continues and shipping is increasing-
ly involved in projects that will make possible the use
of maritime transport in an environmentally and, at the
same time, socially and economically viable manner.
Future research will be focused on cost-effectiveness of
emission reduction measures and their actual implemen-
tation on ships and in ports. Another aspect of research
will be human element, which was not mentioned in this
paper. Implementation of modern technologies for emis-
sion reduction bears additional burden for seafarers,
since they are the ones to operate them. Question that
raises is whether that equipment is user friendly, mainte-
nance-free and whether seafarers have adequate train-
ing and knowledge to use it?
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