Technology solutions for decarbonization of maritime industry as per IMO CHG startegy
Abstract : The Initial Strategy on reduction of greenhouse gas (GHG) emissions from ships adopted by the International Maritime Organization (IMO) in 2018 commits the IMO to reduce total GHG emissions of shipping by at least 50% by 2050. Though the direction of the Strategy is clear, the path to implementation remains uncertain. The ambitious IMO’s target calls for widespread uptake of lower and zero-carbon fuels, in addition to other energy efficiency measures, including operational and market ones. Using a triangulated research approach, this paper provides a critical overview of the main measures and initiatives the shipping industry can adopt to try to cope with the new IMO’s requirements. The pros and cons of the most popular emission reduction options are investigated along with the main challenges and barriers to implementation and the potential facilitators that could foster a wider application. The framework that is outlined is complex and not without controversy. Research can play a key role as a facilitator of shipping’s decarbonization by providing its contribution to overcoming the existing controversies on various decarbonization options and by developing a wealth of knowledge that can encourage the implementation of low-carbon initiatives.
? In this way, ports utilise the pre-existing fees paid by ships by applying either a fixed or proportionate reduction for low emission ships (and may need, in order to remain revenue neutral, to as a compensation increase the fees for high emission ships).
? This is an advantage, as this existing infrastructure could be leveraged and extended for distribution to marine terminals and port.
? The measures are not only for optimisation at the design and build stage of new vessels, but some are also applicable as retrofits to improve existing design.
? More focused on a specific problem, such as bunker consumption optimization methods, while others provide general overviews of emissions reduction measures.
? Several scholars have discussed some potential problems associated with EEDI, such as reduced maneuverability, increased inventory cost, modal shift to land-based modes, etc.,
? It offers a quantitative indication of the rise of papers covering sustainability issues in the field of shipping and port industry.
• In this task it will be critical to propose least-cost power plant designs, understand the disaggregation of such costs and propose sustainable configurations that enable the production of power fuels at competitive costs for the maritime shipping sector.
• Another proposed mechanism could be use of third-party finance to enable vessels to convert to running primarily on LNG whilst retaining the ability to switch to conventional bunker fuels if necessary.
• This purpose, adopting relevant and timely co-ordinated international policy measures is greatly needed.
? Though shipping is widely known for its overall environmentally friendly performance compared to road and air transport, it remains characterized by several undesirable environmental impacts.
? The shape of a ship’s hull directly impacts the performance efficiency of the vessel.
? Ship-owners who make investments to improve the environmental performance of their fleet cannot be able to recover their investments unless they directly operate their ships or have specific long-term agreements with charterers.
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