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The Policy Context Read chapter Read first chapter

2016 | OriginalPaper | Chapter

9. Green Maritime Transportation: Speed and Route Optimization

Authors : Harilaos N. Psaraftis, Christos A. Kontovas

Published in: Green Transportation Logistics

Publisher: Springer International Publishing

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Abstract

Among the spectrum of logistics-based measures for green maritime transportation, this chapter focuses on speed optimization. This involves the selection of an appropriate speed by the vessel, so as to optimize a certain objective. As ship speed is not fixed, depressed shipping markets and/or high fuel prices induce slow steaming which is being practised in many sectors of the shipping industry. In recent years the environmental dimension of slow steaming has also become important, as ship emissions are directly proportional to fuel burned. Win-win solutions are sought, but they will not necessarily be possible. The chapter presents some basics, discusses the main trade-offs and also examines combined speed and route optimization problems. Some examples are finally presented so as to highlight the main issues that are at play.

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previous chapter Green Maritime Transportation: Market Based Measures
next chapter Being Green on Sulphur: Targets, Measures and Side-Effects
Appendix
Available only for authorised users
Footnotes
1
The 18,000 TEU yardstick as the world’s largest containership size was fated to be surpassed. As this chapter was being completed, the baton was being held by the 19,224 TEU MSC Oscar, of the Mediterranean Shipping Company (MSC).
 
2
This is 24 times the ship speed in knots. We use this unit to avoid carrying the number 24 through the calculations. One knot is one nautical mile per hour (1.852 km per hour) and is the typical unit of ship speed.
 
3
WS is a nondimensional index measuring the spot rate and is exclusively used in the tanker market. For a specific route, WS is proportional to the spot rate on that route (in $/tonne) and is normalized by the ‘base rate’ on that route. See Stopford (2009) for a detailed definition.
 
4
The assumption that F is independent of charter duration is valid if the charter duration is within a reasonably narrow range. For large variations of time charter duration (e.g. a few months versus a multi-year charter), we expect that F will generally vary with charter duration.
 
5
In terms of ship size, this corresponds roughly to a feeder containership of about 1,000 TEU capacity. It could also be a product carrier or a small bulk carrier.
 
6
As this book was being finalized, an unprecedented decrease in oil prices was taking place. However, as charter rates fell too, a definitive statement on the effect of this development on average ship or fleet speeds was not possible.
 
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Metadata
Title
Green Maritime Transportation: Speed and Route Optimization
Authors
Harilaos N. Psaraftis
Christos A. Kontovas
Copyright Year
2016
Book
Green Transportation Logistics

Print ISBN: 978-3-319-17174-6

Electronic ISBN: 978-3-319-17175-3

Copyright Year: 2016

DOI
https://doi.org/10.1007/978-3-319-17175-3_9