Local added value and environmental impacts of ship scrapping in the context of a ship's life cycle
Section snippets
Introduction and goal of the study
Within our current global economic system the majority of goods, including primary resources, intermediate goods and end-products, are transported by ships at one time or another. In order to satisfy the demand for transport there are about 170,000 cargo vessels (MarineTraffic.com, 2015) travelling the seas. The ship is a durable capital good which is built to produce the service of transport. It goes through a product life cycle including three phases: production, use and end-of-life (EoL).
Methods and data
Within this chapter the definitions for Life Cycle Assessment (LCA), local added value and eco-efficiency are provided and the data basis for this study is laid out.
Results and discussion
The results are summarized in three figures. Fig. 3 includes two graphs of the adjusted eco-efficiency with the units [€/kg CO2-Equiv.] and [€/CTUh] non-cancer. Both graphs describe the distribution of the added value on one unit of impact over the life cycle of a ship and show the eco-efficiency of each life cycle phase. From both graphs in this figure it can be seen that the use phase of the ship is dominant with a share of way over 90% within the life cycle. Most of the value per impact is
Conclusions and outlook
From the previously presented results, a few conclusions can be drawn. First, the environmental impact per € added value (inverse adjusted eco-efficiency) is high for the production phase and especially for the end-of-life phase. Further, most of the economic benefit is gained during the use phase and remains in Europe, which reflects the purpose of existence of the ship. Due to the long use of the ship, most of the environmental impact is also generated in the use phase, but is emitted
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Shades of green in the shiprecycling industry. MSc thesis Environmental Policy Group
(2013)
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