scholarly journals Economic policies to reduce CO2 emissions in maritime transport

2020 ◽  
Vol XXIII (2) ◽  
pp. 98-101
Author(s):  
Coșofreț Doru
Keyword(s):  
Co2 Emissions ◽  
World Trade ◽  
Market Mechanism ◽  
Maritime Transport ◽  
Economic Policies ◽  
Shipping Industry ◽  
International Shipping ◽  
Global Emissions

The international shipping industry contributes with 2.7% to the global emissions of CO2. In light of the projected growth of world trade by 2050 and the demand for maritime transport, it is necessary to identify and implement additional measures compared to the existing measures to reduce CO2 emissions. A category of measures with the potential for implementation is Market-Based Mechanisms (MBM). The paper presented a synthesis of the types of market-based mechanisms proposed to be implemented in maritime transport. Also, in the situation of implementing the market mechanism based on the introduction of the tax depending on the quantity of CO2 emitted by the ship, there is presented a calculation program for determining the amount of CO2 emitted during a voyage.

Constantly crossing borders: The international nature of maritime history

2020 ◽  
Vol 32 (2) ◽  
pp. 403-413
Author(s):  
Stig Tenold
Keyword(s):  
Production Function ◽  
World Trade ◽  
Labour Force ◽  
Maritime History ◽  
Maritime Transport ◽  
Shipping Industry ◽  
International Dimension ◽  
Current Technology ◽  
The World ◽  
Maritime Industries

A simplified production function framework is used to identify and analyze the international aspect of the maritime industries. The article focusses on four parameters – the market, the ship, the labour force and the shipowner – to discuss the development of the shipping industry. It is suggested that with the current technology, around 170 ships and less than 600 seafarers would have been needed to transport all the world trade in 1900. Finally, the international dimension of maritime transport is discussed.

scholarly journals Sustainability issues in maritime transport and main challenges of the shipping industry

2019 ◽  
Vol 10 (1) ◽  
pp. 48-65 ◽  
Author(s):  
Viktoriia Koilo
Keyword(s):  
Co2 Emissions ◽  
Energy Use ◽  
Negative Impact ◽  
Rapid Development ◽  
Value Added ◽  
Oil Prices ◽  
Maritime Transport ◽  
Shipping Industry ◽  
Maritime Industry ◽  
The Relationship

Considering the rapid development of oceanic logistics, the maritime traffic is one of the worst offenders for air and water pollution. This paper primarily aims to explore the key concepts and terms applied to denote the sustainability issues in maritime transport and main challenges for the shipping industry. The present study investigates the existing sustainability frameworks on the relationship between sustainability and maritime industry. Also the author proposes to use modelling approaches to measure the relationship between oil prices, exchange rate, services export and ocean transport value added. The empirical findings indicate that growth rate of the crude oil prices has negative impact on ocean transport value added growth, and it can be traced that the oil industry has a strong influence on value creation in maritime clusters and their competitiveness, especially on the shipping sector. The analysis also sheds light on the impacts of relationship between environmental pollution and maritime cluster activity (through the validation of the EKC hypothesis in Norway). The current paper reveals that there is an inverted U-shaped relationship between economic growth and CO2 emissions. The empirical evidences show that the links between CO2 emissions and ocean transport value added are more significant than with energy consumption indicator. It can be assumed that, due to the energy efficiency policy and technological leadership in the shipping industry, the environmental impact of energy use (renewable energy) has improved.

scholarly journals REVIEW OF ORGANIC RANKINE CYCLE HEAT RECOVERY TECHNOLOGIES APPLICATION FOR MARINE DIESEL ENGINES

2020 ◽  
Author(s):  
Tomas Čepaitis ◽  
Sergejus Lebedevas
Keyword(s):  
Energy Efficiency ◽  
Comparative Analysis ◽  
Co2 Emissions ◽  
Organic Rankine Cycle ◽  
Rankine Cycle ◽  
Short Review ◽  
International Maritime Organization ◽  
Maritime Transport ◽  
International Shipping ◽  
Energy Efficiency Design Index

CO2 emissions from international shipping could increase between 50-250% by 2050 year. The EEDI (Energy Efficiency Design Index) is a key requirement for regulating CO2 emissions of maritime transport; a requirement was introduced in 2011 by the International Maritime Organization and came into force gradually. In recent studies it was investigated that no other technologies has the potential and reserves compared to Cogeneration systems. The article provides a short review of ship energy efficiency design index improving technologies and cogeneration systems application for maritime transport. A brief comparative analysis of cogeneration cycles is provided also. CO2 emissions from international shipping could increase between 50–250% by 2050 year. The EEDI (Energy Efficiency Design Index) is a key requirement for regulating CO2 emissions of maritime transport; a requirement was introduced in 2011 by the International Maritime Organization and came into force gradually. In recent studies it was investigated that no other technologies have the potential and reserves compared to Cogeneration systems. The article provides a short review of ship energy efficiency design index improving technologies and cogeneration systems application for maritime transport which have direct relation with CO2 emissions. A brief comparative analysis of cogeneration cycles is provided also.

scholarly journals Reducing GHG Emissions at Military Vessels

2020 ◽  
Vol XXIII (2) ◽  
pp. 93-97
Author(s):  
Coșofreț Doru
Keyword(s):  
Co2 Emissions ◽  
Current Problem ◽  
Ghg Emissions ◽  
Emissions Reduction ◽  
Shipping Industry ◽  
Effective Solution ◽  
Ghg Emission ◽  
Environmental Requirements ◽  
Technical Solutions ◽  
Global Emissions

The shipping industry is responsible for 3% of global greenhouse gas (GHG) emissions, emissions mainly resulting from the combustion of fuels in naval energy aggregates. The current requirements for a 50% reduction in GHG emissions by 2050 represent a challenge for maritime transport, as there is no effective solution to reduce this emissions from ships. Thus, the current problem is represented by insufficient methods to reduce CO2 emissions on board ships, in particular for ships which are in service for more than 10 years, which are the most affected by these environmental requirements, since their design did not take into account the reduction of ecological parameters. In this context, even if military vessels are not subject to IMO GHG emission reduction requirements, they must be aligned with global emissions reduction efforts. This article presents actually operational and technological solutions to reduce CO2 emissions that can be deployed on board military vessels, until other technical solutions or power supply solutions for non-polluting renewable energy aggregates are identified.

scholarly journals A synthesis of carbon in international trade

2012 ◽  
Vol 9 (3) ◽  
pp. 3949-4023 ◽  
Author(s):  
G. P. Peters ◽  
S. J. Davis ◽  
R. M. Andrew
Keyword(s):  
International Trade ◽  
Co2 Emissions ◽  
Fossil Fuels ◽  
Wood Products ◽  
Total Production ◽  
Goods And Services ◽  
Traded Goods ◽  
Harvested Wood Products ◽  
Global Emissions ◽  
Embodied Co2 Emissions

Abstract. In a globalised world, the transfer of carbon between regions, either physically or embodied in production, represents a substantial fraction of global carbon emissions. The resulting emission transfers are important for balancing regional carbon budgets and for understanding the drivers of regional emissions. In this paper we synthesise current understanding in two parts: (1) embodied CO2 emissions from the production of goods and services produced in one country but consumed in others, (2) physical carbon flows in fossil fuels, petroleum-derived products, harvested wood products, crops, and livestock. We describe the key differences between studies and provide a consistent set of estimates using the same definitions, modelling framework, and consistent data. We find the largest trade flows of carbon in international trade in 2004 were fossil fuels (2673 MtC, 37% of global emissions), CO2 embodied in traded goods and services (1661 MtC, 22% of global emissions), livestock (651 MtC, 20% of total livestock carbon), crops (522 MtC, 31% of total harvested crop carbon), petroleum-based products (183 MtC, 50% of their total production), and harvested wood products (149 MtC, 40% of total roundwood extraction). We find that for embodied CO2 emissions estimates from independent studies are robust. We found that differences between individual studies is not representative of the uncertainty in consumption-based estimates as different studies use different production-based emission estimates as input and different definitions of allocating emissions to international trade. After adjusting for these issues, results across independent studies converge to give less uncertainty than previously assumed. For physical carbon flows there are relatively few studies to be synthesised, but differences between existing studies are due to the method of allocating to international trade with some studies using "apparent consumption" as opposed to "final consumption" in more comprehensive approaches. While results across studies are robust to be used in further applications, more research is needed to understand the differences between methods and to harmonise definitions for particular applications.

scholarly journals CADEIAS GLOBAIS DE VALOR (CGV): A FRAGMENTAÇÃO DO PROCESSO PRODUTIVO CONFORME A ORGANIZAÇÃO MUNDIAL DO COMÉRCIO

2019 ◽  
Vol 4 (57) ◽  
pp. 399
Author(s):  
Joana STELZER ◽  
Silvano Denega SOUZA ◽  
Adrielle Betina I. OLIVEIRA
Keyword(s):  
World Trade Organization ◽  
World Trade ◽  
Global Value Chains ◽  
Value Chains ◽  
Commodity Chain ◽  
Economic Policies ◽  
The World ◽  
Productive Process ◽  
Fragmentation Of Production ◽  
Economy Globalization

RESUMOObjetivo: O artigo visa identificar a aparição e a abordagem das CGV (Cadeias Globais de Valor) no âmbito da Organização Mundial do Comércio (OMC), tendo em vista a aparente alteração na plasticidade do comércio internacional e, por consequência, na economia mundial. A globalização nos tempos atuais pode ser compreendida como uma fragmentação da produção, em que o processo produtivo de uma mercadoria (ou serviço) é concebido em etapas, porém, executadas em diversos Estados.Metodologia: A metodologia utilizada é dedutiva com abordagem qualitativa e a pesquisa desenvolve-se por meio de bibliografias.  Resultados: O destaque do principal resultado é a possibilidade de identificar características distintas entre Cadeias de Commodities, passando pela Cadeia de Commodities Global, até se alcançar as Cadeias Globais de Valor. Revela, também, que o avanço das CGV tem-se mostrado positivo, mormente no que tange às repercussões observadas nas políticas comerciais e econômicas dos Estados.Contribuições: Como principal contribuição, o artigo apresenta uma análise do cenário internacional no que tange ao comércio e sua nova forma de transacionar, sobretudo com Estados não desenvolvidos. Partindo-se da análise do CGV e sua relação com a Organização Mundial do Comércio,  a revelação desse emergente modelo foi flagrada, ademais, na insistente inserção dos termos CGV e Global Value Chains nos documentos e relatórios da Organização Mundial do Comércio, especialmente com maior intensidade a partir de 2014.PALAVRAS-CHAVES: Tributo; responsabilidade tributária; terceiros.  ABSTRACTObjective: To identify the appearance and approach of GVCs (Global Value Chains) within the World Trade Organization (WTO), in view of the apparent change in the plasticity of international trade and, consequently, in the world economy. Globalization in the present times can be understood as a fragmentation of production, in which the productive process of a commodity (or service) is conceived in stages, but executed in several States.Methodology: The methodology used is deductive with qualitative approach and the research is developed via bibliographies.Results: The highlight of the main result is the ability to identify distinct characteristics between Commodity Chains, going through the Global Commodity Chain, until reaching Global Value Chains. It also reveals that the advancement of GVCs has been positive, especially regarding the repercussions observed in the commercial and economic policies of the States.Contributions: As the main contribution, the article presents an analysis of the international scenario regarding trade and its new way of trading, especially with undeveloped States. Based on the analysis of the GVC and its relationship with the  World Trade Organization, the revelation of this emerging model was also caught in the insistent insertion of the terms GVC and Global Value Chains in World Trade Organization documents and reports, especially with greater emphasis. Intensity as of 2014.KEYWORDS: Tax; tax liability; third parties.

Introduction

2006 ◽  
pp. 1-6
Author(s):  
Stig Tenold
Keyword(s):  
Shipping Industry ◽  
International Shipping

This chapter introduces the aims and structure of the journal. The aims are twofold:- to demonstrate the causes and effects of the shipping crisis that gripped the international shipping community during the 1970s and 1980s, and to determine why this crisis affected the Norwegian shipping industry more severely than other nations.

scholarly journals Climate benefits of proposed carbon dioxide mitigation strategies for international shipping and aviation

2019 ◽  
Vol 19 (23) ◽  
pp. 14949-14965 ◽  
Author(s):  
Catherine C. Ivanovich ◽  
Ilissa B. Ocko ◽  
Pedro Piris-Cabezas ◽  
Annie Petsonk
Keyword(s):  
Carbon Dioxide ◽  
Co2 Emissions ◽  
Mitigation Strategies ◽  
Mitigation Measures ◽  
Civil Aviation ◽  
Economic Sectors ◽  
International Shipping ◽  
Nationally Determined Contributions ◽  
Reduce Carbon Dioxide ◽  
Carbon Dioxide Co2

Abstract. While individual countries work to achieve and strengthen their nationally determined contributions (NDCs) to the Paris Agreement, the growing emissions from two economic sectors remain largely outside most countries' NDCs: international shipping and international aviation. Reducing emissions from these sectors is particularly challenging because the adoption of any policies and targets requires the agreement of a large number of countries. However, the International Maritime Organization (IMO) and the International Civil Aviation Organization (ICAO) have recently announced strategies to reduce carbon dioxide (CO2) emissions from their respective sectors. Here we provide information on the climate benefits of these proposed measures, along with related potential measures. Given that the global average temperature has already risen 1 ∘C above preindustrial levels, there is only 1.0 or 0.5 ∘C of additional “allowable warming” left to stabilize below the 2 or 1.5 ∘C thresholds, respectively. We find that if no actions are taken, CO2 emissions from international shipping and aviation may contribute roughly equally to an additional combined 0.12 ∘C to global temperature rise by end of century – which is 12 % and 24 % of the allowable warming we have left to stay below the 2 or 1.5 ∘C thresholds (1.0 and 0.5 ∘C), respectively. However, stringent mitigation measures may avoid over 85 % of this projected future warming from the CO2 emissions from each sector. Quantifying the climate benefits of proposed mitigation pathways is critical as international organizations work to develop and meet long-term targets.

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