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China's carbon peaking and carbon neutrality targets have created huge challenges for all the economic sectors in China, including the shipping industry. Various emission reduction measures, such as Waste Heat Recovery Systems (WHRSs), Drag Reduction Coatings (DRCs), and Slow Steaming (SS), are the main options for container ship companies to select in advance. This paper aims to find the optimal combination of measures for container ship companies to reach the carbon reduction targets, which are mainly set according to the carbon reduction requirements of the International Maritime Organization (IMO). A 0–1 integer programming model is proposed under the Maritime Emissions Trading Scheme (METS) to help container ship companies select the optimal combination of measures in the context of carbon peaking and carbon neutrality. Our results show that combination 6 (using a WHRS alone and a 5.0% reduction in the original speed) is the most suitable solution with the selected values of parameters. Sensitivity analyses of the parameters are performed, such as bunker price, the auction and purchase prices of carbon and incentive levels. From the sensitivity analysis, it is found that using a WHRS is the optimal combination of abatement measures within the fluctuation range of the parameters. At the same time, according to the results, container ship companies could choose the most appropriate and profitable strategy in the dual-carbon context. Therefore, container ship companies and policymakers have access to relevant carbon reduction suggestions to encourage the implementation of carbon reduction initiatives. [ABSTRACT FROM AUTHOR]

The International Maritime Organization (IMO) has set decarbonisation goals for the shipping industry. As a result, shipowners and operators are preparing to use low- or zero-carbon alternative fuels. The greenhouse gas (GHG) emission performances are fundamental for choosing suitable marine fuels. However, the current regulations adopt tank-to-wake (TTW) emission assessment methods that could misrepresent the total climate impacts of fuels. To better understand the well-to-wake (WTW) GHG emission performances, this work applied the life cycle assessment (LCA) method to a very large crude carrier (VLCC) sailing between the Middle East and China to investigate the emissions. The life cycle GHG emission impacts of using alternative fuels, including liquified natural gas (LNG), methanol, and ammonia, were evaluated and compared with using marine gas oil (MGO). The bunkering site of the VLCC was in Zhoushan port, China. The MGO and LNG were imported from overseas, while methanol and ammonia were produced in China. Four production pathways for methanol and three production pathways for ammonia were examined. The results showed that, compared with MGO, using fossil energy-based methanol and ammonia has no positive effect in terms of annual WTW GHG emissions. The emission reduction effects of fuels ranking from highest to lowest were full solar and battery-based methanol, full solar and battery-based ammonia, and LNG. Because marine ammonia-fuelled engines have not been commercialised, laboratory data were used to evaluate the nitrous oxide (N2O) emissions. The GHG emission reduction potential of ammonia can be exploited more effectively if the N2O emitted from engines is captured and disposed of through after-treatment technologies. This paper discussed three scenarios of N2O emission abatement ratios of 30%, 50%, and 90%. The resulting emission reduction effects showed that using full solar and battery-based ammonia with 90% N2O abatement performs better than using full solar and battery-based methanol. The main innovation of this work is realising the LCA GHG emission assessment for a deep-sea ship. [ABSTRACT FROM AUTHOR]

IMO has pushed out strict regulations to limit marine diesel engine emissions. EGR is a mature measure to reduce NOx emissions which would lead PM emissions risen. In this paper, An EGR system combined with a scrubber was built on a marine diesel engine. Based on the experimental platform, the characteristics of PM emissions were studied when the engine burning two kinds of sulfur diesel oils. The results showed that the particle size concentration curves show multimodal distribution and the average particle sizes increased. Most of the PM emissions were distributed in the nuclear mode interval. Moreover, EGR scrubber had a significant effect on removing PM with an efficiency of over 98% and the weighted value of PM emissions was 22.136 mg / kWh, which met China's first and second-stage emission regulations and US EPA Tier 4 emission regulations. [ABSTRACT FROM AUTHOR]

This paper is a preliminary attempt to illustrate how the shipbuilding industry in China would be influenced by the implementation of International Maritime Organization's Energy Efficiency Design Index (EEDI), a measure on the amount of CO2emitted by a ship for one unit of cargo carried. It is supposed to promote more energy-efficient ship designs and gradually reduce the emissions from the world fleet, as CO2emissions from shipping account for a larger proportion of all global emissions of the greenhouse gas (GHG). However, the implementation of EEDI is not easy given the number of stakeholders involved, the split incentives and the lack of technical knowhow in some of the major shipbuilding countries such as China. This paper identifies the characteristics of energy consumption in shipping and the stakeholders involved in the EEDI application process, analyses the relationships among stakeholders in the shipbuilding industry in China, and points out the drivers and barriers in the implementation. It also discusses the impacts of EEDI on Chinese shipbuilding industry, and explores future scenarios including the possible income and China's position in the global shipbuilding industry using the two cases of typical Chinese shipbuilding firms. Some policy recommendations are provided to the shipbuilders and the governments, to promote the objective of the GHG reduction as well as the development of Chinese shipbuilding industry. Finally, it concludes that EEDI has profound impacts on not only China but also all shipbuilding countries around the world, and it may even trigger another migration of shipbuilding industry in the future. [ABSTRACT FROM AUTHOR]

Abstract: This paper discusses the historical background, structure and enforcement of the ‘2009 Hong Kong International Convention on the Safe and Environmentally Sound Recycling of Ships.’ the 2009 Hong Kong Convention establishes control and enforcement instruments related to ship recycling, determining the control rights of Port States and the obligations of Flag States, Parties and recycling facilities under its jurisdiction. The Convention also controls the communication and exchange of information procedures, establishes a reporting system to be used upon the completion of recycling, and outlines an auditing system for detecting violations. The Convention, however, also contains some deficiencies. This paper concludes these deficiencies will eventually influence the final acceptance of this Convention by the international community. [ABSTRACT FROM AUTHOR]

To address greenhouse gas emissions from international shipping, the International Maritime Organization has adopted technical and operational measures, and discussed the possibility of adopting market-based measures. China, Japan and South Korea are major shipbuilding nations in the world, and have differing responses towards the IMO's regulatory initiatives. This paper conducts a comparative assessment of these three countries' positions on regulatory principles of the greenhouse gas issue, and concludes that their differentiated perspectives on this matter reflect their different regulatory interests. It is significant to take their differentiated interests into account in the developing regulatory regime to avoid disproportionate burdens being placed on certain countries, in particular developing countries. [ABSTRACT FROM AUTHOR]

The trade conflict between China and the United States will have a complex and far-reaching impact on international trade patterns. The significant change in regional trade will not only impact the global transportation industry, but also have an important impact on international shipping carbon emissions. However, there are few studies that explore this issue. Based on the global multi-regional computable general equilibrium model, this study sets up three scenarios according to the development trend of the Sino–US trade conflict to measure the changes in global shipping carbon emissions under different trade conflict scenarios. The results show that, compared with the no trade conflict scenario, the tariff increase will reduce international trade by 0.329%–0.345%, but global international shipping carbon emissions will rebound by 0.25%–0.33%. The main reason for this result is that the trade conflict caused notable trade diversion. The direct trade between China and the United States became indirect trade that must be undertaken by "third countries", which will increase the global freight mileage by 0.23%–0.34%. This paper finds that Sino–US trade conflict will not only hinder international trade volume, but also increase the transportation distance of international trade of goods, which will have a negative impact on the control of carbon emissions from international shipping. This study will help to clarify the impact of the Sino–US trade conflict on international maritime carbon emissions and provide a new perspective to comprehensively identify the economic and environmental impacts of trade conflict. [Display omitted] • The newest carbon emission factors of different ship types in IMO 2020 are used. • A global multi-regional CGE model is used to simulate Sino-US trade war impacts. • The impacts on global trade patterns and shipping carbon emissions are analyzed. • Tariff hikes will increase global shipping carbon emissions through trade diversion. [ABSTRACT FROM AUTHOR]

The development of ports is essential to the competitiveness of cities. Harbor cities in China have put much effort into expanding the business of their ports, ignoring the overlapping of hinterland markets with other ports. Excess resources expended by ports may intensify regional environmental issues, such as carbon emissions. Motivated by the emissions reduction targets proposed by the International Maritime Organization and the urgent need for the development of green and sustainable ports, the Chinese government is trying to draft a carbon constraint policy to prevent the disorderly development of ports. It is thus necessary to study competition strategies under the context of carbon emission constraints. In this paper, the improved Hotelling model is used to describe the competitive relationship between ports. Then, three competition scenarios of the seaports under no carbon emissions policy, a carbon emission cap policy, and a carbon cap-and-trade policy are examined to analyze the effects of carbon emissions policy on port service prices, demand for goods, maximum profits, and social welfare. The results show that (1) from the perspective of port managers, only when government-defined carbon emission limits are lower than the critical value, the carbon cap policy is binding on port competition; when it comes to the cap-and-trade policy, government-defined carbon emission limits only affect profits. (2) From the government's perspective, the cap-and-trade policy maximizes social welfare more than the other policies regardless of the value of government-defined carbon emission limits. [ABSTRACT FROM AUTHOR]

As the main component of international transportation, the shipping industry cannot be underestimated in pollutant emissions. To control the emission of pollutants, IMO and the major countries have designed ECA to limit ships' emission in the offshore area. The implementation of ECA has a direct impact on the ship's cost. Therefore, this paper studied how the ship's behavior changes under ECA policy. Furthermore, we simulated the ship's evasion trajectory under different ECA policies using AIS data. Meantime, the change of ship cost and emission reduction under different policies is analyzed. We found that the distorted emission reduction is increasing first and decreasing with the ECA boundary moving far away from the coastline. The saved cost by evasion behavior has the same variation trend. Furthermore, the emission reduction efficiency related to the increase in ship's operating cost has a peak value with the distance of ECA boundary moving. This study could help the government to evaluate and design ECA policy. [Display omitted] • Investigated the evasion behavior of coastal ships under ECA policy. • Simulated emission and trajectories of ships between two ports based on AIS data. • Analyzed the efficiency of China's ECA policy. [ABSTRACT FROM AUTHOR]

The Northern Sea Route (NSR) has the potential to become a key oil shipping route due to its shorter distance and abundant oil resources in the Arctic. This paper puts forward a model to calculate the Required Freight Rate of the NSR and China's other oil import shipping routes, which includes both the shipping cost and the environmental cost. The calculation is undertaken in the context of IMO Sulfur 2020 limit, and the Very Low Sulfur Fuel oil (VLSFO) is chosen as marine oil. The vessel speed in this study varies with ice thickness in different route segments; the environmental cost in the model has considered emissions from all main air pollutants in addition to CO 2. The results show that the NSR has the potential to carry some of China's oil import volume; internalizing the environmental cost has improved the competitiveness of NSR; ice breaking fee and VLSFO price have a significant influence on the attractiveness of NSR, but the price (tax) of CO 2 has no obvious impact. [ABSTRACT FROM AUTHOR]

The International Maritime Organization (IMO) received its mandate to regulate ship-ping greenhouse gas (GHG) emissions from the Kyoto Protocol. However, the IMO Convention and the UN Convention on the Law of the Sea also provide it with compe-tence in this area. In exercising its mandate, the IMO has developed regulatory initia-tives. China's shipping industry is playing a growing role in the international shipping market, and its response to these initiatives will have a substantial effect on the future application of these regulations. This article analyses the GHG mandate of the IMO, examines the main outcomes achieved within the organization on this issue, and assesses the response from China's shipping industry to this issue. It concludes that the interests of the shipping industries from developing countries will need to be taken into account in the development of regulatory efforts if a consensus is to be achieved in the global reduction of GHG emissions from ships. [ABSTRACT FROM AUTHOR]

Vessel source marine pollution is an increasingly major concern at both the national and international levels. Hong Kong, as an important maritime center, is naturally concerned with vessel source pollution. To meet the challenges, Hong Kong has formulated policies and measures that emphasize 'green shipping' as part of an overall planning strategy that promotes a 'green economy.' This article provides a review and analysis of Hong Kong's marine pollution laws, with a view toward making policy suggestions. It argues that the general perception of the adequacy of Hong Kong's marine laws in combating vessel source pollution is flawed. It suggests that Hong Kong should adopt a more forward-looking perspective in the formulation of legal measures to control vessel source pollution. [ABSTRACT FROM AUTHOR]