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Road freight transport presently dominates in Queensland due to the current restrictive coastal freight transport regulations. This study presents a discrete choice experiment administered to a sample of shippers and freight forwarders to elicit their preferences for road, rail, and sea transport. The results reveal that about 30% of the choices of 64 company representatives were for the coastal shipping option. Model estimates suggest a willingness to pay about 20 AUD/hour for saving one hour of transit time in the corridor, a higher direct elasticity for road transport with respect to cost, a higher direct elasticity for sea transport with respect to time, and an effect of road user charge on shifting from road transport. The results also show the tendency of half of the sample to ignore either transport time or cost (if not both) in their mode choice decisions, and in this case, the willingness to pay increased to about 30 to 44 AUD/hour for decision-makers not ignoring time and cost in their decisions. Findings also suggest that freight decision-makers evaluate cost and delay attributes of modes in correspondence with risk factors. [ABSTRACT FROM AUTHOR]

This study investigated the possibility of using short sea shipping (SSS) as a sustainable freight modal alternative by analyzing data collected from shippers in the New York State Capital Region. To this end, qualitative and quantitative approaches were jointly used. The qualitative analysis focused on exploring in-depth interviews with the decision makers regarding the drivers and the barriers to firms shifting to SSS. The quantitative efforts included estimating discrete choice (ordinal logit) models to assess the influence of four key governing aspects (leadership buy-in, emergency logistics, public policy, and sustainability) on the probabilities of shifting to SSS supported by the findings from the qualitative part. This paper also includes a comprehensive description of various variables, factors influencing the current mode choice, shippers' perceptions, and willingness to use SSS. The results showed that firms with higher truck shares had fewer chances to switch to SSS unless in emergencies. Unfortunately, sustainability was the least valued by most of the participants in choosing SSS. Hence, lower costs and better service were essential. The ordinal logit models provide a potential tool for policymakers and freight planners to estimate the probability of firms choosing SSS over the current mode. [ABSTRACT FROM AUTHOR]

This paper presents the comprehensive state-of-the-art on the challenges that short sea shipping currently faces across the world. The concept and its relationship with coastal shipping are introduced, followed by a review of the EU policies for short sea shipping and its practical impacts in modal split. A survey of the literature on the strong and weak points of this form of transportation is carried out, aimed at explaining the difficulties in achieving relevant modal shifts from road to sea. The experience with short sea shipping across the world is described and discussed, providing a global perspective. The paper then discusses the main challenges and opportunities in this field, namely decarbonisation, autonomous navigation, and digitalization. Conclusions are drawn on the possible impact of these game changing developments in this segment of the shipping industry. [ABSTRACT FROM AUTHOR]

Hub-and-Spoke (H&S) network modeling is a form of transport topology optimization in which network joins are connected through intermediate hub nodes. The Short Sea Shipping (SSS) problem aims to efficiently disperse passenger flows involving multiple vessel routes and intermediary hubs through which passengers are transferred to their final destination. The problem contains elements of the Hub-and-Spoke and Travelling Salesman, with different levels of passenger flows among islands, making it more demanding than the typical H&S one, as the hub selection within nodes and the shortest routes among islands are internal optimization goals. This work introduces a multi-objective tri-level optimization algorithm for the General Network of Short Sea Shipping (GNSSS) problem to reduce travel distances and transportation costs while improving travel quality and user satisfaction, mainly by minimizing passenger hours spent on board. The analysis is performed at three levels of decisions: (a) the hub node assignment, (b) the island-to-line assignment, and (c) the island service sequence within each line. Due to the magnitude and complexity of the problem, a genetic algorithm is employed for the implementation. The algorithm performance has been tested and evaluated through several real and simulated case studies of different sizes and operational scenarios. The results indicate that the algorithm provides rational solutions in accordance with the desired sub-objectives. The multi-objective consideration leads to solutions that are quite scattered in the solution space, indicating the necessity of employing formal optimization methods. Typical Pareto diagrams present non-dominated solutions varying at a range of 30 percent in terms of the total distance traveled and more than 50 percent in relation to the cumulative passenger hours. Evaluation results further indicate satisfactory algorithm performance in terms of result stability (repeatability) and computational time requirements. In conclusion, the work provides a tool for assisting network operation and transport planning decisions by shipping companies in the directions of cost reduction and traveler service upgrade. In addition, the model can be adapted to other applications in transportation and in the supply chain. [ABSTRACT FROM AUTHOR]

Abstract Evaluating supply chain system improvements and international economic integration patterns to changes in expenditure requires urgent attention from short to long-term supply chain disruption review. Following the United Kingdom's exit from the European Union, the UK and the global economies have been affected. Brexit has affected sectors that rely on cross-border commerce with EU countries, while services that require face-to-face interaction have been negatively impacted by Covid 19. For example, the Roll on Roll off (RoRo) ferry sector has suffered tremendously from the Covid 19 pandemic, which restricts people's travel, and Brexit, which results in the UK having a geographical barrier with the rest of the EU continent. The study examines the ferry RoRo market, maritime links, and its viability in the face of Brexit and the Covid issue between the United Kingdom and short-sea shipping connections with Ireland and continental Europe. Understanding the market is critical since roll-on roll-off (Ro-Ro) traffic plays a significant part in the movement of products between the UK and the EU. Adopting a method mapping provided a defined research paradigm for this study. Mixed-method design technique, a branch of multiple methods research, was employed, resulting in a better understanding of the research topic. The findings demonstrate that nations and the RoRo freight supply chain network have been significantly impacted. However, continuous measures are implemented to ensure continuous freight movement. The study obtained data from 14 respondents and was statistically analysed. The results demonstrate that an organisation's capacity to manage these disturbances significantly impacts its survivability. It also indicates that the government's awareness of the implications of Brexit and Covid 19 significantly determines the impact on organisations. This research concludes that the impact on organisations is minimal, notwithstanding the effects of Brexit and Covid. However, owing to uncertainties, continuous methods for continuous freight transit should be implemented, together with an adequate flow of information.

This paper presents the comprehensive state-of-the-art on the challenges that short sea shipping currently faces across the world. The concept and its relationship with coastal shipping are introduced, followed by a review of the EU policies for short sea shipping and its practical impacts in modal split. A survey of the literature on the strong and weak points of this form of transportation is carried out, aimed at explaining the difficulties in achieving relevant modal shifts from road to sea. The experience with short sea shipping across the world is described and discussed, providing a global perspective. The paper then discusses the main challenges and opportunities in this field, namely decarbonisation, autonomous navigation, and digitalization. Conclusions are drawn on the possible impact of these game changing developments in this segment of the shipping industry.

The location of East African ports, along with difficulties in building and maintaining effective road corridors, has led to the consideration of intermodal transport through Short Sea Shipping (SSS) as an alternative for load transport. However, this potential solution is dependent on the ports as consolidation load centres and on the configuration of transport networks. This paper provides a method to evaluate the performance of East African ports in their role as a hub for the intermodal chain. Specifically, through an assessment of port indicators ad hoc, the method jointly evaluates the performance of the hinterland's capillary haul and port operations. The proposed indicators aggregately consider attributes of time and cost and compare competitiveness for ports' current status with standard parameters. The application of the method to East African ports reveals that their tariff structure should be adapted to the operative reality of SSS. In addition, the loading time has not proven to be as determinant as the pre-berthing waiting time in the effectiveness of the intermodal chains. [ABSTRACT FROM AUTHOR]

Natural gas is cheaper than fuel on an energy basis, making it an alternative ship fuel which leads to a reduced operating cost and clean gas environmental conditions. The current study analyses the retrofit of an ageing multi-purpose ship to use liquefied natural gas as a primary ship fuel in the context of a short-ship sea operation. The objective is to transform an existing commercial ageing ship propulsion system into a green energy propulsion one and to analyse the economic feasibility considering the high volatility and increased LNG price. Four scenarios were analysed based on the net present value representing Denying, Disinterested, Good and Acceptable financial cash outflow. It was concluded that in the present economic instability and price of LNG fuel and CO2 taxes, the ship owner needs to rely on the long-term contract of buying LNG fuel to implement measures to reduce greenhouse gas emissions and keep good benefits in shipping. [ABSTRACT FROM AUTHOR]

The island of Java is the smallest of the six major islands in Indonesia. It is, however, the centre of national economic activity because 75% of industrial areas are located on this island, accounting for 59% of the national gross domestic product. The movement of goods on the island of Java reached 160.5 million tons, with trucks accounting for 90.3% of the total, contributing to traffic congestion. The ratio of road capacity to traffic volume on various major roads reached 1.3. This study aims to investigate how to reduce this ratio to 0.8 on the roads of Java by developing a short sea shipping transportation route from Jakarta to Surabaya. This study has never been conducted by the Ministry of Transportation of the Republic of Indonesia. According to the findings of the study, the potential cargo for short sea shipping reached 3.98 million twenty-foot equivalent units (TEUs). One of the most suitable types of vessels to be developed is the motorised container barge (MCB), which could operate on 88 voyages per year and have a capacity of 900 or 1,000 TEUs. The freight rate for short sea shipping ranges from $ 447 to $ 458 per TEUs, resulting in a benefit-cost ratio of 1.5 at a load factor of 70%. The freight rate is less expensive than the truck freight rate after adding the cost of trucking to and from the hinterland.

Evaluating supply chain system improvements and international economic integration patterns to changes in expenditure requires urgent attention from short to long-term supply chain disruption review. Following the United Kingdom's exit from the European Union, the UK and the global economies have been affected. Brexit has affected sectors that rely on cross-border commerce with EU countries, while services that require face-to-face interaction have been negatively impacted by Covid 19. For example, the Roll on Roll off (RoRo) ferry sector has suffered tremendously from the Covid 19 pandemic, which restricts people's travel, and Brexit, which results in the UK having a geographical barrier with the rest of the EU continent. The study examines the ferry RoRo market, maritime links, and its viability in the face of Brexit and the Covid issue between the United Kingdom and short-sea shipping connections with Ireland and continental Europe. Understanding the market is critical since roll-on roll-off (Ro-Ro) traffic plays a significant part in the movement of products between the UK and the EU. Adopting a method mapping provided a defined research paradigm for this study. Mixed-method design technique, a branch of multiple methods research, was employed, resulting in a better understanding of the research topic. The findings demonstrate that nations and the RoRo freight supply chain network have been significantly impacted. However, continuous measures are implemented to ensure continuous freight movement. The study obtained data from 14 respondents and was statistically analysed. The results demonstrate that an organisation's capacity to manage these disturbances significantly impacts its survivability. It also indicates that the government's awareness of the implications of Brexit and Covid 19 significantly determines the impact on organisations. This research concludes that the impact on organisations is minimal, notwithstanding the effects of Brexit and Covid. However, owing to uncertainties, continuous methods for continuous freight transit should be implemented, together with an adequate flow of information. [ABSTRACT FROM AUTHOR]

A significant proportion of global carbon dioxide emissions are attributed to ocean-sailing ships and shipping emissions are predicted to double in less than 30 years. This paper investigates the benefit of using weather ship routing optimisation, assessing the ship emissions for minimum distance routes and optimised routes. The present contribution merges the estimation of shipping pollutants and their mitigation through weather routing optimisation; two lines of research widely analysed separately but seldom discussed together. A previously developed open software of weather ship routing is used to obtain the minimum cost (i.e. optimised route) in terms of sailing time, using high-resolution wave forecasting. The assessment of fuel consumption and ship emissions calculations were inspired by the STEAM2 bottom-up approach, in conjunction with the estimation of the power increase needed to overcome speed decrement due to waves. Several scenarios covering the Western Mediterranean Short Sea Shipping routes (from 24 to 600 nautical miles and using a real Ro-Pax vessel) are compared in terms of emissions between the minimum distance route and the optimum. The ship routing optimisation reveals a reduction up to 30% of ship emissions during severe storms on longer routes. Nevertheless, all the cases studied show emissions mitigation when ship routing optimisation is used. The expected increase of extreme weather events, in terms of frequency, intensity and duration due to climate change, suggests a gradual gain of implementing weather ship routing optimisation in all types of routes, regardless of the distance. [ABSTRACT FROM AUTHOR]

Fulfilment of the progressive environmental normative involves a singular challenge for Short Sea Shipping (SSS), since it must maintain its competitiveness versus other transport alternatives. For this reason, over the last decade SSS vessels have been the subject of numerous analyses, in terms of operative research, and optimizations, from the marine engineering standpoint. Despite widespread awareness about the impact of a vessel's resistance on environmental performance, many of the previous analyses were based on resistance prediction methods with low accuracy levels. This fact necessarily involves deviations regarding the expected sustainability of vessels. This paper attempts to quantify (in monetary terms) the environmental consequences due to this low level of accuracy. To meet this aim, it analyzes the environmental performance of an SSS feeder vessel, which was obtained from an optimization process based on standard resistance prediction techniques, when its propulsion power requirements for sailing at optimized speed were assessed through the Reynolds Averaged Navier–Stokes method in Computational Fluid Dynamic simulations. The findings show that standard resistance prediction methods without consideration of hull shape must be avoided, not only in the optimization process, but also for operative research, especially in free sailing analysis. [ABSTRACT FROM AUTHOR]

Hub-and-Spoke (H&S) network modeling is a form of transport topology optimization in which network joins are connected through intermediate hub nodes. The Short Sea Shipping (SSS) problem aims to efficiently disperse passenger flows involving multiple vessel routes and intermediary hubs through which passengers are transferred to their final destination. The problem contains elements of the Hub-and-Spoke and Travelling Salesman, with different levels of passenger flows among islands, making it more demanding than the typical H&S one, as the hub selection within nodes and the shortest routes among islands are internal optimization goals. This work introduces a multi-objective tri-level optimization algorithm for the General Network of Short Sea Shipping (GNSSS) problem to reduce travel distances and transportation costs while improving travel quality and user satisfaction, mainly by minimizing passenger hours spent on board. The analysis is performed at three levels of decisions: (a) the hub node assignment, (b) the island-to-line assignment, and (c) the island service sequence within each line. Due to the magnitude and complexity of the problem, a genetic algorithm is employed for the implementation. The algorithm performance has been tested and evaluated through several real and simulated case studies of different sizes and operational scenarios. The results indicate that the algorithm provides rational solutions in accordance with the desired sub-objectives. The multi-objective consideration leads to solutions that are quite scattered in the solution space, indicating the necessity of employing formal optimization methods. Typical Pareto diagrams present non-dominated solutions varying at a range of 30 percent in terms of the total distance traveled and more than 50 percent in relation to the cumulative passenger hours. Evaluation results further indicate satisfactory algorithm performance in terms of result stability (repeatability) and computational time requirements. In conclusion, the work provides a tool for assisting network operation and transport planning decisions by shipping companies in the directions of cost reduction and traveler service upgrade. In addition, the model can be adapted to other applications in transportation and in the supply chain.

This study aims to provide recommendations for addressing the gaps in the existing regulatory and legal frameworks, including the international and national regulations, rules, and standards for developing Maritime Autonomous Surface Ships (MASSs) for the Short Sea Shipping (SSS). T he methodological approach consists of the following steps: analysing the characteristics of case-specific MASS and its operating areas for SSS; thoroughly reviewing the existing regulatory and legal frameworks to identify gaps; classifying the gaps based on severity levels (high, moderate, or low); assessing the outlook and usage of potential Key Enabling Technologies (KETs), and offering recommendations through four alternative approaches - interpretation, amendment, new development, or maintaining existing ones. This study deals with MASSs of various Autonomy Levels (ALs), retaining human involvement via consideration of Remote Control Centre (RCC). The obtained results for the use case demonstrate that 62%, 12%, 6% and 5% of the identified gaps pertain to SOLAS, COLREG, STCW and ICLL conventions, respectively. Moreover, 10%, 55%, and 26% of the gaps are categorised as high, moderate, and low severity, with 9% of the gaps addressable through proper justification without requiring amendments. Many of the moderately severe gaps can be mitigated by considering the use of KETs; highly severe gaps necessitate exemptions or bilateral/multilateral agreements, whereas low severity gaps require clarification or definitions amendments. This study provides insights to policymakers for systematically amending the frameworks and preparing the MASS code required for the design, testing and operation of the MASSs for SSS. [ABSTRACT FROM AUTHOR]

Merak Port of Java and Bakauheni Port of Sumatera are connected by ferry lines. However, the number of ferry ships and facilities of the two ports are not able to accommodate the number of vehicles that cross. Queues of vehicles often occur and waiting times at the port are very high and have an impact on the accumulation of vehicles on the road to the port. Anticipating these conditions, it is possible to open a short sea shipping (SSS) route from Ciwandan port to Panjang port as an alternative route for shifting some of the vehicles served by those ferry ships. This research aims to analyze the efficiency of opening the Ciwandan–Panjang SSS route in terms of benefits for stakeholders, cost efficiency for vehicle users, and the potential for CO2 reduction from exhaust gases. We use a descriptive quantitative method. The analytical techniques used include port cost analysis, benefit analysis (for the government and ship operators), comparative analysis of transportation costs, and analysis of the impact of reducing CO2 emissions, which are valued monetarily. The results of the analysis show that the operation of the Ciwandan–Panjang SSS can reduce the total cost of vehicles compared to the Merak–Bakuheni route. Owners of cargo vehicles are able to save on logistics costs of IDR 332 billion per year. Estimated state revenue through non-tax state revenues (NTSI) and value-added tax (VAT) is increased. Losses due to CO2 emissions are estimated to be reduced, with a value of up to IDR 511 billion per year. [ABSTRACT FROM AUTHOR]

A study about the requirements and cargo transportation demand in the Black Sea as part of a multimodal transportation frame is performed, estimating the potential need of a ship fleet of multipurpose ships. The study performs conceptual multipurpose vessel design and fleet sizing using the long-time experience and statistics in defining main dimensions of the ship and her hull form, resistance and propulsion, weights, stability, free-board, seakeeping and manoeuvrability, capital, operational and decommissioning expenditure, where the optimal design solution is obtained based on the energy efficiency, shipbuilding, operation, and resale costs at the end of the service life. A discussion about possible applications of a different fleet of ship sizes in improving the cargo transportation efficiency considers the vessel's typical operational profile in such a way to maximise the economic impact conditional of the unsteady cargo flow and environmental impact.

Since the early 2000s, short sea shipping (SSS) is often associated with significant social and environmental benefits. To encourage a modal shift, several nations around the world have developed public SSS policies. However, the policies' effectiveness are increasingly being questioned in the public arena. Therefore, the current article's primary objective is to assess one of these SSS public initiatives' legitimacy. In particular, we analyzed Quebec's PREGTI initiative, which is designed to both reduce greenhouse gas (GHG) emissions and promote local SSS development. Our findings are based on a triangulated analysis of official PREGTI documents and semi-structured interviews with local marine-sector specialists (N = 36). The data analyses inspired the development of an integrative framework that includes four components that could explain the lack of SSS program credibility and interest. Our framework identified critical issues for consideration in SSS program development, including: 1) the institutional framework's relevance; 2) its implementation challenges; 3) the program's predictability; and 4) the credibility of government authorities. Ultimately, the present article provides a better understanding of the significant discrepancies between public SSS programs development and the needs of local maritime sector stakeholders. [ABSTRACT FROM AUTHOR]

This paper presents a methodology aimed at improving the design of short sea shipping (SSS) services embedded in intermodal door-to-door transport chains. The cargo capacity of a Ro–Ro ship for such a service is estimated. The ship is assumed to operate in an integrated intermodal transport network comprising competing transport chains. The latter link multiple origin–destination (O–D) pairs, in a set of discrete geographical regions separated by sea, including non-European Union (EU) countries. The methodology comprises four steps, starting by estimating freight transport demand between O–D pairs using a method that combines international trade and maritime transport data. The estimated demand is then allocated to transport chains on the basis of a logistic regression model that considers both cost and time of transportation. The maximum aggregate freight transportation demand among all legs of the Ro–Ro service is used as the governing criterion to determine the right ship size. An application of the methodology is carried out for the case of a Ro–Pax service between mainland Portugal, Madeira, and Morocco, as a set of two round voyages with opposite rotations. The SSS service researched here is of particular interest as it could provide a crucial link, serving simultaneously an EU peripheral region and a fast-developing non-EU country. The required cargo capacity of the ship, expressed in lane meter length, is determined, with results showing that the proposed adjustments can significantly improve the economic results of the service. [ABSTRACT FROM AUTHOR]

Abstract Performance assessment is a fundamental tool to successfully monitor and manage logistics and transport systems. In the field of Short Sea Shipping (SSS), the performance of the various maritime initiatives should be analyzed to assess the best way to achieve efficiency and guide related policies. This study proposes a quantitative methodology which can serve as a decision-support tool in the preliminary assessment and comparison of alternative SSS networks. The research is executed via a Mediterranean case study that compares a hypothetical Mediterranean ro-ro SSS network developed in the framework of a past Euro-Mediterranean cooperation project with the network of existing ro-ro liner services operating in the area. Performance benchmarking of the two networks is performed using a set of quantitative Key Performance Indicators (KPIs) and applying a factor-cluster analysis to produce homogeneous clusters of services based on the relevant variables while accounting for sample heterogeneity. Quantitative results mostly confirm the overall better performance of the prospective network and demonstrate that using KPIs and factor-cluster analysis to investigate the performance of maritime networks can provide policymakers with a preliminary wealth of knowledge that can help in setting targeted policy for SSS-oriented initiatives.

The paper presents the European Union’s approach to promote the advantages of short sea shipping as efficient and sustainable alternative solution to the global issues of road congestion. European Commission has made Short Sea Shipping one of the major priorities for European transport and maritime industries have made it one of their key areas for development. Short Sea Shipping plays an important role in reaching the objectives of the European Transport Policy, as it can help curb the forecasted substantial increase in heavy goods vehicle traffic, rebalance the modal shares and bypass land bottlenecks. In the paper are presented the advantages of Short Sea Shipping and the measures adopted by the European Union in order to better promote the use of this mode. Short Sea Shipping needs to be developed within an integrated and participatory approach, with the reliable involvement of stakeholders from the entire sector in order to fulfil its economic, commercial, social and environmental role.

The shipping industry is looking for strategies to comply with increasingly stringent emission regulations. Fuel has a significant impact on emissions, so a switch to alternative fuels needs to be evaluated. This study investigated the emission performances of liquefied natural gas (LNG) and liquefied biogas (LBG) in shipping and compared them to conventional marine diesel oil (MDO) combined with selective catalytic reduction (SCR). For assessing the complete global warming potential of these fuels, the life-cycle approach was used. In addition, the study evaluated the local environmental impacts of combustion of these fuels, which is of particular importance for short sea shipping operations near coastal marine environment and residential areas. All three options examined are in compliance with the most stringent emission control area (ECA) regulations currently in force or entering into force from 2021. In terms of local environmental impacts, the two gaseous fuels had clear advantages over the MDO + SCR combination. However, the use of LNG as marine fuel achieved no significant CO2-equivalent reduction, thus making little progress towards the International Maritime Organization’s (IMO’s) visions of decarbonizing shipping. Major life cycle GHG emission benefits were identified by replacing fossil fuels with LBG. The most significant challenge facing LBG today is fuel availability in volumes needed for shipping. Without taxation or subsidies, LBG may also find it difficult to compete with the prices of fossil fuels.

This article assesses the potential of Mobility as a Service in passenger maritime transport from the supply perspective by collecting and analyzing data provided by interviews to key experts in passenger transport from both industry and academia. “Mobility as a service” in passenger maritime transport (also in this article referred as “Maritime MaaS”) describes the integration of passenger maritime services with land mobility into a single mobility service delivered through a unique platform for planning, booking, ticketing, and payment. The scope of this article is to explore the potential interest of mobility service providers to develop a MaaS that has as a backbone coastal shipping at the Aegean Archipelagos, in Greece. The Maritime MaaS ecosystem with its key actors is identified, while the perceived challenges, opportunities, and benefits envisaged by the adaptation of this innovative concept from urban transport to the maritime sector are recorded. Computer-assisted interviews were performed at a panel of 17 experts representing different types of decision makers. Participants were selected according to their current industry position or their academic profile. A content analysis with the use of NVIVO was conducted, followed by a SWOT (strengths, weaknesses, opportunities, and threats) analysis based on the experts’ input, in order to assess the MaaS business environment. Results indicate that the maritime transport sector is relatively ready to adopt MaaS from a technological readiness perspective, while land transport seems to be in a lower level of technological readiness. PAYG (pay as you go) MaaS business model is preferred than a “MaaS package” model by most stakeholders. Finally, main challenges toward MaaS implementation are the discrepancies in reliability of service among different transport modes and the ferry fleet operational flexibility ceilings that are imposed by legal framework for ferry routings in Greece.

Natural gas is cheaper than fuel on an energy basis, making it an alternative ship fuel which leads to a reduced operating cost and clean gas environmental conditions. The current study analyses the retrofit of an ageing multi-purpose ship to use liquefied natural gas as a primary ship fuel in the context of a short-ship sea operation. The objective is to transform an existing commercial ageing ship propulsion system into a green energy propulsion one and to analyse the economic feasibility considering the high volatility and increased LNG price. Four scenarios were analysed based on the net present value representing Denying, Disinterested, Good and Acceptable financial cash outflow. It was concluded that in the present economic instability and price of LNG fuel and CO2 taxes, the ship owner needs to rely on the long-term contract of buying LNG fuel to implement measures to reduce greenhouse gas emissions and keep good benefits in shipping.

The aim of this paper is to analyse shipping firms' reactions to environmental challenges and identify how significant reductions in energy consumption and air emissions can come about by implementing a variety of voluntary initiatives. The paper focuses on the various sustainability initiatives implemented by the Swedish short sea shipping operator, Stena Line, either on a purely voluntary basis as part of their corporate social responsibility (CSR) strategy or as their chosen route for compliance with regulations. A conceptual model is developed based on stakeholder theory, the theory of planned behaviour and resource dependence theory to understand the main drivers of the firm's adoption of sustainability initiatives and the factors affecting the integration of CSR in maritime companies. According to our findings, the company operates within a strongly enforced regulatory environmental framework and needs to exceed this framework to differentiate its service and strengthen its relationships with its customers by addressing their social and environmental concerns. As the firm's competitive strategy focuses on service differentiation, a large pool of complementary resources is available for CSR and the implementation of sustainability practices. The results of this paper bring new insights to the potential of local private voluntary initiatives for the reduction of maritime air emissions. These include the provision of onshore power supply, the conversion of vessels to use methanol, ferry electrification, the construction of larger RoPax vessels and the implementation of an energy-saving program that focuses on crew involvement and continuous training. The environmental outcomes derived from a combination of local operational and technical energy efficiency measures are found to be significant and can contribute to the efforts for the achievement of sustainable maritime transport undertaken by international and regional organisations. The main barriers for the adoption of voluntary sustainability initiatives in the maritime sector are economic and technological. To encourage the wider adoption of these initiatives, the provision of economic incentives at national or regional level is crucial, as such initiatives usually imply high initial installation costs that should be somehow compensated for both vessels and terminals. [ABSTRACT FROM AUTHOR]

A study about the requirements and cargo transportation demand in the Black Sea as part of a multimodal transportation frame is performed, estimating the potential need of a ship fleet of multipurpose ships. The study performs conceptual multipurpose vessel design and fleet sizing using the long-time experience and statistics in defining main dimensions of the ship and her hull form, resistance and propulsion, weights, stability, free-board, seakeeping and manoeuvrability, capital, operational and decommissioning expenditure, where the optimal design solution is obtained based on the energy efficiency, shipbuilding, operation, and resale costs at the end of the service life. A discussion about possible applications of a different fleet of ship sizes in improving the cargo transportation efficiency considers the vessel's typical operational profile in such a way to maximise the economic impact conditional of the unsteady cargo flow and environmental impact. [ABSTRACT FROM AUTHOR]

Fulfilment of the progressive environmental normative involves a singular challenge for Short Sea Shipping (SSS), since it must maintain its competitiveness versus other transport alternatives. For this reason, over the last decade SSS vessels have been the subject of numerous analyses, in terms of operative research, and optimizations, from the marine engineering standpoint. Despite widespread awareness about the impact of a vessel’s resistance on environmental performance, many of the previous analyses were based on resistance prediction methods with low accuracy levels. This fact necessarily involves deviations regarding the expected sustainability of vessels. This paper attempts to quantify (in monetary terms) the environmental consequences due to this low level of accuracy. To meet this aim, it analyzes the environmental performance of an SSS feeder vessel, which was obtained from an optimization process based on standard resistance prediction techniques, when its propulsion power requirements for sailing at optimized speed were assessed through the Reynolds Averaged Navier–Stokes method in Computational Fluid Dynamic simulations. The findings show that standard resistance prediction methods without consideration of hull shape must be avoided, not only in the optimization process, but also for operative research, especially in free sailing analysis.

This paper proposes a mathematical model for intermodal chains with seaborne transport, in which the optimization of a multi-objective model enables conflicting objectives to be handled simultaneously. Through the assessment of 'door-to-door' transport in terms of costs, time, and environmental impact, the most suitable maritime route and the optimized fleet are jointly proposed to maximize the opportunities for success of intermodal chains versus trucking. The NSGA-II algorithm is applied to resolve the model. The Pareto fronts obtained not only permit decision-making in the short-term but also enable long-term strategies to be defined according to the behaviour of these frontiers when sensitivity analysis is undertaken. A real-life case in Chile is studied to test the usefulness of the model. Aside from identifying the most suitable Motorway of the Sea with its optimized fleet for Chile, the application case has provided several significant findings to promote the intermodal option regardless of its location. [ABSTRACT FROM AUTHOR]

The article considers the concept and description of the Northern Sea Route (NSR), the main prerequisites for the development of Russian Arctic export by using the NSR. The concept and analysis of coastal shipping using Arctic vessels and the predictive conclusions on possible Arctic projects are also presented in the article. Systems for the development of Russian Arctic export, coastal transportation, and project cargo for Arctic demand include freight transport systems by rail and sea transport fleet. The purpose of this article is to analyze the data of transport systems, as well as to identify key prospects for the development of this system in Russia, taking into account a new concept – the Northern Sea Transport Corridor. According to the fact that it is a national transport corridor of the Russian Federation, the development of the cargo traffic is mainly connected with the Arctic exploration projects.

Roll-on Roll-of (Ro-Ro) transport is one of the primary options EU policy is focusing on for developing intermodal transport and MOS initiatives, aimed at reducing road transport (especially trucks). In line with EU guidelines, this study proposes an integrated and optimized network scheme for the maritime Ro-Ro freight services currently operating in the Italian Tyrrhenian area to improve the overall supply of shipping services. The methodological approach used is based on the integration of the timetables and frequencies of existing freight shipping services using an original mathematical model that assigns demand flows to the network while trying to minimize a multi-objective function composed of a weighted sum of travel times and tariffs. Quantitative results show the positive impact generated by rescheduling and coordinating liner shipping and demonstrate how a ‘Tyrrhenian network system' considered as a whole would be more attractive than the single services taken collectively.

In this paper, an analysis of the development of Deep Sea Shipping (DSS) and Short Sea Shipping (SSS) container routes calling at Italian ports, is carried out. Data about DSS routes have been collected in the years: 2011, 2014, 2018 and 2019, while data about SSS services have been collected in 2010 and 2018. Italian ports have been classified as follows: Ligurian multi-port gateway cluster, formed by Leghorn, La Spezia, Genoa, Savona/Vado Ligure; Northern Adriatic multi-port gateway cluster, made up of Ancona, Ravenna, Venice and Trieste; Campanian multi-port gateway cluster, composed of Naples and Salerno; hub ports, i.e. Gioia Tauro, Cagliari (only until 2018) and Taranto (only until 2014). The most important gateway cluster, for both DSS and SSS services, is the Ligurian one, which includes Genoa, the major Italian container gateway port. Genoa has shown an almost constant increase in container traffic in the time period analyzed. Italian hub ports are also an important group, but they have registered a negative trend in the years under analysis. DSS routes, to Far East and the American Continent, usually call at the Ligurian ports and the hub port of Gioia Tauro. Northern Adriatic ports are crossed by only a few DSS routes, but they are crossed by a large number of SSS routes, especially feeder ones, with transshipment mainly in the hub ports of Gioia Tauro, Marsaxlokk, Piraeus and Port Said. The evolution of DSS services shows clearly the effects of naval gigantism phenomenon: the number of DSS services has decreased, but the total and, especially, the average DWT have increased. As regards SSS routes, also their frequencies have decreased, but their length and, in particular, the number of ports called, have increased: this choice is performed by container operators in order to increase the ships ’load factor’. [ABSTRACT FROM AUTHOR]

By the end of 2025 European ports are required to provide (Directive 2014/94/EU) facilities to ensure the Liquefied Natural Gas (LNG) use and on-shore electricity supply for vessels (Cold Ironing—CI). Even though this involves considerable port investment, many uncertainties about CI and LNG performance exist because their application depends on vessel operators' willingness. Additionally, lag times for CI connection/disconnection along with methane emissions from LNG undermine their feasibility for Short Sea Shipping (SSS). Since, among the SSS aims are the reduction in berthing times and its effectiveness for-inter-islands' traffic where, land electricity grids are frequently dependent on the fuel burning generation by penalizing the CI performance. This paper introduces a calculation method to evaluate the pollution savings in monetary terms by CI and LNG use in SSS. The method is applied to three European routes by testing the environmental performance of two fleets: feeder and Ro-Pax vessels. The results show that feeders reach higher environmental improvements by using port mitigation than Ro-Pax vessels. Additionally, the need for ensuring the sustainability of on-shore grids before the CI implementation was evinced, especially in insularity frameworks, where the environmental benefits from LNG use proved to be more effective. [ABSTRACT FROM AUTHOR]

This paper describes the challenges of the maritime supply chain compared to land transport and discusses the new digital initiatives to simplify the processes and enable a better plan for the entire supply chain. First, the background is outlined with an example of the extensive admin processes in maritime transport compared to road transport, followed by a case example presenting the processes of a booking. The case study concludes that the lack of integration is costly in terms of both admin resources, as well as lost capacity on some ships and missing capacity on others. Finally, the evolution of new digital initiatives are discussed, both in general and in terms of competing "alliances" as seen in the airline industry. The paper concludes that the information exchange in the maritime industry has moved drastically in the last 3 years and that one initiative, TradeLens, seems to have gained a position as maritime standard despite a problematic start with many competing initiatives. [ABSTRACT FROM AUTHOR]

This paper studies the possibilities of closer integration of short sea shipping, with other components of the Trans-European Transport Networks, shifting a significant share of road freight onto rail corridors and inland waterways. A numerical model of transport networks is used to support the calculation of the main parameters driving transport decisions, for multiple pairs of origin/destination representing statistical regions of the European Union, and for different, alternative intermodal and unimodal transport chains. Results are presented using a geographic information system. This approach is applied in a case study dedicated to the evaluation of the competitiveness of transport chains based on short sea shipping between Portugal and The Netherlands, integrated with other components of Trans-European Transport Networks (rail freight corridors and inland waterways), compared to road haulage-based transport chains. Conclusions are drawn regarding the geographical scope of the relative competitiveness of these transport chains and policy investment insights are presented.

There is an intense competition across many sectors in the maritime industry. Coaster owners being in a market where perfect competition rules apply has to be competitive in order to survive. This study aims to analyze the competitiveness of Turkish coaster merchant fleet that consists of the vessels whose cargo carrying capacity differs from 1.000 dwt to 12.000 dwt and that carries dry bulk goods and general cargo based on short sea shipping concept covering Black Sea, Mediterranean and Continental Europe. Based on a qualitative research methodology, interviews were held and data were collected by using semi-structured questionnaire, and the data collected from the interviews was categorized in order to describe and explain patterns and themes. The findings of the interviews were analyzed within the context of sector-specific external factors and company-specific internal factors, and the competitiveness of shipowners operating in the Turkish coaster market was analyzed in detail. It is expected that the findings and implications will especially shed light on the decision makers and policy makers in the sector and contribute to the current literature.

Abstract Short sea shipping (SSS) is the maritime transport of goods over relatively short distances, as opposed to the intercontinental cross-ocean deep sea shipping. The goal of the current paper is to identify SSS growth potential and the univariate regression analysis indicates that the following variables influence total SSS volume in European countries: land area, coastline, total number of SSS ports, number of small SSS ports, number of large SSS ports, number of inhabitants, Gross Domestic Product (GDP), GDP per head, road length and rail length. An additional multivariate regression analysis indicates that more than 78% of the variance in the total SSS volume per country can be explained by variations in the number of large SSS ports and the GDP per head. Finally, future prospects for SSS indicate that most countries show (theoretical) potential to further increase their SSS volume calling for tailor-made policies to utilize this potential.

The current state of the North Port, part of the Port of Split predetermined for the cargo turnover, shows modest rate traffic. The paper examines if there is a potential for the further development and modernization of the port by integrating the Short Sea Shipping (SSS) services. Analysis regarding the main principles of the SSS concept has been provided for the North Port in order to penetrate and exploit new markets and demands as well as the directions of the future growth, mainly by using intermodal transport services. This implies particularly the revitalization of the Una track and investments in “green” technologies with the purpose of lowering the external costs of transport and positioning on the market as a green port offering lower harbour fees and taxes. With the implementation of new technologies based on sustainable development, eco-friendly mechanization, and port equipment, the North Port could establish new markets positioned in the hinterland and gravitational background of the city of Split and achieve a higher cargo turnover, primarily in the container transport, but also in the other segments of the port business.