Harilaos N. Psaraftis

Transcription

Sustainable corridors in Europe:
challenges and opportunities
Harilaos N. Psaraftis
Technical University of Denmark
Quick quiz
•Are the Motorways of the Sea sustainable
corridors?
•(you have 3 seconds)
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DTU Transport, Technical University of Denmark
ShortSea 2015, Copenhagen
18/06/2015
•Yes
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Purpose
•Basic questions addressed:
•Are the TEN-T core network corridors sustainable
(green) corridors?
•How does this apply to Short Sea Shipping (SSS)
and the Motorways of the Sea (MoS)?
•What are challenges and opportunities?
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TEN-T core network
• Regulation EU
1315/2013 (TEN-T
guidelines)
• Regulation EU
1316/2013 (Connect
Europe Facility)
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TEN-T: 30 priority projects
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MoS: project No. 21
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Basics
•Q: How is a‘green (sustainable)
corridor’defined?
•A: An easy question, for which the answer is not
so easy
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Green corridor definitions
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Keep it simple
•Green: Acceptable environmental performance,
while at the same time respecting traditional
economic performance criteria
•Rationale: if traditional economic criteria are not
met, solutions may not be viable and trade in a
corridor may cease to exist
•‘Win-win’ solutions must be sought
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Making a corridor greener
•Before you try to improve something, you should
be able to measure it first
•Corridor performance can be measured by welldefined Key Performance Indicators (KPIs)
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Major focus here
• “Acceptable environmental performance”: what does it
mean?
• “Acceptable level of emissions”
• [NOTE: there are certainly additional environmental attributes of
multimodal transport that create external costs, such as accidents,
noise, hazardous substances, oil spills, ballast water, residues,
garbage, etc]
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Types of emissions
• Green House GasesGHGs (mainly CO2, but
also CH4 and others)
• Non-GHG (mainly SOx,
but also NOx and
others)
• P.M., etc
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Global CO2 emissions
2009 IMO GHG study
•(2007 data)
2014 IMO GHG study
•(2012 data)
• 2.7% reduced to 2.2%
• 796 million tonnes of CO2 in
2012, down from 885
million tonnes in 2007
• Mainly attributed to slow
steaming due to depressed
market conditions after 2008
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A big challenge
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2011 Transport White Paper
(among other things)
• Sets a goal of reducing GHG
emissions from transport (all
modes) by 60% by 2050 vis-àvis 1990 levels
• Q: how can multi-modal
transport grow and be
profitable in the face of such
ambitious environmental goals
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Green corridor performance
•How can it be measured?
•Enter
•EU FP7, 2010-2013
• www.supergreenproject.eu
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Key Performance Indicators (KPIs)
•
Can measure a corridor’s
performance
•
What are reasonable KPIs?
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Initial list: 17 KPIs
Efficiency
Absolute cost
Relative cost
€/tonne
€/ton-km
Service quality Transport time
Reliability (time precision)
Frequency of service
ICT applications
Cargo security
Cargo safety
hours
% of shipments on time
number per week
scale 1-5
incidents/shipments
incidents/shipments
Environmental CO2-eq
Sustainability SOx
NOx
PM10
g/ton-km
g/1000 ton-km
g/1000 ton-km
g/1000 ton-km
Infrastructural Congestion
Sufficiency
Bottlenecks
average delay/ton-km
scale 1-5
Social issues
% of buffer zone
fatal.& ser.injur./m tkm
% of length >50/55 dB
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Land use (urban & sensitive areas)
Traffic safety
Noise
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Process
•Methodology
•Analysis
•4 stakeholder workshops
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Final list of KPIs (6)
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Relative transport cost
€/ton-km
Transport time (or speed)
hours (or km/h)
Reliability (on-time delivery)
% of shipments
Frequency of service
number per year
CO2-eq emissions
g/ton-km
SOx emissions
g/ton-km
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The 9 SuperGreen corridors
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The SuperGreen corridors
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The 9 SuperGreen corridors in metro format
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The TEN-T core network in metro format
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SuperGreen corridors (2010) vs
TEN-T core network corridors (2011)
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Benchmarking results
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Green corridor generic features
• Reliance on co-modality
 adequate transhipment facilities
 integrated logistics concepts
• Reliance on advanced technology
 energy efficiency
 use of alternative clean fuels
• Development/demonstration of
environmentally-friendly and innovative
transport solutions, including ICT
applications
• Collaborative business models
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Are the TEN-T core network corridors green?
All characteristics that make a corridor green are
more or less met by the concept of TEN-T core
network corridor
The new TEN-T policy has established a
network of green corridors in Europe
Source: Panagakos, G., H.N. Psaraftis, “How green are the TEN-T core
network corridors?” TRA 2014 conference, Paris, France, April 2014.
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What about SSS and the MoS?
•For several of the KPIs, SSS is doing better than
other modes.
•Doing better: Cost, CO2 emissions
•Doing worse: Transport time, SOx
•Other KPIs: mixed
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Benchmarking results
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SOx: IMO MARPOL Annex VI
Oct. 2008
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IMO emission standards are further revised by
amendments to Annex VI
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IMO MARPOL Annex VI
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EU Directive 2012/33/EC
•
•
The IMO limits are being transposed into European
law
The 0.5% limit is brought into force on 1 January 2020 for
all EU sea territory, even if on global scale this limit gets
postponed to 2025
AND
•
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the Commission was asked by the legislation to consider
extending the stricter SECA limits to all EU territorial waters
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Basic case study results
• Additional cost per cargo tonne:
6.95 €/t
• Modal shift (sea to road):
5.2%
• Modal shift would also reduce CO2!
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New DTU project
• Mitigating and reversing the side-effects of
environmental legislation on Ro-Ro shipping in
Northern Europe
• Main objective: identify and assess possible technical,
operational, regulatory and financial measures for the
mitigation and reversal of the negative repercussions of
environmental legislation to the market shares of Ro-Ro
shipping in Northern Europe.
• Sponsor: Danish Maritime Fund
• Industry partner: DFDS
• Duration: 2 years (2015-2017)
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Risk
•Switching to more expensive fuel might make
SSS less competitive vis-a-vis land transport
alternatives
•Serious concern to SSS operators in Northern
Europe
•Commission has set up the European
Sustainable Shipping Forum (ESSF) to address
this problem
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Lucky break
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Challenges
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Opportunities
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Grab the opportunity
•A significant emissions reductions potential
exists, so long as the following outcomes can be
achieved:
•The energy efficiency of SSS can be further
improved, and/or
•Significant traffic can be shifted from other
transport modes to SSS
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A deep-sea paradigm
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Challenges (technological)
•Can something
equivalent be
developed for SSS?
•Innovative designs
•Fuel efficient engines
•LNG
•Scrubbers
•Batteries
•etc
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The 2nd pillar
Improve energy efficiency
Shift traffic from land to sea
•Better designs
•Better engines
•Better propellers
•Cleaner fuels
•Other technologies
•Big role for SSS
•Role of ports
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Challenges (logistical)
•Improve efficiency of
SSS supply chain
– Strategic: network design
– Operational: fleet
management
•Make ports work more
efficiently
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Related challenges
•Financial
•Governance
•Regulatory
–enforcement of SECA regulations
–MRV
–etc
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Conclusions
•SSS and the MoS are well placed to contribute to
important EU sustainability goals
•Trick: how to do this in the most efficient way
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Sample references
• Psaraftis, H.N., A. Minsaas, G. Panagakos, C. Pålsson, and I. Salanne (2012), ”Green Corridors in European Surface Freight
Logistics,” book chapter in Global Logistics, J. Bookbinder (ed.), Springer.
• Panagakos G., H.N. Psaraftis, A. Minsaas, I. Ilves, I. Salanne,”The SuperGreen project and green corridor benchmarking”
Book on European Green Corridor projects, to be published within the transport logistics series of the “Wildauer
Schriftenreihe” (ISBN 978-3-936527-xx).
• Psaraftis, H.N., C.A. Kontovas (2012), “Ship Emissions, Costs and Their Tradeoffs,” in Advances in Maritime Logistics and
Supply Chain Systems, E.P. Chew, L.H. Lee, and L.C. Tang (eds), World Scientific Books.
• Psaraftis, H.N., and C.A. Kontovas (2013), “Speed Models for Energy-Efficient Maritime Transportation: A Taxonomy and
Survey,” Transportation Research Part C 26, 331–351.
• Panagakos, G., I. V. Stamatopoulou, and H. N. Psaraftis, (2014) “The Possible Designation of the Mediterranean as a SECA:
a Case Study,” Transportation Research Part D, 28, 74-90.
• Psaraftis, H.N., and C.A. Kontovas (2014), “Ship speed optimization: Concepts, models and combined speed-routing
scenarios,” Transportation Research Part C, 44, 52-69.
• Fagerholt, K., Gausel, N., Rakke, J., Psaraftis, H., (2015), “Maritime routing and speed optimization with emission control
areas,” Transportation Research Part C, 52, 57-63.
• Magirou, E.F., H.N. Psaraftis, T. Bouritas, (2015), ” The economic speed of an oceangoing vessel in a dynamic setting,”
Transportation Research Part B, 76, 48-67.
• Fagerholt, K., H.N. Psaraftis, (2015), ”On two speed optimization problems for ships that sail in and out of emission control
areas,” Transportation Research Part D (in press).
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New book
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Thank you very much!
• [email protected]
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Harilaos N. Psaraftis

Transcription

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