Abstract

The International Maritime Organization (IMO) (2013, 2014) and the European Parliament (EP) (2005, 2012) have addressed the matter that harmful air emissions should be decreased in shipping transportation. The purpose of this empirical case study is to examine and anticipate in detail if slow steaming in freight shipping can bring any economically positive effects to shippers in the new fuel situation of 2015, where the sulphur directive is to be followed. As research data for our analysis, we used information on the cost management and transportation of a paper mill. The data was used to study how slow steaming would impact the gross margins of a large paper mill in different markets in 2015. The results of this study can be summarised as the notion that the negative economic impacts of the sulphur directive can be lowered to some extent by using slow steaming on short sea shipping routes. The positive impacts gained from slow steaming will vary largely from market to market. We determined that a case study is a relevant method to study and to reveal economic consequences produced by environmental directives as well as how much slow steaming can remove presupposed negative impacts.

Abstract

The sea and the coasts are drivers of Europe’s economy as many of the economic activities as well as large part of trade depend on the sea. At the European level there is strong political pressure to enhance the growth of maritime economy sectors. The European Union has developed the Integrated Maritime Policy to support the sustainable development of the seas and oceans. The aim is to reach a good environmental status of European seas by 2020. The value of this study is to provide fresh insight into the topic by examining the empirical relationship between the sustainable Blue Growth and Marine Spatial planning. The purpose is to make a relatively short introduction to questions like what is the potential of sustainable Blue Growth, how can maritime spatial planning (MSP) contribute to sustainable Blue Growth, and what are the cross-border elements of MSP. The experiences of previous MSP projects, EU policy reports and scientific articles with MSP in their focus are used as a source to answer these questions. So far there have been only recommendations towards sustainable Blue Growth, and each country remains responsible for designing and determining the format and content of maritime plans. MSP processes should be developed both at national and international levels. Renata Kozak

Abstract

VK: T20703 The motivation for this study was to investigate the representative volume element (RVE) needed to correlate the nondestructive electromagnetic (EM) measurements with the conventional destructive asphalt pavement quality control measurements. A large pavement rehabilitation contract was used as the test site for the experiment. Pavement cores were drilled from the same locations where the stationary and continuous Ground Penetrating Radar (GPR) measurements were obtained. Laboratory measurements included testing the bulk density of cores using two methods, the surface-saturated dry method and determining bulk density by dimensions. Also, Vector Network Analyzer (VNA) and the through specimen transmission configuration were employed at microwave frequencies to measure the reference dielectric constant of cores using two different footprint areas and therefore volume elements. The RVE for EM measurements turns out to be frequency dependent; therefore in addition to being dependent on asphalt mixture type and method of obtaining bulk density, it is dependent on the resolution of the EM method used. Then, although the average bulk property results agreed with theoretical formulations of higher core air void content giving a lower dielectric constant, for the individual cores there was no correlation for the VNA measurements because the volume element seizes deviated. Similarly, GPR technique was unable to capture the spatial variation of pavement air voids measured from the 150-mm drill cores. More research is needed to determine the usable RVE for asphalt. Peer reviewed Document type: Article

Abstract

Maritime traffic in the Gulf of Finland has grown remarkably during the 2000s. This increase has an impact on the environment and exposes it to risks. These problems should be controlled to guarantee sustainable development and the welfare of inhabitants in the area. A method for estimating the impact of ship-originated air emissions on the environment is to calculate their environmental externalities which are a part of the total marginal social costs of shipping. The internalization of externalities as a control method of transport would comply with the polluter pays principle and act as a fair traffic control method between transport modes. In this paper, we present the results of CO2, NOx, SOx and PM emissions originating from ships and their externalities in the Gulf of Finland up to 2015. The calculation algorithm developed for this study produces emission estimates per annum and converts them into externalities. We focus on passenger, tanker, general cargo, Ro-Ro, container and bulk vessel ship types representing almost 90% of the total NOx emissions of shipping in the area. Scenario modelling is a method for estimating the effects of forthcoming or planned regulations and helps with targeting emission abatement actions to maximize their profit. The results of the calculation algorithm show that externalities can be used as a consultative tool for transport-related decision-making. The costs are given at the price levels of the year 2000. The total external cost of ship-originated CO2, NOx, SOx and PM emissions in the Gulf of Finland was almost €175 million in 2007. Due to increased traffic volumes, these costs will increase to nearly €214 million in 2015. The majority of externalities are produced by CO2 emissions. If we deduct CO2 externalities from the results, we get total externalities of €57 million in 2007. Following eight years (2015), externalities would be 28% or €41 million lower. This would be as a result of regulation reducing the sulphur content of marine fuels. Regulating SOx and PM emissions will slow down the increasing trend of shipborne externalities in the Gulf of Finland; however, the externalities are still growing. In order to achieve a downward trend, the two major compounds resulting in externalities must be reduced, which requires strict actions to lower shipborne CO2 and NOx emissions. First Published Online: 30 Mar 2012

Abstract

Introduction The International Maritime Organization and the European Parliament (EP) have stated that ships must lower sulphur emissions significantly in a specific region in Northern Europe, that is, in the Sulphur Emission Control Area (SECA), where sulphur content in bunkers is not allowed to exceed 0.1 percent. The Nordic companies have been examined somewhat marginally from the point of view of the SECA-directive, and how it will affect the cost-efficiency of the industry. Document type: Article

Abstract

Societies are increasingly characterised by increasing mobility of people and materials. Consequently, harmful environmental impacts of transport are likely to increase unless specific policies aimed at mitigating these impacts can be successfully implemented. Based on EU-level requirements for carbon dioxide emission reductions, a car tax reform was enacted in Finland in 2008. By using the environmental protection process (EPP) framework as a conceptual tool, we perform a quantitative content analysis of media discussion of the car tax reform. The EPP framework is an integrative tool, aimed at an overall view of the characteristics of environmental problems and mitigation measures. The results show that societal factors, emissions, measures and the potential side-effects of the reform dominated the media discussion. Short-term impacts were emphasised over longer-term perspectives in the discussion’s future-orientation. Overall, it seems that in spite of a relatively wide-ranging discussion, the media debate contributed only marginally to public understanding of the prerequisites for environmentally sustainable transport.

Abstract

Based on original research collected through semi-structured research interviews and five focus groups throughout Denmark, this study explores Danish perceptions about ad hoc, acquaintance-based, and organization-based ridesharing (“carpooling”). Using a grounded, qualitative factor analysis approach, it investigates the elements that influence the adoption (and non-adoption) of ridesharing and identifies market segments and business models that may enable planners to overcome existing barriers. The article finds that Danish drivers and commuters appear to be split on the topic. Negative perceptions reported by respondents include lack of availability and difficulty finding rides, viewing ridesharing as unsafe or unsecure, and expectations of social awkwardness, among others. Positive perceptions reported include cost savings compared to public and private transport, greater flexibility of travel times, and the ability to socialize with vehicle occupants. These contrasting views lead us to conclude that existing theories and models of ridesharing behavior may need to be fundamentally rethought, both in Denmark and possibly elsewhere. Our results also suggest that ridesharing efforts framed around climate change or environmental sustainability will not likely be successful in Denmark.

Abstract

This paper covers the current state of maritime oil transportation in the Baltic Sea and the development of oil transportation in the 2000s, as well as estimations of transported oil volumes in 2020 and 2030 in the Gulf of Finland. The scenarios were formulated on the basis of a current state analysis, energy and transportation strategies and scenarios and expert assessments. The study showed that the volumes of oil transportation in the Gulf of Finland will increase only moderately compared to the current status: 9.5-33.8 %, depending on the scenario. Green energy policy favours renewable energy sources, which can be seen in the smaller volumes of transported oil in the 2030 scenarios compared to the 2020 scenarios. In the Slow development 2020 scenario, oil transport volumes for 2020 are expected to be 170.6 Mt (million tonnes), in the Average development 2020 187.1 Mt and in the Strong development 2020 201.5 Mt. The corresponding oil volumes for the 2030 scenarios were 165 Mt for the Stagnating development 2030 scenario, 177.5 Mt for the Towards a greener society 2030 scenario and 169.5 Mt in the Decarbonising society 2030 scenario.