Vanelslander et al 2016a - Revision history

Scipediacontent at 08:15, 6 March 2021

2021-03-06T08:15:29Z

Scipediacontent: Scipediacontent moved page Draft Content 179743621 to Vanelslander et al 2016a

2021-02-08T08:48:17Z

Scipediacontent moved page Draft Content 179743621 to Vanelslander et al 2016a

Scipediacontent: Created page with " == Abstract == From a European, regional and local perspective, as well as from the point of view of port authorities, it is important that waterborne transport should be s..."

2021-02-08T08:48:14Z

Created page with " == Abstract == From a European, regional and local perspective, as well as from the point of view of port authorities, it is important that waterborne transport should be s..."

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== Abstract ==

From a European, regional and local perspective, as well as from the point of view of port authorities, it is important that waterborne transport should be sustainable. In this context, liquefied natural gas (LNG) is often put forward as a viable alternative fuel for deep-sea, shortsea and inland navigation. The present paper develops a forecasting method for determining potential LNG bunker volumes at port level. The proposed method is based on a review of the literature, historical data on technological innovation in shipping (i.e. the transitions from sail to steam and marine diesel engines), expert opinions and present-day bunker volumes. The forecast obtained was subsequently validated by shipping companies, bunker companies and fuel suppliers operating in the port of Antwerp. In addition, a sensitivity analysis was conducted to assess the impact of a number of relevant independent variables on the forecast. Overall, it is found that switching to LNG as a ship fuel, like any innovation, exhibits a slow adoption pattern, with sluggish growth initially but picking up some speed with time. At the same time, there is evidence of a chicken-and-egg dilemma, with shipping companies unwilling to invest in LNG-powered ships as long as supply is insufficient or uncertain, and fuel suppliers not willing to provide storage and bunker facilities as long as demand is low. Our analysis points at many uncertainties, which are used as discriminating factors between the different scenarios tested. However, whichever scenario is played out, the indications are that LNG bunkering volumes in Antwerp will not increase sharply between now and 2050. The volume growth under the strong development scenario is about four times greater than that under the weak development scenario, but remains modest.

Document type: Article

== Full document ==
<pdf>Media:Draft_Content_179743621-beopen68-5724-document.pdf</pdf>

== Original document ==

The different versions of the original document can be found in:

* [http://dx.doi.org/10.1186/s41072-016-0007-1 http://dx.doi.org/10.1186/s41072-016-0007-1] under the license http://creativecommons.org/licenses/by/4.0

* [http://hdl.handle.net/10419/217502 http://hdl.handle.net/10419/217502]

* [http://www.vliz.be/imisdocs/publications/314684.pdf http://www.vliz.be/imisdocs/publications/314684.pdf]

* [https://hdl.handle.net/10067/1345020151162165141 https://hdl.handle.net/10067/1345020151162165141]

* [https://hdl.handle.net/10067/1346860151162165141 https://hdl.handle.net/10067/1346860151162165141]

* [https://jshippingandtrade.springeropen.com/track/pdf/10.1186/s41072-016-0007-1 https://jshippingandtrade.springeropen.com/track/pdf/10.1186/s41072-016-0007-1] under the license cc-by

* [http://link.springer.com/content/pdf/10.1186/s41072-016-0007-1.pdf http://link.springer.com/content/pdf/10.1186/s41072-016-0007-1.pdf],
: [http://link.springer.com/article/10.1186/s41072-016-0007-1/fulltext.html http://link.springer.com/article/10.1186/s41072-016-0007-1/fulltext.html],
: [http://link.springer.com/content/pdf/10.1186/s41072-016-0007-1 http://link.springer.com/content/pdf/10.1186/s41072-016-0007-1],
: [http://dx.doi.org/10.1186/s41072-016-0007-1 http://dx.doi.org/10.1186/s41072-016-0007-1] under the license http://creativecommons.org/licenses/by/4.0

* [https://jshippingandtrade.springeropen.com/track/pdf/10.1186/s41072-016-0007-1 https://jshippingandtrade.springeropen.com/track/pdf/10.1186/s41072-016-0007-1],
: [https://jshippingandtrade.springeropen.com/articles/10.1186/s41072-016-0007-1 https://jshippingandtrade.springeropen.com/articles/10.1186/s41072-016-0007-1],
: [https://link.springer.com/article/10.1186/s41072-016-0007-1 https://link.springer.com/article/10.1186/s41072-016-0007-1],
: [https://core.ac.uk/display/81535874 https://core.ac.uk/display/81535874],
: [https://academic.microsoft.com/#/detail/2473310697 https://academic.microsoft.com/#/detail/2473310697]

@@ Line 2: / Line 2: @@
 == Abstract ==
- From a European, regional and local perspective, as well as from the point of view of port authorities, it is important that waterborne transport should be sustainable. In this context, liquefied natural gas (LNG) is often put forward as a viable alternative fuel for deep-sea, shortsea and inland navigation. The present paper develops a forecasting method for determining potential LNG bunker volumes at port level. The proposed method is based on a review of the literature, historical data on technological innovation in shipping (i.e. the transitions from sail to steam and marine diesel engines), expert opinions and present-day bunker volumes. The forecast obtained was subsequently validated by shipping companies, bunker companies and fuel suppliers operating in the port of Antwerp. In addition, a sensitivity analysis was conducted to assess the impact of a number of relevant independent variables on the forecast. Overall, it is found that switching to LNG as a ship fuel, like any innovation, exhibits a slow adoption pattern, with sluggish growth initially but picking up some speed with time. At the same time, there is evidence of a chicken-and-egg dilemma, with shipping companies unwilling to invest in LNG-powered ships as long as supply is insufficient or uncertain, and fuel suppliers not willing to provide storage and bunker facilities as long as demand is low. Our analysis points at many uncertainties, which are used as discriminating factors between the different scenarios tested. However, whichever scenario is played out, the indications are that LNG bunkering volumes in Antwerp will not increase sharply between now and 2050. The volume growth under the strong development scenario is about four times greater than that under the weak development scenario, but remains modest.
+From a European, regional and local perspective, as well as from the point of view of port authorities, it is important that waterborne transport should be sustainable. In this context, liquefied natural gas (LNG) is often put forward as a viable alternative fuel for deep-sea, shortsea and inland navigation. The present paper develops a forecasting method for determining potential LNG bunker volumes at port level. The proposed method is based on a review of the literature, historical data on technological innovation in shipping (i.e. the transitions from sail to steam and marine diesel engines), expert opinions and present-day bunker volumes. The forecast obtained was subsequently validated by shipping companies, bunker companies and fuel suppliers operating in the port of Antwerp. In addition, a sensitivity analysis was conducted to assess the impact of a number of relevant independent variables on the forecast. Overall, it is found that switching to LNG as a ship fuel, like any innovation, exhibits a slow adoption pattern, with sluggish growth initially but picking up some speed with time. At the same time, there is evidence of a chicken-and-egg dilemma, with shipping companies unwilling to invest in LNG-powered ships as long as supply is insufficient or uncertain, and fuel suppliers not willing to provide storage and bunker facilities as long as demand is low. Our analysis points at many uncertainties, which are used as discriminating factors between the different scenarios tested. However, whichever scenario is played out, the indications are that LNG bunkering volumes in Antwerp will not increase sharply between now and 2050. The volume growth under the strong development scenario is about four times greater than that under the weak development scenario, but remains modest.
 Document type: Article

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