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The optimization of empty container repositioning nets has become an essential problem in low-carbon port cooperation. This paper proposed three optimization models of multi-port low-carbon empty container repositioning considering threshold under input and output of empty containers as random variables. Non repositioning strategy means the highest threshold, and complete-repositioning strategy means the lowest threshold; threshold-repositioning strategy is in the middle. The probability of empty-container inventory in each port and the storage cost, repositioning cost, lease cost, and carbon emission cost of empty containers are calculated. This paper mainly compares each cost of three models. The results have shown that: (1) Compared with the non repositioning strategy, the threshold-repositioning strategy and complete-repositioning strategy can reduce the ports storage costs and lease costs of empty containers and also reduce carbon emissions. The lower the repositioning threshold of empty containers between ports is, the more obvious the advantages of the threshold-repositioning strategy become. (2) When the cost of storage per empty container increases, under three strategies, the total cost, storage cost, lease cost, and carbon emission cost of the port will all increase. The ports proportion of dependence on its own empty-container storage will decrease, and the proportion of dependence on other ports and leasing companies will both increase.

Excessive CO2 emissions and increased total costs of liner shipping are the two main problems affecting the environmental and economic benefits of liner companies under the European Union Emission Trading System (EU ETS). To address the upcoming EU ETS, we propose a carbon and cost accounting model for liner shipping that accurately calculates CO2 emissions and total cost of liner shipping. We conduct a case study that a containership operates on the liner route from the Far East to Northwest Europe. The results show that the sailing stage plays a pivotal role in CO2 emissions from liner shipping, accounting for 94.70% of CO2 emissions. Among four types of fuel, CO2 emissions from liner shipping using MGO is the largest, while CO2 emissions from liner shipping using methanol is the smallest. Methanol, as an alternative fuel, proves to be a better choice than LNG for CO2 control of liner shipping. The relationship between sailing speed and CO2 emissions follows a U-shaped curve for the selected containership. Notably, speed reduction is effective in carbon control of liner shipping only when the sailing speed exceeds 8.29 knots. Under the EU ETS, sailing speed is a key variable affecting the total cost of liner shipping. Speed reduction may not always be cost-effective. When keeping the total cost of liner shipping unchanged, sailing speed should be reduced as the EU allowance (EUA) price rises within a certain range. For the selected containership using MGO and HFO, the most economical sailing speed is 8.29 knots, corresponding to the increase in EUA price of 304.95% and 261.21%, respectively. If EUA price continues to rise, speed reduction will become ineffective in controlling the total cost of liner shipping. This model can enhance the environmental and economic benefits of liner companies, meet compliance requirements of the EU ETS, and provide a new perspective for carbon and cost control of liner shipping.

The marine green fuel supply chain is a crucial component in the development of green ports. Focusing on the issue of cooperative contracts between the port and green marine fuel supplier within the marine green fuel supply chain, first, a two-echelon marine green fuel supply chain optimization model consisting of a green marine fuel supplier and a port was constructed. Second, the changes in profits and decisions of a green marine fuel supplier and a port were compared under four scenarios: no contract, cost-sharing contract, revenue-sharing contract, and combined revenue-sharing + cost-sharing contract. Finally, the propositions were validated using numerical simulation methods. The research findings show that, in terms of revenue, the combined profits of a port and green marine fuel supplier under the combined revenue-sharing + cost-sharing contract exceeded those under the revenue-sharing contract alone. Regarding the sales price of marine green fuel and bunkering service quality, these factors peaked under the cost-sharing contract and were at their lowest under the revenue-sharing contract. An increase in the port's investment proportion in marine green fuel bunkering service quality led to decreases in the bunkering volume, sales price, wholesale price, and bunkering service quality of marine green fuel under both the cost-sharing contract and the revenue-sharing + cost-sharing contract. Additionally, the higher proportion of revenue shared by the port with the green marine fuel supplier resulted in lower sales price, wholesale price, and bunkering service quality of green marine fuel under both the revenue-sharing contract and revenue-sharing + cost-sharing contract.

For decades, the shipping sector has been incorporated into the global decarbonization process. At present, global shipping - as a whole - aims to reduce its emission levels by 40 % by 2030 in relation to the 2008 level. In reducing greenhouse gas emissions, regulations such as the MARPOL 73/78 Convention and Energy Efficiency Design Index as well as other monitoring and managing schemes already in operation (e.g., Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator) play a crucial role in measuring fuel consumption and ship engine emission output. Energy Efficiency Existing Ship Index (EEXI) is another measure, projected to be ratified in 2023, in-line with decarbonization targets in which the International Maritime Organization has planned a 70 % reduction in emissions level by 2050 using the same 2008 baseline. For this to happen, ship speed may need to be reduced, a decrease of fleet capacity may also need to be considered, and new ships may need to replace older ones already in service. The costs of implementing these types of reforms are obviously significant to the sector. Such change will augment the overall shipping overhead, effecting subsequent transportation and consumer costs. This paper aims to specify the scale of the expected costs of implementing EEXI globally. The current maritime fleet has been analyzed in terms of energy demand, deadweight tonnage, and expected CO2 emission reduction marginal abatement costs (MAC). Two pathways to achieve the desired EEXI values are presented, including the most common and available technologies to reduce demand. These technologies are subjected to MAC valuation and presented quantitatively for the world fleet. The research also investigates alternative fuel options in regard to lessening the CO2 impact, developing wind support systems, and avoiding conventional advancements to ships (e.g., upgrading the propeller or the propulsion system). At length, the target of the work is t

The accelerated melting of Arctic sea ice has established the Northern Sea Route (NSR) as an emerging alternative for international shipping. However, increased maritime activities pose significant environmental risks to this sensitive region. This study evaluates the economic implications of the International Maritime Organization (IMO) environmental regulations on Arctic shipping through a well-to-wake assessment framework. Using a multi-scenario economic analysis model, we compare transportation costs between the NSR and the traditional Suez Canal Route (SCR) under various IMO environmental policy scenarios. Our findings reveal: (1) Without carbon taxation, the NSR generally offers lower unit transportation costs than the SCR. However, the IMO's prohibition of heavy fuel oil (HFO) in Arctic waters creates a 12-15% cost advantage for vessels using HFO on the SCR compared to those using clean fuels on the NSR. (2) However, the IMO's prohibition of heavy fuel oil (HFO) in Arctic waters creates a 12-15% cost advantage for vessels using HFO on the SCR compared to those using clean fuels on the NSR. (3) In unilateral carbon tax scenarios, the NSR consistently remains less economically viable than the SCR using HFO, primarily due to mandatory clean fuel requirements in Arctic waters. (4) The environmental benefits of LNG propulsion demonstrate considerable technological sensitivity, with life-cycle emission reduction efficiency heavily dependent on engine selection and methane slip mitigation. Our analysis indicates that current Arctic environmental regulations lack policy coordination. To simultaneously achieve ecological protection and economic viability, we recommend implementing a dynamic carbon tax threshold mechanism linked to clean fuel technology standards.

Unmanned surface vehicles (USVs) offer significant value through their capability to undertake hazardous and time-consuming missions across water surfaces. Recently, as the application of USVs has been extended to nearshore waterways, object tracking is vital to the safe navigation of USVs in offshore scenes. However, existing tracking systems for USVs are mainly based on cameras or LiDAR sensors, which suffer from drawbacks such as lack of depth perception or high deployment costs. In contrast, millimeter-wave (MMW) radar offers advantages in terms of low cost and robustness in all weather and lighting conditions. In this work, to construct a robust and low-cost tracking system for USVs in complex offshore scenes, we propose a novel MMW radar-based object tracking method (ROTracker). The proposed ROTracker combines the physical properties of MMW radar with traditional tracking systems. Specifically, we introduce the radar DOPPLER velocity and a designed motion discriminator to improve the robustness of the tracking system toward low-speed targets. Moreover, we conducted real-world experiments to validate the efficacy of the proposed ROTracker. Compared to other baseline methods, ROTracker achieves excellent multiple object tracking accuracy in terms of 91.9% in our collected dataset. The experimental results demonstrated that the proposed ROTracker has significant application potential in both accuracy and efficiency for USVs, addressing the challenges posed by complex nearshore environments.

Attacks by Somali pirates cost $ 6.5 million per year to the Malagasy economy.

Attacks by Somali pirates cost $ 6.5 million per year to the Malagasy economy.

Collapsible container could slash shipping costs.

Total cost of Somali piracy menace hits $12bn.

Shipowners face huge costs from stowaways, warns UK P&I Club.

MAERSK Tanker Tests Wind Power to Cut Soaring Fuel Costs.

Ship Operating Costs Decline for Sixth Successive Year.

BIMCO: Container Shipping May Face Bankruptcies if It Fails to Recover Extra Fuel Costs.

Solomon Island oil spill clean-up could cost $50m, experts say.

CEO: Cyber Attack to Cost Maersk Up to USD 300 Mn.

ICS: Coronavirus Costing Shipping Industry USD 350 Mln a Week.

Coast Guard faces growing costs for protecting TRUMP's Mar-a-Lago.

Unmanned 'ghost' ships are coming - but they could cost the cargo industry dearly.