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... includes projected fuel burn and therefore CO 2 emissions from international aviation for the period of 2005 to 2050 in a baseline scenario as well as a high and a low demand scenario. The impact of technological and operational improvements is given for the baseline scenario ( Figure 2). According to this assessment, the improvements have a potential to reduce CO 2 emissions by 33 % in 2050 compared to the baseline. ...
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Thick-walled cylindrical parts with external grooves are common components in the automobile and aviation fields. Such components can be produced by pressing the outer surface of a spinning thick-walled aluminum alloy tube by the dieless radial spinning process. The forming characteristics in the spinning process and the effects of various process...
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... While doing so, ships contribute to 3% of the world's anthropogenic greenhouse gas (GHG) emissions, emitting 1,076 million tonnes (Mt) of GHGs (in carbon dioxide equivalent [CO 2 e]) in 2018 (Faber et al., 2020). Without stringent strategies and policies, CO 2 emissions from the shipping industry are expected to increase by up to 130% of 2008 levels, and could constitute 17% of global CO 2 emissions by 2050 due to increased freight demand and decarbonization efforts in other sectors (Cames et al., 2015;Faber et al., 2020;Smith et al., 2015). The International Maritime Organization (IMO), a United Nations specialized agency and the global shipping regulator, adopted a revised Strategy to address lifecycle GHG emissions from the international shipping sector in July 2023 (IMO, 2023). ...
... One plausible explanation for the increase in respondents' 2030 estimates from 2018 could be the anticipated growth in future freight demand (Cames et al., 2015;Faber et al., 2020), coupled with the lack of stringency in the IMO 2030 carbon intensity target, impeding efforts toward absolute GHG emissions reductions. Past studies have shown that carbon intensity levels can be manipulated in various ways to meet targets (Kim et al., 2023;. ...
International shipping conveys over 80% of global trade by volume and emits an estimated 3% of the world's greenhouse gases (GHGs). There are many potential pathways and barriers to decarbonizing the diverse and fragmented international shipping sector, with numerous uncertainties. Here, we employ expert elicitation, gathering perspectives from 149 world‐leading experts in maritime shipping and decarbonization, to characterize uncertainties in shipping decarbonization pathways. These experts predict a 30%–40% (25th–75th percentile range) carbon intensity reduction by 2030 compared to 2008, meeting the International Maritime Organization's (IMO) target. By 2050, they anticipate an approximate 40%–75% cut in GHG emissions, falling short of the IMO's 2050 net‐zero GHG goal. Responding experts see decarbonization occurring through three types of measures: operational, technological, and alternative energy sources. In the short‐term, decarbonization is predicted to be dominated by operational measures, while in the long‐term, it will be dominated by alternative energy, although there is no consensus on which fuels will dominate. Technological upgrades are expected to play crucial supporting roles. The experts believe that differences in business models and governance may lead to different decarbonization pathways by ship segment. The experts' qualitative responses highlight: alternative energy systems, ship fleet turnover, spillover effects from other sectors, reducing industry pessimism, and the supply chain as critical leverage points that can propel shipping toward sustainable decarbonization pathways. Navigating this transition demands support from key levers identified in this study: politics and policy, maritime governance, and contractual architecture.
... Furthermore, significant oil spills in marine environments are often the result of accidents involving vessels transporting fossil fuels. Out of the 300 million tons of crude oil transported globally each year, approximately 2 million tons are released into the ocean, i.e., CF t Trade t > 0 (see Cames et al., 2015;Gil-Agudelo et al., 2015;Coskuner et al., 2020). Numerous studies have also established a link between institutional factors and environmental quality. ...
... Inflation, trade, and institutional quality only exhibit statistically significant short-term effects on carbon footprint in Nigeria. Our findings therefore lend credence to claims by previous studies, albeit only in the short term, that inflation and trade raise environmental pollution and that institutional quality lowers it (see Duca-Radu et al., 2021;Grolleau & Weber, 2024;Cames et al., 2015;Gil-Agudelo et al., 2015;Azam et al., 2021;Barbier, 2015;Bernauer et al., 2012). ...
Environmental degradation remains challenging for resource-rich nations, where the interplay between economic activities, institutional factors, and security measures influences ecological outcomes. Military spending, a necessary component of national security, has been theorized to mitigate or exacerbate environmental harm. However, empirical evidence for a resource-rich country heavily plagued by resource-related conflicts, such as Nigeria, remains limited. This study addresses this gap by examining the relationship between military spending and environmental degradation in Nigeria between 1990 and 2021. The study incorporates key economic and institutional variables such as growth, inflation, energy consumption, urbanization, trade openness, and institutional quality. Using the Fourier ARDL approach, the findings reveal that military spending raises Nigeria’s short- and long-term carbon footprint. A 1% increase in military expenditure results in a 0.046% rise in carbon footprint in the short run and a 0.062% rise in the long run, both statistically significant at the 1% level. These results confirm the treadmill of destruction theory, which links military activities to environmental damage. The study also uncovers evidence of Nigeria’s U-shaped environmental Brundtland curve and critical insights into the environmental impacts of military expenditure and guidance for balancing national security priorities with sustainable development goals.
... In 2008, the maritime sector emitted over 1.1 billion tones of CO 2 accounting for 3.5 % of the global emissions that year [1]. If the sector decides to postpone further efforts to combat climate change, its CO 2 share may rise to 17 % by the year 2050 [2], [3]. However, following the 2023 GHG strategy of the International Maritime Organization (IMO), emission levels of international shipping are aimed to be cut by at least 70 % in 2040, reaching net-zero around 2050 [4]. ...
... However, following the 2023 GHG strategy of the International Maritime Organization (IMO), emission levels of international shipping are aimed to be cut by at least 70 % in 2040, reaching net-zero around 2050 [4]. Pursuing this goal presents a massive challenge for the maritime sector, requiring both improvements in vessel efficiency and a transition from fossil fuels to renewable alternatives [3], [5]. ...
Targeting a climate-neutral maritime sector drives the adoption of the All-Electric Ship (AES). While AESs can utilize both ac and dc Shipboard Power Systems (SPS), a dc system offers advantages in efficiency, power density, and source synchronization. However, the enhanced network complexity of dc grids combined with the high penetration of power electronic devices and harsh environmental conditions can compromise the system's reliability. Therefore, this paper provides an overview of the reliability aspect of dc-SPSs, addressing the power system design, adequacy assessment, and reliability improvement. First, the performance trade-offs associated with the SPS design are examined, revealing how changes in the power system topology and dc bus structure impact the vessel's reliability along with other performance parameters. Second, a hierarchical reliability model framework is proposed for the adequacy assessment of dc-SPSs, considering the reliability from the component level up to the system level. To determine the system-level reliability, multiple probabilistic methods, including simulation and analytical models, are compared using a propulsion subsystem example. Finally, an overview of the reliability improvement strategies is provided, addressing methods at the system, device, and component level. These three topics combined aim to provide guidance in the design of future reliable dc shipboard power systems.
... 3 In addition, Cames et al. stated that greenhouse gas (GHG) emissions will increase by 17% by 2050 and that sufficient measures are still not taken in maritime transportation. 4 According to the Fourth IMO GHG study in 2020, 79% of consumed fuel in 2018 was heavy fuel oil (HFO). 3 Consequently, IMO adopted stricter regulations to limit CO 2 emissions. ...
The environmental and economic performance of a post‐combustion solvent‐based carbon capture system (CCS) combined with a selective catalytic reduction (SCR) system is investigated on a 48,600 kW engine container ship to meet the International Maritime Organization's emission reduction strategies through 2050. The proposed system uses aqueous ammonia to mitigate the produced CO2 and NOX emissions onboard a ship. Moreover, the combined system is investigated through a voyage‐based case study using an engine room simulator, assuming that CCS and SCR are implemented on the reference ship. During the case study, the referenced container ship sailed from Rotterdam to New York, and the estimations were made by using Netpas Distance 4.0 software program. Results indicate that a total of 3,606.04 ton‐CO2 and 92.40 ton‐NOX are produced, while 3,345.43 ton‐CO2 and 40.67 ton‐NOX are captured during the voyage. Furthermore, an economic analysis is carried out after the case study. Findings of the economic analysis are: CAPEX of CCS is 2.19 MM, while OPEX of CCS and SCR are 103,681, respectively. In addition, it was calculated that implementing CCS could avoid the CO2 tax cost of 113,590. © 2024 Society of Chemical Industry and John Wiley & Sons, Ltd.
... In particular, camelina has been identified, together with other Brassicaceae species, like pennycress (Thlaspi arvense L.) and carinata (Brassica carinata L.) as a feasible option for sourcing a low indirect Land Use Change feedstock for sustainable aviation fuel (Taheripour et al., 2022). The global aviation sector currently almost entirely relies on fossil fuels and accounts for approximately 2% of global anthropogenic greenhouse gas (GHG) emissions (Cames et al., 2015). As the aviation industry pledges to halve emissions by 2050 relative to 2005 levels (ICAO, 2016) and renewable jet fuel produced from biomass is recognized as the most technically feasible means to reducing the GHG intensity of jet fuel (de Jong et al., 2018), interest in camelina as an industrial feedstock crop should further increase. ...
Camelina [Camelina sativa (L.) Crantz] is a Brassicaceae oilseed that is gaining interest worldwide as low‐maintenance crop for diverse biobased applications. One of the most important factors determining its productivity is climate. We conducted a bioclimate analysis in order to analyze the relationship between climatic factors and the productivity of spring‐type camelina seeded in the spring, and to identify regions of the world with potential for camelina in this scenario. Using the modelling tool CLIMEX, a bioclimatic model was developed for spring‐seeded spring‐type camelina to match distribution, reported seed yields and phenology records in North America. Distribution, yield, and phenology data from outside of North America were used as independent datasets for model validation and demonstrated that model projections agreed with published distribution records, reported spring‐seeded camelina yields, and closely predicted crop phenology in Europe, South America, and Asia. Sensitivity analysis, used to quantify the response of camelina to changes in precipitation and temperature, indicated that crop performance was more sensitive to moisture than temperature index parameters, suggesting that the yield potential of spring‐seeded camelina may be more strongly impacted by water‐limited conditions than by high temperatures. Incremental climate scenarios also revealed that spring‐seeded camelina production will exhibit yield shifts at the continental scale as temperature and precipitation deviate from current conditions. Yield data were compared with indices of climatic suitability to provide estimates of potential worldwide camelina productivity. This information was used to identify new areas where spring‐seeded camelina could be grown and areas that may permit expanded production, including eastern Europe, China, eastern Russia, Australia and New Zealand. Our model is the first to have taken a systematic approach to determine suitable regions for potential worldwide production of spring‐seeded camelina.
... In alternative de-carbonization pathways was technological efficiency with different strategies mode, energy system, financial cost and future sustainability of macro-economic implication (Dong & Zhang, 2023;Knopf et al., 2013;Williams et al., 2012;Christopher Yang, McCollum, McCarthy, & Leighty, 2009). Shipping's mission up to 17 % rose if eco-environmental measure not taken (Alamoush, Ölçer, & Ballini, 2022;Bouman, Lindstad, Rialland, & Strømman, 2017;Cames, Graichen, Siemons, & Cook, 2015). An important milestone achieve by adoption of eco-friendly GHG emission, policy of 50% reduction in CO₂ emission till 2050 announced at 72nd Marine environment protection committee meeting help in April 2018, which was the extension pathway of Paris agreement CO₂ emission reduction (Psaraftis & Kontovas, 2020a, 2020b. ...
Eco-efficiency is a biggest universal challenge and one-fourth CO₂ emission produce by World Transport sector. The main objective to examines the effect of External finance and Transport Power Diversity on Eco-efficiency and identify best finance and transport eco-power source. This study used two ways of data analysis; first, past and future trend analysis, and second, Regression, GMM and Robust measurement; first, External finance Trend of four countries, Japan has least dependent country, china only face dependency in FDI, while Pakistan major dependency on Remittances and ODA-Foreign-Aid. Fuel Consumption Trend; Japan Eco-efficiency policy is better than other three countries. Second; Regression and GMM results indicates external finance i.e. FDI, Remittances, ODA and Transport Power Source i.e. Oil and Electric 1% high significant impact on eco-efficiency, SDGs, GDP highly significant inverse, health negative and Per-Capita GDP, Government Consumption positive relationships exist with Eco-efficiency and robust test validate the results. Study suggested external finance modern finance source for technology enhancement and economy. Transport Cargo-system need to be design according eco-friendly.
... So much so that up to 80% of the world's goods are transported through shipping (OECD 2019). These living standards have a heavy price as shipping mainly relies on fossil fuels for propulsion (Martin Cames and Cook 2015). Shipping is heavily judged for contributing to human-generated Greenhouse gasses (GHG) and is held accountable for 2.7% of GHG emissions. ...
... Shipping is heavily judged for contributing to human-generated Greenhouse gasses (GHG) and is held accountable for 2.7% of GHG emissions. Without averting actions, the number is projected to reach 17% by 2050 (Martin Cames and Cook 2015;Adland, Cariou, and Wolff 2019). The cases for radical change are overwhelming and something must change (Mazzucato 2021, 23). ...
... In addition, a significant increase in flight passenger miles around the world is estimated to grow by 4-5 percent between 2019 and 2038 [8]. This implies that commercial aviation will have a much greater climate impact in the future than now, unless more sustainable and efficient greenhouse gas (GHG) emission solutions are developed [9]. ...
Middle East aviation industry comprises 4.5 percent of the global aviation market, thanks to its strategic location between all continents of the world and its position as a hub connecting the European and Asia-Pacific markets. The UAE is the biggest aviation market in the Middle East, with a 45 percent share of the region’s aviation sector. This study evaluates the effectiveness of sustainable aviation by analysing the sustainability measures and strategies of two carriers: Emirates Airline and Etihad Airways. Thematic analysis of sustainability reports of the two carriers identified the environmental impacts of their operations and their measures and strategies to reduce greenhouse gas emissions in compliance with ICAO and IATA policies and targets within the pillars of sustainability: economic, social, and environmental. The study concludes that, despite the strategies and measures reported, the chances that both airlines would achieve 2050 net zero emissions target remains slim.
... Ship tracks, and shipping emissions from individual ships, have been studied since the 1960s Eyring et al., 2005). Shipping is expected to contribute to 17 % of global CO 2 emissions by 2050 (Cames et al., 2015). The impact of shipping pollution on marine clouds and precipitation has been explored in recent decades (Petzold et al., 2008;Rosenfeld et al., 2008;Stevens and Feingold, 2009;Coggon et al., 2012;Juwono et al., 2013;Russell et al., 2013;Gryspeerdt et al., 2019;Toll et al., 2019;Manshausen et al., 2022). ...
Cumulus clouds are common over maritime regions. They are important regulators of the global radiative energy budget and global hydrologic cycle, as well as a key contributor to the uncertainty in anthropogenic climate change projections due to uncertainty in aerosol–cloud interactions. These interactions are regionally specific owing to their strong influences on aerosol sources and meteorology. Here, our analysis focuses on the statistical properties of marine boundary layer (MBL) aerosol chemistry and the relationships of MBL aerosol to cumulus cloud properties just above cloud base as sampled in 2019 during the NASA Cloud, Aerosol and Monsoon Processes Philippines Experiment (CAMP2Ex). The aerosol and clouds were sampled by instruments on the NASA P-3 aircraft over three distinct maritime regions around the Philippines: the West Pacific, the South China Sea, and the Sulu Sea.
Our analysis shows three primary sources influenced the aerosol chemical composition: clean marine (ocean source), industrial (Southeast Asia, Manila, and cargo and tanker ship emissions), and biomass burning (Borneo and Indonesia). The clean marine aerosol chemical composition had low values of all sampled chemical signatures, specifically median values of 2.2 µg m-3 of organics (ORG), 2.3 µg m-3 of SO4, 0.3 µg m-3 of NO3, 1.4 µg m-3 of NH4, 0.04 µg m-3 of Cl, and 0.0074 µg m-3 of refractory black carbon (BC). Chemical signatures of the other two aerosol source regions were industrial, with elevated SO4 having a median value of 6.1 µg m-3, and biomass burning, with elevated median concentrations of ORG 21.2 µg m-3 and BC 0.1351 µg m-3. Based on chemical signatures, the industrial component was primarily from ship emissions, which were sampled within 60 km of ships and within projected ship plumes. Normalized cloud droplet size distributions in clouds sampled near the MBL passes of the P-3 showed that clouds impacted by industrial and biomass burning contained higher concentrations of cloud droplets, by as much as 1.5 orders of magnitude for diameters < 13 µm compared to clean marine clouds, while at size ranges between 13.0–34.5 µm the median concentrations of cloud droplets in all aerosol categories were nearly an order of magnitude less than the clean marine category. In the droplet size bins centered at diameters > 34.5 µm concentrations were equal to, or slightly exceeded, the concentrations of the clean marine clouds. These analyses show that anthropogenic aerosols generated from industrial and biomass burning sources significantly influenced cloud base microphysical structure in the Philippine region enhancing the small droplet concentration and reducing the concentration of mid-sized droplets.
... Another major trend in the maritime domain is the decarbonization of the industry. Shipping is one of the main greenhouse gas (GHG) emitters [10], ergo IMO has adopted a strategy for the reduction of GHG emissions [42]. The strategy foresees technological, operational and market-based measures in order to reduce shipping's GHG emissions by 50% compared to 2008 levels. ...
This paper provides a thorough literature review of maritime cyber-risks and the maritime cyber-security policy framework, focusing on the concept of seaworthiness. Policy instruments in force, do not focus on cyber-threats, and the industry addresses relevant challenges, with recommendations and expertise from third parties. Moreover, increased digitization of operations, as well as the advent of marine autonomous surface ships (MASS), imply higher relevant risks and require new mitigation strategies. This work demonstrates that the prevailing definitions of seaworthiness do not suffice in the contemporary context of operations characterized by a high degree of automation. In this regard, the term cyber-seaworthiness is newly introduced and defined with the aim of addressing the identified gaps. This novel approach shall enhance certainty levels to the industry and serve as a basis for future research, legal argumentation, as well as policy making.
