Dry Bulk Cargo Research Articles

Estimating ship emissions based on AIS data for port of Tianjin, China

A detailed exhaust emission inventory of ships by using Automatic Identification System (AIS) data was developed for Tianjin Port, one of the top 10 world container ports and the largest port in North China. It was found that in 2014, ship emissions are 2.93 × 104, 4.13 × 104, 4.03 × 103, 3.72 × 103, 1.72 × 103 and 3.57 × 103 tonnes of SO2, NOx, PM10, PM2.5, NMVOC and CO respectively, which are equivalent to 11.07%, 9.40%, 2.43%, 3.10%, 0.43% and 0.16% respectively of the non-ship anthropogenic totals in Tianjin. The total CO2 emissions is approximately 1.97 × 106 tonnes. The container ships and dry bulk cargo ships contributed about 70% of the total ship emissions of NOx, SO2 and PM10. Pollutants were mainly emitted during cruise and hotelling modes, and the highest intensities of emissions located in the vicinity of fairways, berth and anchorage areas in Tianjin Port. Distinctive difference between the lowest (February) and the highest (September) monthly emissions is due to the adjustment of freight volume during the Chinese New Year and the months before and after it.

Dry bulk cargo shipping — An overlooked threat to the marine environment?

Approximately 9.5billiontonnes of goods is transported over the world oceans annually with dry bulk representing the largest cargo group. This paper aims to analyse whether the transport and associated inputs of dry bulks into the sea create a risk for the marine environment. For this purpose, we analyse the international regulatory background concerning environmental protection (MARPOL), estimate quantities and identify inputs of such cargoes into the oceans (accidental and operational), and use available information for hazard assessment. Annually, more than 2.15milliontonnes of dry bulk cargoes are likely to enter the oceans, of which 100,000tonnes are potentially harmful to the marine environment according to the definition included in draft maritime regulation. The assessment of the threat to the marine environment is hampered by a lack of available information on chemical composition, bioavailability and toxicity. Perspectives for amendments of the unsatisfying pollution prevention regulations are discussed.

Are Marine Accident Really Accident? Fallacy of Random Marine Accidents in Dry Cargo Fleet

The aim of this paper is to investigate the relation between marine casualty and dry bulk cargo freight rate according to the existence of spurious accident phenomenon in the dry cargo vessel accidents. According to the conventional expectation, the volume of marine accidents is a random process since it is accidently occurred and not a man-made outcome. Under this circumstance, it is expected that the volume of marine accidents should be statistically uncorrelated with the freight market rates and positively correlated with the fleet size. However, the existence statistics on dry cargo marine accidents indicate high level of negative correlation with freight markets (-0.95 for no. of vessels and -0.79 for the volume of accidents in dwt) and also high level of negative correlation with the fleet size (-0.81 for the volume of accidents in dwt). The asymmetric interaction between the widely accepted facts and the statistical foundations is the main concern of this paper which is named the “Fallacy of Random Marine Accidents (FRMA)”. The possible reasons of the FRMA phenomenon are considered to be based on the man-made marine accidents because of the financial collapse or as the well known term the credit default risk.

A game theory analysis of port specialization—implications to the Chinese port industry

The fast growth of the Chinese economy and its international seaborne trade has escalated the demand for high-quality and efficient port services. “Decentralization” of the port management regime has given local government greater freedom in port development and operational decision-making. However, major port capacity expansion in coastal areas, coupled with the slowing down of both the economy and trade growth over recent years, has led to overcapacity and excessive competition. Although both port specialization and government regulations are called for to address these issues, few studies have investigated the formation mechanism and economic implications of port specialization. This paper uses alternative duopoly games, namely a Stackelberg game and a simultaneous game, to model port competition, where ports provide differentiated services in the sectors of containerized cargo and dry-bulk cargo. Our analytical results reveal that inter-port competition can lead to port specialization in the following three ways. A port can specialize in a type of cargo (1) for which there is relatively high demand, (2) where it has established capacity first, or (3) for services which require prohibitively high capacity costs. Also, it is seen that overcapacity is likely if strategic port decisions are made simultaneously instead of sequentially. These results suggest that if there is a clear market leader, policy intervention may not be necessary. However, if no port has clear market power, then government coordination and intervention may be needed in order to prevent overcapacity and to encourage specialization.

Research on Integrated Scheduling Model for Handling Operation System of Dry Bulk Cargo Port

Research on Integrated Scheduling Model for Handling Operation System of Dry Bulk Cargo Port

Measuring the Performance of Dry Bulk Cargo Loading and Unloading Operation: Latakia Case Study

Aimed at detection and prioritization of causes of delay in dry bulk cargo loading/unloading operation at the relevant terminal of Latakia port of Syria, the present research has been conducted by use of PROMETHEE method in three stages. In the first stage, the number of lags and halts in loading/unloading operation (hereinafter referred to as L/U operation) and the involving causes during a specific period were studied. As well, brain storming cessions attended by experts from the mentioned terminal were held during which seventeen numbers of causes of delay were detected. Then, based on the criteria of determination of causes occurrence probability (occurrence frequency), the extent of causes impact on process after occurrence (severity) and probability of detection of causes before having impact on the process (detection), the causes were scored in form of a scale ranging from 1 to 10. In the second stage, using AHP method, the mentioned criteria were weighted. The criterion of occurrence probability was the most weighted (0.43) and the criterion of detection probability was the least weighted (0.26). Based on the obtained scores by each one of the causes, the matrix of decision making was formed and the mentioned causes were ranked by use of PROMETHEE method.

Optimization Research of Refueled Scheme Based on Fuel Price Prediction of the Voyage Charter

Fuel cost is the key element of ship owners to control operating costs in the business of voyage charter. While fuel price changes frequently over time and also ocean shipping transport cycle is long, and therefore how to develop the most economical refueling scheme among the ports of call becomes one of the significant issues that the ship owners concerning. This study addresses the refueling scheme optimization problem for voyage charter operators from the perspective of the ship owner. First, an ARMA-based model was proposed to forecast a time serials of the fuel prices. Then, to maximize the shipping operation profit, the non-linear programming model is formulated to solve the optimal refueling scheme where to refuel and how much to refuel. Finally, a case study on a Pacific Ocean-circle route under multi-charter voyage contracts is conducted for a dry bulk cargo ship. The results indicate that the optimal fuel supply program compared with conventional refueling cost saves 263,400 USD, accounting for 14.3% of the total operating profit.

A Strategic Diagnostic Tool Applied to Iberian Seaports: An Evolutionary Perspective

The highly competitive and rapidly changing environment faced by businesses has greatly increased the need for strategic planning. The importance of formulating strategies to reach competitive advantages with implications in the performance is becoming increasingly evident in the seaport context. Thus, it is relevant and appropriate to apply strategic positioning tools to seaports given the role of competitive strategies in the growth and development of this industry. This research aims to analyse the strategic positioning of the leading Iberian Peninsula seaports (Portuguese and Spanish seaports) using the Boston Consulting Group (BCG) matrix as a strategic tool in an evolutionary perspective. The portfolio analysis developed subsequently focuses on the annual data of eight seaports in a selected period of 18 years (1992–2009) and on five categories of traffic: liquid bulk (LB), dry bulk (DB), containers (CO), ro-ro (roll-on/roll-off) and conventional cargo (CC). This research allows us to compare and analyse different levels of performance and identify which of the seaports have improved their strategic positioning during the considered period. The findings reveal a better positioning of Spanish seaports in relation to total traffic and that most of the seaports in the BCG matrix had changed from the first to the third period. The seaport of Valencia is the only one that has maintained its Star Performer position in all the 18 years analysed. Furthermore, considering container traffic, the results evidence the seaports of Algeciras, Valencia and Barcelona as having attained a remarkable position of leadership.

Causality Analysis of Dry Bulk Cargo Freight and BRIC Economic Growth

Causality Analysis of Dry Bulk Cargo Freight and BRIC Economic Growth

The proposed international regulations in the dry bulk cargo markets

COMPETITION IN THE BULK MARKETS, MARKET SHARE FOR DEVELOPING COUNTRIES, IMPORTS ON FOB TERMS WITH BUYER ARRANGING TRANSPORT

Update on Self-Unloading Dry Bulk Vessels

This paper deals with the high-capacity gravity-type self-discharging vessel which has become the dominant means for handling dry bulk cargoes on the Great Lakes of North America. Other forms of self-unloading vessels, such as the geared bulker with its deck-mounted grabs and the specialized carriers for products such as bulk cement, are not discussed since they are capable of only low discharge rates. The purpose of this paper is to provide the reader with an update in the design of the self-unloader since 1969. The period between 1969 and 1976 has seen many changes in the unloading equipment aboard these vessels, and the self-unloading fleet has grown to become the common means of transporting bulk on the Lakes. In addition, these vessels are growing in their importance in the St. Lawrence traffic, as well as in some deep-sea trade route areas.

ARGE SHALLOW DRAFT BULK CARRIER TECHNOLOGY ASSESSMENT

This report is a summary of the findings of an investigation into the technical feasibility and economic justification of the operation of large restricted draft bulk carriers conducted under contract of the U.S. Maritime Administration Office of Maritime Technology (1). The Large Shallow Draft Bulk Carrier Technology Assessment Study is one element in the over-all program of examining U.S. bulk shipping needs for the future and of ascertaining its impact on the economy and social well-being of the United States. By 1985 the U.S. bulk shipping will exceed 2.5 Long Tons per day. If present trends in bulk shipping continue, it is anticipated that the majority of the world-wide dry and liquid bulk cargoes will be moved by 150,000 dwt to 250,000 dwt bulk carriers, none of which can presently enter a U.S. port fully loaded. To continue with the present use of small to medium (20,000 dwt - 70,000 dwt) bulk carriers, would not only increase the cost of raw materials but also would cause port congestion. More than 300 ships per day of present size will be required to handle the flow of bulk commodities anticipated; far more than present port facility capability.

The impact of the Merchant Marine Act of 1970 on subsidized US ship construction

The United States Congress reasserted the desire for continued financial support to domestic merchant-ship construction when in 1970 it amended the Merchant Marine Act of 1936 [1]. With regard to the shipbuilding industry, the most significant changes contained in the Merchant Marine Act of 1970 [2] are those designed to reduce the construction differential subsidy and to increase the variety of vessels that might be subsidized. Sections 501(a), 502(a), and 502(b) of the 1936 Act were amended to facilitate the reduction in subsidies; Section 905(a) was modified to encourage the subsidized construction of liquid and dry bulk cargo vessels. After a cursory review of the 1970 amendments to the 1936 Act, this paper is directed to ascertaining the results, in general, of the changes and whether they have generated increased domestic shipyard productivity and lower subsidy rates.