Vedi:
Freight by Water promotes the movement of UK domestic freight and near-continental import/export by short-sea, coastal and inland waterborne transport. Established in 2003, it is recognised by Government as the UK's official Shortsea Promotion Centre.
It is a membership organisation that collectively represents ship, barge and port operators, shippers and various other maritime-related organisations and consultants. As a not-for-profit body, it receives funding from the Department for Transport which recognises its aim to strengthen both UK and European freight transport policy.
(in precedenza denominato "Sea and Water").
ISTIEE,
Istituto per lo Studio dei Trasporti nell’Integrazione
Economica Europea (Trieste)
CIRT,
Centro Interuniversitario di Ricerca Trasporti (Università di Genova)
CTE
Center for Transportation and the Environment (NCSU, North Carolina State University, USA)
Institut für Verkehrswesen, Universität Karlsruhe (TH) (D)
INRETS, Institut National de Recherche
sur les Transports et leur Sécurité
ISL,
Institute of Shipping Economics and Logistics - Institut für Seeverkehrswirtschaft und Logistik (Bremen, D)
Logistica economica, Università di Napoli (a cura di Ennio Forte) : logistica, portualità, autostrade del mare
Osservatorio permanente sui traffici di
cabotaggio marittimo a corto raggio nel Mediterraneo, portale sul Short Sea Shipping, ora inserito nel portale
TRAIL, il portale della mobilità e dei trasporti in Liguria.
EMAR – Séminaire
Maritime INRETS. I seminari dell'INRETS e dell'ISEMAR (Institut
Supérieur d’Economie Maritime) affrontano i temi del trasporto intermodale, del
rapporto tra ferrovie e porti e del Short Sea Shipping (documenti riassuntivi,
presentazioni e documenti di sintesi in lingua francese)
EcoPorts Foundation (EPF).
The EcoPorts Foundation is a network of Ports and Port related stakeholders sharing environmental
experience. A non profit organization, the Foundation was established in 1999 by European ports
for the benefit of ports and port communities.
Rete Autostrade Mediterranee S.p.A
è la Società creata nel 2004 dall’Agenzia nazionale per l’attrazione degli investimenti e lo sviluppo di impresa Spa già Sviluppo Italia, a seguito di una convenzione con il Ministero dei Trasporti e delle Infrastrutture già Ministero dei Trasporti, per promuovere l’attuazione del Programma Nazionale delle Autostrade del Mare, che fa capo al più vasto Progetto europeo Autostrade del Mare, inserito nel Piano Generale delle Reti Transeuropee TEN-T. L’obiettivo è di promuovere lo sviluppo delle reti di trasporto marittime, garantendo un accesso privilegiato ai Paesi che si affacciano sul Mediterraneo.
Short Sea Shipping (Ufficio di promozione - Italia).
Informazioni su porti e linee, documenti e statistiche.
EMISSIONI INQUINANTI DELLE NAVI, EMISSIONI DI GAS CLIMALTERANTI (CO2)
David McCollum, Gregory Gould, David Greene,
Greenhouse Gas Emissions from Aviation and Marine Transportation: Mitigation Potential and Challenges.
Pew Center on Global Climate Change, Arlington, VA, December 2009, 56 p. [formato PDF, 2,11 MB].
"This paper provides an overview of greenhouse gas (GHG) emissions from aviation and marine transportation
and the various mitigation options to reduce these emissions. Reducing global emissions by 50 to 80 percent
below 1990 levels by 2050—reductions scientific studies suggest are necessary to stabilize the climate and
avoid the most destructive impacts of climate change (IPCC 2007)—will require lowering GHG emissions across
all sectors of the economy. Aviation and marine transportation combined are responsible for approximately 5
percent of total GHG emissions in the United States and 3 percent globally1 and are among the fastest growing
modes in the transportation sector. Controlling the growth in aviation and marine transportation GHG emissions
will be an important part of reducing emissions from the transportation sector. The Intergovernmental Panel on
Climate Change (IPCC) reports that global demand for aviation increased by 5.9 percent and demand for marine
transportation by 5.1 percent, during 2005 alone (IPCC 2007). Business-as-usual (BAU) projections for CO2
emissions from global aviation are estimated at 3.1 percent per year over the next 40 years, resulting in a 300
percent increase in emissions by 2050 (IEA 2008b). The projected growth rate of global marine transportation
emissions is more uncertain. BAU growth projections by the IEA (2008b) and IMO (2008) are between 1 and 2
percent per year. By 2050, international marine transportation emissions are estimated to increase by at least 50
percent over 2007 levels.
In summary, the potential for mitigating GHG emissions from aircraft and marine vessels is considerable—
reductions of more than 50 percent below BAU levels by 2050 from global aviation and more than 60 percent
for global marine shipping are possible. For these reductions to be realized, however, international and domestic
policy intervention is required. Developing an effective path forward that facilitates the adoption of meaningful
policies remains both a challenge and an opportunity."
Jacob Balzani, Balint Alfoldy, Friedrich Lagler, Annette Borowiak, Jens Hjorth (Joint Research Centre), Johan Mellquist, Fred Prata, Daan Swart, Jan Duyzer,
Jukka-Pekka Jalkanen, Monica Posada,
A Comparison of Remote Measurements of Ship Emissions. Conference "Monitoring Ambient Air 2009 : Air Quality - The Major Challenges", London, 9-10 December 2009,
34 slides [formato PDF, 1,62 MB].
"Ships are a major emitter of air pollutants such as sulphur dioxide (SO2) and nitrogen oxides (NOx). It
has been estimated that in the absence of further policies, emissions of SO2 and NOx in EU sea areas
will be as large as all emissions from land-based sources. Internationally, under the auspices of the
International Maritime Organization (IMO), Annex VI of the Marine Pollution Convention (MARPOL)
regulates the maximum permitted levels of sulphur in marine fuels. Currently, the Annex specifies that
in the North Sea and Baltic Sea Sulphur Emission Control Areas (SECAs) no fuel can be burned if its
sulphur content exceeds 1.5% by mass. Outside of SECAs, the limit is 4.5%. These provisions are
mirrored in EU Community law in the form of Directive 1999/32/EC on the sulphur content of certain
liquid fuels. In addition, the directive stipulates that ships at berth in EU ports must burn fuels with less
than 0.1% sulphur from 1 January 2010.
It has been widely reported that significant numbers of fuel samples of fuels intended for use in the
SECAs have sulphur levels in excess of the permitted level of 1.5%. At the current time, the only
means available to check compliance is by way of inspection of the Ship's log book, air pollution
certificates, and bunker delivery notes (and to undertake fuel sulphur analyses).
On behalf of DG Environment the Joint Research Centre (JRC) of the European Commission is
currently carrying out a study (2009 - 2010) to screen potential remote sensing techniques for the
detection of sulphur dioxide in exhaust gas plumes. The aim is to develop an assessment system that
can be employed routinely by regulatory authorities in the Member States as a means of identifying
gross polluting vessels so as to increase the effectiveness of port state controls and improve
compliance with legally binding fuel sulphur limits.
For the purpose of the study a comparison measurement campaign will be carried out in the
Rotterdam area of the Netherlands during autumn 2009. Several European research teams will try to
measure from the shore, or with a ‘flying’ sampling system, the emissions of passing ships. Involved
measurement methods are Differential Optical Absorbtion Spectrometry (DOAS), Light Detection and
Ranging (LIDAR) and classical gaseous air pollutant instrumentation like chemiluminescence (NOx),
UV-fluorescence (SO2) and non-dispersive IR (CO2). The results of the SO2, NOx and CO2
measurements will be used among others to calculate the sulphur content of the fuel used. The
performance and user-friendliness of the measurement methods will be evaluated in order to identify a
method of choice for compliance testing with the EU and IMO regulations. First results of the
measurement campaign will be presented."
Per Kågeson,
Market-based instruments for NOx abatement in the Baltic Sea. (Air Pollution and Climate Series, 24).
Air Pollution & Climate Secretariat (AirClim), the European Environmental Bureau
(EEB) and the European Federation for Transport and Environment (T&E), Göteborg, November 2009, 40 p. [formato PDF, 655 KB].
"Large emissions of nitrogen oxides (NOx) are a cause of major environmental problems
in the Baltic Sea area. Ships account for a large and growing share of these emissions.
However, in 2008 the International Maritime Organization (IMO) decided to
strengthen somewhat the NOx requirements for new ships from 2011. In addition,
the IMO decided that in Emission Control Areas (ECAs) very stringent rules will
apply from 1 January 2016. Ships will have to reduce emissions of NOx by about 80
per cent from the current limit values that took effect in 2000. The States surrounding
the sea are expected to apply to the IMO for a Baltic Sea ECA for NOx.
However, a problem in the context of the new rules is that they will apply to new ships
only, and the turnover of the fleet is slow. The aim of this report is therefore to assess
potential market-based instruments for reducing emissions from existing vessels and
an early introduction of efficient NOx abatement technologies for newly built ships (ahead of 2016).
This paper proposes the introduction of a NOx-differentiated en-route charge. Port
authorities around the Baltic Sea would be mandated to assist a common authority
that collects a mandatory charge reflecting the visiting ship’s NOx emissions during
its latest trip in Baltic Sea waters. The charge would correspond to emissions emitted
from the point of entry into Baltic Sea waters or since departure from another Baltic port.
A rough calculation of the emission reduction potential indicates that application of an
emissions charge, as outlined above, could cut NOx emissions from ships in the Baltic
Sea by 72 per cent in 2015. If it is assumed that only four out of five of ship owners
respond to the incentives in the way foreseen, the actual effect on emissions would be
lowered to 58 per cent. This would correspond to a reduction of about 270,000 tons in
NOx, from a business-as-usual level of approximately 460,000 tons in 2015."
Helge Rørdam Olesen, Morten Winther, Thomas Ellermann, Jesper Christensen, Marlene Plejdrup (Aarhus University),
Ship emissions and air pollution in Denmark. Present situation and future scenarios. (Environmental Project No. 1306, 2009).
National Environmental Research Institute (NERI), Danish Environmental Protection Agency, Roskilde, 2009, 134 p. [formato PDF, 3,79 MB].
"In 2020, shipping in Danish waters is expected to have reduced its emission of SO2 by 91 % in relation to 2007. The reduction is a result of the requirements adopted in the international shipping organisation, IMO. On the other hand, the emission of NOx is expected to rise by 2 %, because the IMO requirements in this area are more than outweighed by the expected growth in shipping traffic. These figures come from a new report that the National Environmental Research Institute (NERI), Aarhus University has prepared for the Ministry of the Environment.
As one of the main parts of the study a new, improved inventory of ship emissions in the
Danish marine waters has been established. Both new (NERI) and old (EMEP, 2008) emission inventories have been applied for model calculations
of air quality in Denmark, thus allowing an assessment of the effect of the revised inventory.
Furthermore, scenario calculations for 2011 and 2020 have been carried out,
in order to evaluate the effect of the IMO regulations. The scenario calculations have been based on expected reductions in ship emissions and an
estimate for land-based emissions in 2020. Finally, the contribution to local air pollution from ships at ports has been
assessed in various ways, based on updates of previous studies."
Inge Vierth, Nicklas Lord, Anna Mellin,
Transporteffekter av IMO:s skärpta emissionskrav – modellberäkningar på uppdrag av Sjöfartsverket.
(Transport effects of IMO's more stringent emission requirements. Model calculations on behalf of the Swedish Maritime Administration). (VTI notat 15-2009).
VTI, Linköping , 2009, 50 p. [formato PDF, 1,39 MB].
"The Swedish Government has commissioned the Swedish Maritime Administration to assess the consequences of the new rules for airborne emissions of sulphur dioxide and nitrogen oxides from maritime transport, adopted by the International Maritime Organization (IMO) in October 2008.
On behalf of the Swedish Maritime Administration, the Swedish National Road and Transport Research Institute (VTI) has shed light on whether the IMO’s more stringent emission requirements in the SOx Emission Control Area (SECA – covering the Baltic Sea, the North Sea, and the English Channel), will lead to transfer of freight transport from maritime to other modes of transport.
Model calculations have been made with the aid of the new national Samgods logistics model Version 2.0 for three of the alternatives examined by the Swedish Maritime Administration.
In Alternative 1, a calculation is made on the effect of a reduction in the maximum sulphur content of marine fuel from the current 1.5 weight per cent to 0.1 weight per cent by 2015 within SECA on transport performance’s extent and distribution for different modes of transport. It is assumed to entail that fuel costs will rise by 12 per cent for ferries, 72 per cent for ro-ro ships, 81 per cent for container ships and 36 per cent for other ships. Everything else is assumed to be the same, e.g. fuel costs for other modes of transport are assumed to be unchanged.
The model calculations indicate that there will be a transfer of maritime transport to land-based modes of transport. It is estimated that there will be a marginal increase of transport performance on land and a reduction of maritime transport performance of around one billion tonne kilometres (compared with the current approximately 40 billion tonne kilometres) within Sweden.
This transfer is expected to take place mainly to road transport in Sweden and to rail transport outside Sweden. The greatest single effect is the transfer from routes via the port of Göteborg to routes via the Öresund Bridge. The transfer to road is expected to take place mainly in southern and central Sweden.
For maritime transport, the results show a transfer from the east coast to the west coast of Sweden. With the assumed costs, it will also be advantageous to avoid SECA, i.e. to use, for example, the port of Narvik instead of ports in northern Norrland. It is also expected that there will be transfers from ports in northern Sweden to ports in central and southern Sweden, which will lead to longer connecting transportation on land.
In Alternative 2 and Alternative 3, it is assumed that the fuel costs for maritime transport will increase by an additional 75 per cent and 150 per cent respectively due to higher crude oil prices within and outside SECA. The model calculations show larger transfers from sea to land. In these alternatives, maritime transport to/from the Mediterranean area is also affected while the effects of Alternative 1 are largely limited to northern Europe.
It is estimated that the sulphur emissions of marine transport will decrease sharply due to the more stringent emission requirements. Shippers are expected to be able to avoid the higher costs for marine fuel to a limited extent by choosing transport solutions that include land transport. However, these solutions may entail unwanted external effects with regard to emissions, road safety etc. It should be possible to carry out a socio-economic analysis with a more detailed analysis with the new logistic model."
[English summary].
Per Kågeson,
Linking CO2 Emissions from International Shipping to the EU Emissions Trading Scheme.
(Texte 24/2009). Umweltbundesamt, Dessau-Roßlau, September 2009, 43 p. [formato PDF, 373 kB].
"The objective of the report is to analyse the feasibility of a cap-and-trade system for CO2 emissions
from international shipping linked to the European Emission Trading Scheme (ETS). The idea presented in the
paper is to tie the permission for a ship to call at a port of a participating country to the vessels participation in a
scheme for emissions trading under a common cap. The ship would be liable for emissions from fuel bunkered
during, say, six months prior to a call at a participating port. With this design, emissions from the return voyages
of ships involved in intercontinental traffic would automatically be covered, and shipowners and operators would
gain nothing by calling at ports just outside the European Union. The geographical scope would thus be global,
albeit limited to ships that call at ports of the European Union (and other participating states).
The fuel consumption, that the surrendered CO2 allowances would have to match, could be declared by using the
existing mandatory bunker delivery notes that all ships above 400 GT need to keep according to Regulation 18 of
MARPOL Annex VI. The report discusses various ways for initial allocation of allowances and concludes that
the least distorting method would be to sell them on auction and recycle all or most of the revenues to the
shipping sector in a way that does not interfere with the objective of the trading scheme.
In the case where Maritime Emissions Trading Scheme (METS) is initially limited to the ports of the European
Union, at least 6 200 million ton less CO2 would be emitted over the 23 years between 2012 and 2035 compared
to a business-as-usual scenario. However, a great part of this would be reductions in land-based sources paid
indirectly by the shipping sector"
Per Kågeson, Christian Bahlke, Arnulf Hader, Andreas Hübscher,
Market Based Instruments for Abatement of Emissions from Shipping. A pilot project for the Baltic Sea.
(Texte 25/2009). Umweltbundesamt,Dessau-Roßlau, September 2009, 121 p. [formato PDF, 1,44 MB].
"Emissions from shipping, especially SOx, NOx, and PM, are perceived increasingly
as a problem for human health and the environment. Efforts by the International
Maritime Organisation to reduce these emissions by international agreements have not resulted
in legislation that takes account of more than a very limited part of the existing technological
potential. These efforts will not even offset the expected increase in emissions due
to traffic growth. This seemed a good reason to start investigating potential marked-based
incentives aimed at motivating action beyond internationally legally required measures.
This project summarises the situation for the Baltic Sea with regard to technical standards
and opportunities to reduce ship emissions, and looks at the expected growth in traffic and
emissions up to 2020. It then provides an analysis of the legal enforceability and feasibility
of market based instruments for the reduction of SOx and NOx emissions in the area.
Based on two scenarios for traffic growth in the Baltic Sea, effect of the implementing different
measures for the reduction of SOx and NOx emissions is calculated and compared
with the reduction of social costs. The calculation shows that under socio-economic
cost/benefit considerations it is reasonable to expect that emissions can be reduced to below
what can be achieved under current rules. However, the additional measures have to start
soon and be substantial in order to at least offset the expected increase in ship emissions.
Finally, a proposal is made on how to begin implementing market based instruments for the
reduction of SOx and NOx emissions in the Baltic Sea."
Richard G. Derwent, David S. Stevenson, Ruth M. Doherty, William J. Collins, Michael G. Sanderson, Colin E. Johnson, Janusz Cofala, Reinhard Mechler, Markus Amann, and Frank J. Dentener,
The Contribution from Shipping Emissions to Air Quality and Acid Deposition in Europe.
Ambio 34 (2005) 54–59 [formato PDF, 2,20 MB].
"A global three-dimensional Lagrangian chemistry-transport model STOCHEM is used to describe the European regional acid deposition and ozone air quality impacts along the Atlantic Ocean seaboard of Europe, from the SO2, NOx, VOCs and CO emissions from international shipping under conditions appropriate to the year 2000.
Model-derived total sulfur deposition from international shipping reaches over 200 mg S m-2 yr-1 over the southwestern approaches to the British Isles and Brittany.
The contribution from international shipping to surface ozone concentrations during the summertime, peaks at about 6 ppb over Ireland, Brittany and Portugal.
Shipping emissions act as an external influence on acid deposition and ozone air quality within Europe and may require control actions in the future if strict deposition and air quality targets are to be met."
Eelco den Boer, Jasper Faber, Dagmar Nelissen,
Proposal for an Environmental Ship Index. Air pollutants and CO2.
Delft, CE, February 2009, 48 p. [formato PDF, 400 kB].
"In a study commissioned by the ports of Le Havre, Antwerp, Rotterdam, Bremen and Hamburg, CE Delft has developed an Environmental Ship Index (ESI) that from 2010 onwards will be used on a voluntary basis to encourage more environmentally benign shipping. The index identifies vessels that perform better in terms of emissions than under current international regulations on the average technology to be applied in new vessels. The index can be used by port authorities, carriers and dispatchers alike.
Indexing is not a novel topic, being similarly employed for both aviation and road vehicles, in establishing ‘green zones’ and in differentiating taxes.
The report comprises the following:
1. Evaluation of existing indices in the maritime sector.
2. Evaluation of the lessons to be learned from use of such indices in other sectors.
3. Design of a proposal for an ESI.
4. A proposal for an ESI organisation to administer a database and manage vessel inspection.
The ESI proposal covers emissions of NOX and SOX and reporting on the IMO energy efficiency operational index (EEOI). As yet, it is unfeasible to include particulates in the index."
Sven Hunhammar (SEPA),
Policy instruments used in Sweden to limit environmental impacts from international shipping.
Global Forum on Transport and Environment in a Globalising World, 10-12 November 2008, Guadalajara, Mexico.
Presentation, 2008, 26 slides [formato PDF, 612 kB].
Oyvind Endresen, Magnus S. Eide, Stig Dalsoren, Ivar S. Isaksen, Eirik Sorgard,
The environmental impacts of increased international maritime shipping. Past trends and future perspectives.
Global Forum on Transport and Environment in a Globalising World, 10-12 November 2008, Guadalajara, Mexico.
Presentation and
text, 2008, 43 p. + 22 slides [formato PDF, 1,04 MB + 1,10 MB].
Johanna Wahlström, Niko Karvosenoja and Petri Porvari,
Ship emissions and technical emission reduction potential in the Northern Baltic Sea.
(Reports of Finnish Environment Institute 8/2006).
Finnish Environment Institute (SYKE), Helsinki, 2006, 73 p. [formato PDF, 4,15 MB].
"The aim of this study was to evaluate emissions and the technical reduction potential of SO2, NOx, CO, HC and PM from waterborne traffic in Finland and in marine areas near Finland in 2000 and 2015. The energy consumption of ships in 2000 was estimated based on statistics mapping ship movements in the ports of Finland, Russia, Estonia and Sweden. Combined with emission factors, this data was used as a basis for evaluating the total amount of emissions. Emissions in 2015 were calculated based on predicted growth rates in ship traffic and four different reduction technology scenarios.
In 2000 the ship-based SO2 and NOx emissions on sea routes totalled 36000 and 107000 tonnes, respectively. Current international regulations have little impact on emission rates in the studied marine areas. The required reduction technologies are internal engine modifications and fuel with a maximum sulphur content of 1.5 %.
The results of the scenario study show that ship-based SO2 and NOx emissions will increase by 20 % and 40 % respectively by 2015 if no further emission reduction methods are introduced. These emissions could be reduced significantly through introduction of more effective reduction technologies, such as lowering the sulphur content in fuel, adding water to the engine process, exhaust gas recirculation and selective catalytic reduction technology. The potential is substantial, especially for NOx emissions from cargo ships, which could be reduced by approximately 90 % from the 2015 baseline level."
Ludvik Penko, Vesna Rovšek (Univ. of Ljubljana),
Air pollution from ships. 11th International Conference on Transport Science, Portorož, 28. - 29. maj 2008, 9 p. [formato PDF, 162 kB].
"Ships are fast becoming the biggest source of air pollution. Ships pour out great quantities of pollutants into the air in the form of sulphur and nitrogen oxides. Emissions from shipping contribute significantly to the concentrations and fallout of harmful air pollutants. These emissions contribute serious adverse health and environmental effects. In contrast to the progress in reducing emissions from land-based sources, shipping emissions of sulphur from maritime sector will increase by around 45 per cent and nitrogen oxides are expected to continue increasing by 67 per cent up to 2020. In both cases, by 2020 the emissions from international shipping around Europe will have surpassed the total from all land-based sources in the 25 EU member states combined
Emissions to air from ships are regulated internationally with Annex VI of the Marine Pollution Convention MARPOL 73/78 of the International Maritime Organization. This contains provisions on Sulphur oxide Emission Control Area (SECA) and nitrogen oxide emissions standards for ships. There are no international emission standards for PM, CO2, CO and VOC emissions from ship diesel engines. Further measures must be taken to reduce air pollution from ships in order to protect human health and the environment."
Veronika Eyring, James J. Corbett, David S. Lee, and James J. Winebrake,
Brief summary of the impact of ship emissions on atmospheric composition, climate, and human health.
Document submitted to the Health and Environment sub-group of the International Maritime Organization on 6 November 2007.
London, 2007, 7 p. [formato PDF, 138 kB].
James Corbett (Univ. of Delaware),
Emissions from Maritime Shipping Sector in a Freight Context.
Presentation to OECD/ECMT JTRC Working Group on Transport GHG Reduction Strategies, Paris, 21-22 May 2007,
34 slides [formato PDF, 3,58 MB].
Janusz Cofala, Markus Amann, Chris Heyes, Fabian Wagner, Zbigniew Klimont, Max Posch, Wolfgang Schöpp,
Leonor Tarasson, Jan Eiof Jonson, Chris Whall, Andrianna Stavrakaki,
Analysis of Policy Measures to Reduce Ship Emissions in the Context of the Revision of the National Emissions Ceilings Directive. Final Report.
IIASA, Laxenburg, April 2007, 74 p. [formato PDF, 2,83 MB].
"Maritime activities constitute a significant fraction of anthropogenic emissions of air pollutants
in Europe. In 2000, SO2 and NOx emissions from international maritime shipping in Europe
amounted to approximately 30 percent of the land-based emissions in the EU-25. While
legislation is in force to control emission from international shipping, the expected increase in
the volume of ship movements will compensate the positive environmental impacts of these
measures and will lead to a further growth in ship emissions. Under business-as-usual
assumptions, by 2020 emissions from maritime activities would come close to the projected
baseline emission levels from land-based sources, and surpass the target levels established by
the European Commission in its Thematic Strategy on Air Pollution for land-based sources.
This anticipated increase in ship emissions will counteract the envisaged benefits of the costly
efforts to control the remaining emissions from land-based sources in Europe. While at present
emissions from ships are responsible for 10 to 20 percent of sulphur deposition in coastal areas,
their contribution is expected for 2020 to increase to more than 30 percent in large areas in
Europe, and up to 50 percent in coastal areas.
Technologies exist to reduce emissions from shipping beyond what is currently legally required.
The study has identified a set of emission control measures that are technically available and
that could – if fully applied – reduce by 2020 80 percent of the SO2 emissions from international
shipping, and almost 90 percent of the NOx emissions. Total costs of these measures are
estimated at 5.5 billion €/yr. For comparison, the costs of the measures proposed by the
Thematic Strategy amount to 7.1 billion €/yr.
The study has explored several packages of measures that could reduce emissions at lower
costs. These include combinations of seawater sulphur scrubbing, lower sulphur content in
residual oil, humid air engines for new built ships, slide valves retrofitting in existing ship
engines, as well as the use of selective catalytic reduction (SCR). Marginal costs of these
measures are well below the costs of the measures for land-based sources that have been
proposed by the Thematic Strategy.
To judge the cost-effectiveness of such measures against those for land-based sources, the
analysis considered the impacts that emission reductions from shipping have on human health
and natural environment. That analysis included the distance between the location of emissions
from shipping and the receptor areas.
The study examined potential contribution of four emission scenarios from shipping to
achieving air quality targets from the EU Thematic Strategy on Air Pollution. Cost-optimal
emission reductions and control costs by national emission sources were determined and
compared with costs of reducing emissions from maritime shipping. Analysis clearly
demonstrates that limiting air pollution from shipping reduces the necessity to further control
emissions from land-based sources and provides important cost savings in achieving air quality targets in Europe."
Bart Boon,
Report on maritime transport and the environment for Latin America.
(CEPAL. Serie Recursos naturales e infraestructura ; 127).
United Nations, Santiago, Chile, october 2007, 60 p. [formato PDF, 772 kB].
"This report presents information on the environmental impact of vessels during their general operation.
It is shown that the emissions from vessels can substantially contribute to local air quality problems over land
and also impact the climate change process. Up to now, the contribution of the maritime sector to air quality problems in Latin America and Caribbean
coastal cities has received little or no attention. Studies for the United States and Europe show that the
contribution of this sector may however be significant. Given the persistence of air quality problems in Latin
America, it appears worthwile to consider this sector in emission inventories and mitigation policies.
The recommendations at the end of the report include several measures that may be implemented at little or no costs, but
that do provide incentives to improve the environmental performance of the sector. Based on further research on
the particular contribution of the shipping sector to air quality problems, more far reaching measures may have
to be considered. With respect to climate change, it is recommended to stimulate participation in trials with
the IMO CO2 index that is under development"
James J. Corbett, James J. Winebrake, Erin H. Green, Prasad Kasibhatla, Veronika Eyring, and Axel Lauer,
Mortality from ship emissions: a global assessment.
Environmental Science & Technology 41 (2007) 8512–8518 [formato PDF, 1,91 MB].
"Epidemiological studies consistently link ambient concentrations of particulate matter (PM) to negative health
impacts, including asthma, heart attacks, hospital admissions, and premature mortality. A team of leading global
scientists led by James Corbett modeled ambient PM concentrations from oceangoing ships using two geospatial
emissions inventories and two global aerosol models. This groundbreaking work, which was peer-reviewed and
published in the December 15, 2007 issue of the American Chemical Society Journal Environmental Science &
Technology, estimated for the first time global and regional mortalities by applying ambient PM increases due
to ships to cardiopulmonary and lung cancer concentration-risk functions and population models. The results
indicate that shipping-related PM emissions are responsible for approximately 60,000 cardiopulmonary and lung
cancer deaths annually, with most deaths occurring near coastlines in Europe, East Asia, and South Asia. Under
current regulation and with the expected growth in shipping activity, the study estimates that annual mortalities
could increase by 40% by 2012."
Veronika Eyring (DLR-Institute of Atmospheric Physics),
Past, Present-day and Future Ship Emissions, presentation at the seminar
"How to make the sea green: seminar on air pollution and greenhouse gas emissions from maritime transport",
Brussels, 17 October 2007, 24 slides [formato PDF, 2,00 MB].
P. Hammingh, J.M.M. Aben, W.F. Blom, B.A. Jimmink, W.J. de Vries, M. Visser (eds),
Effectiveness of international emission control measures for North Sea shipping on Dutch air quality,
(MNP Report 500092004/2007),
Netherlands Environmental Assessment Agency (MNP), Bilthoven, September 2007, 50 p. [formato PDF, 646 KB].
"Far-reaching measures to reduce emissions caused by North Sea shipping have proven to be cost-effective
in improving air quality in the Netherlands. Measures at sea are important, considering shipping’s significant
contribution to air pollution in the Netherlands. Effective measures include use of low sulphur fuels and cleaner
engine technology in both old and new ships."
Axel Friedrich, Falk Heinen, Fatumata Kamakaté, Drew Kodjak,
Air pollution and greenhouse gas emissions from ocean-going ships:
impacts, mitigation options and opportunities for managing growth,
International Council on Clean Transportation, March 2007, 102 p. [formato PDF, 1,26 MB].
"This report describes the results of the ICCT review,
focusing on the emission-reduction potential, feasibility, costs, and cost- effectiveness of available
environmental mitigation measures for the shipping sector. It also analyzes the legal context
within which local, regional, and international programs can be developed. The report concludes
with a series of policy recommendations aimed at achieving steady, incremental progress
towards reducing emissions from marine vessels that will result in significant environment and public health benefits."
Tom Plenys (Coalition for Clean Air),
Marine emissions: addressing local and global challenges,
Presentation at the Clean Ships Conference, San Diego, CA, February 8, 2006,
21 slides [formato PDF, 810 KB].
NERA Economic Consulting,
Economic Instruments for Reducing Ship Emissions in the European Union, European Commission, Directorate-General Environment, 26 September
2005, 138 p. [formato PDF, 698 KB].
This report, sponsored by the European Commission’s DG Environment, analyses in
detail four “economic instrument” (Credit-Based Trading Approach, Consortium
Benchmarking, Environmentally Differentiated Charges, Environmental Subsidy
Approach) approaches to reducing emissions from maritime sources in European seaareas.
The Swedish NGO Secretariat on Acid Rain,
Cost-benefit analysis of using 0,5% marine heavy fuel oil in European sea areas
Documento di sintesi, comprende la
valutazione economica di costi e benefici (utilizzando un modello dell’IIASA di
Vienna) derivanti dalla sostituzione del combustibile attualmente usato per le
navi (con il 2,7 % di zolfo) con olio combustibile col 0,5% di zolfo nelle aree
marittime europee. I vantaggi economici e ambientali derivanti da questa
sostituzione sarebbero assai rilevanti, dato che – considerate le tendenze
delle emissioni di SO2 nei 25 paesi dell’UE tra il 2000 e il 2030 – in mancanza
di interventi specifici, le emissioni di SO2 provocate dal trasporto marittimo
supereranno tra il 2015 e il 2020 quelle provenienti da fonti terrestri. Gennaio 2005, 9 p. [formato PDF, 82 kB].
European
Environmental Bureau, European Federation for Transport and Environment
(T&E), Seas at Risk, Swedish NGO Secretariat on Acid Rain,
Air pollution form ships, updated November 2004, 15 p. [formato PDF, 209 kB] (le
emissioni di SO2 e NOx dovute alla navigazione, la possibilità di ridurle
notevolmente limitando il contenuto di zolfo nel combustibile marino).
CABOTAGGIO, "AUTOSTRADE DEL MARE", SHORT SEA SHIPPING
Autoroutes maritimes et ferroviaires. Critères de choix par les entreprises pour le transport non accompagné. Rapport d’études.
Bagneux, Service d'études sur les transports, les routes et leurs aménagements (Sétra), Septembre 2007, 47 p. [formato PDF, 1,26 MB].
"Cette étude pilotée par le Sétra propose une réflexion sur les critères de pertinence du transport routier non accompagné pour le transport de marchandises sur moyenne et longue distance.
L’objectif est de comprendre, à travers les enseignements tirés des expériences d’utilisateurs actuels, comment et sous quelles conditions un transporteur routier est prêt à utiliser un service de transport non accompagné."
Lo studio analizza gli esempi dell'autostrada del mare Toulon-Civitavecchia e l'autostrada ferroviaria alpina Aiton-Orbassano.
Antonio Danesi, Chiara Lepori, Marino Lupi (Univ. of Bologna),
The Italian motorways of the sea system: current situation, policies and prospects,
11th International Conference on Transport Science, Portorož, 28.-29. maj 2008, 10 p. [formato PDF, 200 kB].
"The EU transport policy supports the development of the “motorways of the sea” system as a priority axis of the Trans European Transport Network (TEN-T). The deployment of the motorways of the sea network is expected to absorb a significant part of the forecasted increase in road freight traffic, in order to improve the accessibility of peripheral regions and to reduce congestion and environmental impacts due to road transport. In recent years, traffic volumes on motorways of the sea links to/from Italian ports have undergone a major increase. Nowadays, they represent 5% of the total freight traffic volumes served by the Italian inland motorway system and an amount of 8% is the target-value expected for year 2011. In this paper, the state of the art regarding the implementation of the motorways of the sea program in Italy is illustrated, with special regard to the services now in operation and the specific transport policy initiatives promoted by the Italian national authorities."
Gilbert Meyer,
Etude de faisabilité de nouvelles lignes fluvio-maritimes Karvor entre l’axe Rhône-Saône et l’Espagne ou l’Italie.
Paris, CATRAM Consultants, 2003, 121 p. [formato PDF, 1,26 MB].
"L'étude a pour objet de tester la faisabilité de lignes fluviomaritimes conteneurisées régulières entre l'axe Rhône-Saône et l'Espagne et / ou l'Italie. Plus précisément, il s'agit de définir le marché potentiel d'un porte-conteneur fluvio-maritime spécifique d'une nouvelle génération, le Karvor, sur des lignes régulières entre Chalon / Lyon et des ports italiens ou espagnols.
Sont tout d'abord présentés : l'environnement fluvial et portuaire de l'axe Rhône - Saône (caractéristiques et coûts des ports et de la voie d'eau, durées de navigation) ; le transport fluvio-maritime, (historique, activité fluvio-maritime en Méditerranée et sur le Rhône, nature des trafics fluvio-maritimes actuels du Rhône) ; la structure de l'industrie de la région Rhône-Alpes et d'une partie de la Bourgogne, la nature des industries mouillées. Les besoins des chargeurs et leurs contraintes logistiques sont ensuite analysés ainsi que les caractéristiques des marchés du transport entre la région Rhône-Alpes et Bourgogne d'une part, l''Espagne et l'Italie d'autre part. Les coûts liés à l'exploitation d'un transport fluvio-maritime selon différentes hypothèses relatives à la rotation des navires et différents types de marchandises à transporter , ainsi que les taux de fret fluvio-maritimes sont calculés et comparés aux prix du transport routier direct. L'auteur souligne enfin les facteurs clés de réussite d'un service Karvor et ses avantages environnementaux et sociaux."
Napier University, Heriot-Watt University and Industry Partners, UK Marine Motorways Study: Summary Final Report (LINK Future Integrated Transport (FIT)
Programme), March 2003, 22 p. [formato PDF, 175 kB](lo studio esamina le possibilità di
"Autostrade del mare" nel Regno Unito, e valuta che trasportando i camion su
traghetti veloci ci sarebbero dei benefici ambientali con costi superiori, il che richiede sussidi pubblici).
Uniontrasporti, Camere di Commercio di Genova, Salerno e Savona,
Sviluppo del Cabotaggio nazionale e mediterraneo. Rapporto sull' "Offerta di Trasporto Marittimo", Dicembre 2001, 25 p. [formato PDF, 1,14 MB]
Uniontrasporti, Camere di Commercio di Genova, Salerno e Savona,
Sviluppo del Cabotaggio nazionale e mediterraneo. Rapporto sul "Mercato di Riferimento",
Novembre 2001, 62 p. [formato PDF, 1,51 MB] (analisi dell’import-export tra Italia e
Spagna e del trasporto merci tra Italia del Nord-Ovest e Sud Italia, e stima
del traffico potenziale Short Sea).
Uniontrasporti, Camere di Commercio di Genova, Salerno e Savona,
Sviluppo del Cabotaggio nazionale e mediterraneo. Rapporto sulla "Domanda di Trasporto Marittimo",
Dicembre 2001, 54 p. [formato PDF, 1,08 MB] (analisi delle caratteristiche e
costi del trasporto merci su strada e combinato strada-mare tra Italia e Spagna
e tra Italia del Nord-Ovest e Sud Italia, basata su interviste ad aziende
italiane di logistica e di autotrasporto).
Wouter Jacobs, Theo Notteboom,
A theory on the co-evolution of seaports with application to container terminal development in the Rhine-Scheldt Delta.
(Papers in Evolutionary Economic Geography 10.03).
Utrecht University, Utrecht, 2010, 43 p. [formato PDF, 2,33 MB].
"How do seaports evolve in relation to each other? Recent studies in port economics and transport geography focused on how supply chain integration has structurally changed the competitive landscape in which individual ports and port actors operate. Port regionalization has been addressed as the corresponding new phase in the spatial and functional evolution of port systems. However, these studies lack theoretical foundations that allow us to empirically assess both the role of the institutional context and of strategic agency in the competitive (spatial and functional) evolution of regional (integrated) port systems. The paper presents a theoretical framework to analyze and understand the co- evolution of seaports in a regional context by making use of the concept of windows of opportunity. The empirical part will unravel the role of seaport-based co-evolution in the processes aimed at positioning market players and ports on the container scene in the Rhine-Scheldt Delta."
A. Miola, V. Paccagnan, I., Mannino, A. Massarutto, A. Perujo, M. Turvani,
External costs of transportation. Case study: maritime transport. (Maritime transport – report 2). (JRC Scientific and Technical Reports). (EUR 23837 EN).
Joint Research Centre, Institute for Environment and Sustainability, Ispra, 2009, 109 p. [formato PDF, 1,38 MB].
"This report aims at proposing a methodological approach to estimate the external costs of
maritime transport. In order to do so, It is organised into two sections: (i)identification of all
environmental impacts of maritime transport (at sea and in ports) and a detailed analysis for
those already studied in previous researches in literature; (ii)Estimation of identified
environmental impacts focusing on those related to air pollutants.
In the first paragraph we review external costs of transportation. Then, a description of maritime
transportation activities (par. 2) and vessels (par.3) is provided. This will contribute to clarify the
sources of environmental impacts. The central part of this report will be devoted to a detailed
analysis of all environmental impacts listed above. The ultimate objective is to highlight the gaps
that have to be filled in future research works. All the environmental effects entailed by maritime
activities (both in port and at sea) are analysed (par. 4). The following environmental impacts of
maritime transport have been considered: emissions to air and water, soil and sediment
contamination, erosion, biodiversity loss and habitat degradation, and waste generation. In
order to emphasise the complexity and uncertainty about the analysis of environmental impacts
entailed by maritime transport, a review of research findings is provided (par. 5) and suggest
research directions (par. 6). Next, we make a step forward and discuss the methodological
aspects related to the economic valuation of these impacts (par. 7), so as to derive a monetary
indicator able to summarise them. In particular, we review the economic literature regarding the
valuation of the several environmental impacts discussed previously (par. 8 and 9), to sketch
the state of the art. This review will provide a description of proposed methods for measuring
each external cost. Then, we focus on impacts on air (par. 10). The strengths and limitations of
existing approaches are described, by proposing at the same a methodological approach to
estimate maritime pollution activities (par. 11). The proposed approach is tested through a case
study, by estimating the external costs of a type of maritime activities in Venice (par. 12). The
idea is to determine the relevant parameters that should be taken into account in the definition
of an analytical approach, to signal research gaps so as to pave the way to future research
activities. This will make possible to propose a methodology to be developed in future research
for maritime transport and to test through a case study what are the main steps of such
analysis. The last part of the report will emphasise future research directions."
Massimiliano Bultrini, Marco Faticanti, Alfredo Leonardi, Assoporti,
Traffico marittimo e gestione ambientale nelle principali aree portuali nazionali. (Rapporti 95/2009).
Istituto Superiore per la protezione e la ricerca ambientale (ISPRA), Roma, 2009, 177 p. [formato PDF, 1,45 MB].
"Il Rapporto Traffico marittimo e gestione ambientale nelle principali aree portuali nazionali, realizzato da ISPRA in collaborazione con l’Associazione Porti Italiani (Assoporti), presenta i dati relativi al trasporto marittimo nelle 23 Autorità Portuali italiane istituite ai sensi della Legge n. 84 del 1994 ed esamina alcuni aspetti ambientali legati al trasporto, quali sversamenti di petrolio in mare, emissioni in atmosfera, gestione dei rifiuti. In evidenza, riportando sia alcuni esempi di buone pratiche che la presenza di eventuali certificazioni ambientali, anche il grado sensibilità da parte delle Autorità Portuali verso le tematiche ambientali."
Valérie Lavaud-Letilleul (Univ. Paul Valéry - Montpellier 3),
Le Delta d'Or autour de Rotterdam, Anvers et Zeebrugge: l'émergence d'une véritable région portuaire face au défi de
la mondialisation?, les Cahiers Scientifiques du Transport n.51/2007, p. 61-96 [formato PDF, 540 kB].
"Comme l’a montré Fernand BRAUDEL, les villes-ports sont les territoires par excellence de la mondialisation. Depuis les années 1970, l’utilisation généralisée du conteneur dans le transport des marchandises marque la dernière étape de ce processus dans les pays de la Triade. Or, au-delà des économies d’échelle réalisées, la conteneurisation tend, fait nouveau, à créer de véritables « régions portuaires » fondées sur des relations de compétition-coopération entre villes-ports. Cet article a pour but de mettre en évidence que le processus de régionalisation en cours constitue la marque, à l’échelle locale, de la mondialisation dans le domaine de la conteneurisation. Il s’appuie en particulier sur l’exemple européen du « Delta d’Or », le débouché de l’artère rhénane, centré autour des ports de Rotterdam, Anvers et Zeebrugge. L’idée de l’émergence d’une véritable région portuaire au milieu de la Rangée Nord se justifie tout d’abord à partir des critères de concentration spatiale, de bipolarité et d’interdépendance entre l’activité des trois ports. L’article explique ensuite le processus de régionalisation à l’œuvre : il s’agit en fait de l’échelle d’action la plus pertinente imaginée par les opérateurs de terminaux internationaux (global) pour déployer leur activité dans un contexte local très tendu (local). Jouer sur la complémentarité entre ports très proches dans le cadre de leurs réseaux de terminaux, leur permet de tirer parti des atouts de chacun de ces ports sur le plan technique, fonctionnel et commercial, tout en contournant les difficultés d’ordre technique, environnemental ou stratégique qui peuvent se présenter ici ou là. Sachant que de nouvelles mutations sont à venir dans l’activité conteneurisée, l’article pose in fine la question de la transformation de cette entité fonctionnelle en véritable territoire, sa gestion raisonnée requérant pour le moins un nouveau mode de gouvernement de la part des autorités publiques de la région."
Andreja Ana Lopac (Naftaplin),
Recent trends in transporting of LNG, liquefied natural gas,
11th International Conference on Transport Science, Portorož, 28.-29. maj 2008, 9 p. [formato PDF, 238 kB].
"Transportation of liquefied natural gas, cooled down to -162°C and transported by ships from liquefaction terminals to receiving terminals, where it is again turned into gaseous form, is a modern orientation in global planning of energy flows.
Since the first LNG transport in 1959 when the LNG carrier Methane Pioneer transported the first 5000 m3 of LNG from Louisiana to England, the technology of constructing the LNG carriers with implementation of new materials and developing of new LNG reservoir systems as well as carrier engines, led to contemporary LNG carriers that.
Traditionally, the largest number of carriers is tied up to a certain LNG project and owned by exporting or importing companies. A number of independent companies, dedicated only to ship transport, find their interest in contracting the construction of new carriers with specific characteristics in line with new conditions of world LNG trade.
The article gives the overview of the world fleet of LNG carriers, as well as development trends in this area of LNG industry."
Claude Comtois and Brian Slack,
Restructuring the maritime transportation industry: global overview of sustainable development practices.
(Etudes et recherches en transport). Transports Québec, Montréal, April 2007, p. 225 [formato PDF, 5,10 MB].
Tina Wagner (Hamburg University of Technology, Institute for Transport Planning and Logistics),
Logistics land use - A buffer between harbour areas and urban neighbourhoods? Real CORP 008,
13th International Conference on Urban Planning and Regional Development, Vienna, May 19-21 2008, 9 p. [formato PDF, 1,28 MB].
"The Port of Hamburg, being the second largest harbour in Europe, is directly adjacent to the urban
neighbourhood Wilhelmsburg. On the border between the industrial harbour area and the housing areas,
logistics and other commercial land uses are situated. According to the draft of the spatial development
vision for the city of Hamburg, this area is also proposed for further logistics development, because a high
demand for space for new logistics and distribution facilities (e.g. warehouses, distribution centers, transfer
depots, truck depots, container storage) is expected. During the (re-)location of logistics companies, a strong
opposition of residents can usually be observed. Logistics land uses are often perceived as space consuming,
noisy and traffic intensive.
This raises the question, if and how logistics land use can serve as a buffer between industrial harbour areas
and housing areas. To answer this question, information on land consumption and traffic generation of
logistics land use is necessary, because besides noise and emissions these factors determine how compatible
they are with other forms of land use, particularly housing. However, there is very limited literature on how
characteristics and size of logistics facilities relate to their trip generation.
Aiming at a deeper insight into the characteristics and trip generation of logistics land uses, two surveys were
recently conducted in the Hamburg region. A company survey was carried out in order to observe which
services are offered by logistics companies, what patterns of land use they show, how many truck trips they
generate and how the trips are performed (mode, time of the day, etc.). The second was a traffic count within
two areas with a concentration of logistics companies. As a result of these surveys, general trip generation
rates could be calculated and different types of logistics land use could be identified and described.
The paper presents some general characteristics of logistics facilities and selected results of the empirical
work relevant for this study. It introduces the local situation of the case study Hamburg Wilhelmsburg and
discusses the compatibility of logistics and residential land use."
Theo Notteboom (ITMMA, Univ. of Antwerp),
The relationship between seaports and the intermodal hinterland in light of global supply chains. European challenges.
(Discussion paper No. 2008-10). Joint Transport Research Centre, Paris, March 2008, p. 44 [formato PDF, 0,99 MB].
Fondazione CENSIS, Assoporti,
La portualità come fattore di sviluppo e modernizzazione. Analisi dell'impatto economico e occupazionale
dei porti commerciali italiani. Sintesi della ricerca.
Roma, 20 maggio 2008, 14 p. [formato PDF, 138 kB].
Cristina Capineri (Univ. Siena) and Filippo Randelli (Univ. Firenze),
Freight transportation flows: new trade regions and trade routes.
European Journal of Transport and Infrastructure Research, 7 (2007) 93-112 [formato PDF, 290 kB].
"This paper highlights the trends in global freight transportation which has recently shown intense growth
but also a “new” geography of flows. In particular the analysis describes the growth in relation to GDP with
reference to destinations (Europe, United States) and to the origin of flows. The trends identified show the
emergence of new patterns of routes and nodes. Moreover, logistic services are proving to be an advantage for
the Mediterrean area which is the place of transshipment and unloading of containers arriving from Asia."
Alga D. Foschi,
La concentrazione industriale per i sistemi di trasporto sostenibile: un caso di successo nel Mediterraneo orientale.
Discussion Papers del Dipartimento di Scienze Economiche, Università di Pisa, n. 63.
Pisa, 2006, 31 p. [formato PDF, 330 KB].
(L'esempio dei trasporti Ro-Ro tra i porti turchi e Trieste).
Alga D. Foschi,
The maritime container transport structure in the Mediterranean and Italy.
Discussion Papers del Dipartimento di Scienze Economiche, Università di Pisa, n. 24.
Pisa, 2003, 34 p. [formato PDF, 768 KB].
"In this paper we will describe the liner shipping industry in the Mediterranean and in Italy.
The structure of the industry is representative of the oligopolistic structure that is taking
shape on a worldwide level. In particular the main terminals in Italy have undergone a “colonization
process” by the big liner shipping companies. At the same time the Italian shipping industry is made
up of small to medium companies that are strong in inter-regional and specialized traffic."
Enrico Musso,
Movimento delle merci nei porti italiani e ruolo del trasporto ferroviario.
Relazione a "Sistema portuale e sistema ferroviario", Taranto, 9 novembre 2004,
24 slides [formato PDF, 420 KB].
César Ducruet,
Approche comparée du développement des villes-ports à l'échelle mondiale: problèmes conceptuels
et méthodologiques,
les Cahiers Scientifiques du Transport n.48/2005, p. 59-79 [formato PDF, 1,76 MB].
Peter W. de Langen (Erasmus University Rotterdam),
Port competition and selection in contestable hinterlands; the case of Austria,
European Journal of Transport and Infrastructure Research 7 (2007) 1-14
[formato PDF, 270 KB].
(confronto tra i sei principali porti a servizio dell'Austria, cioè le tre coppie Amburgo-Brema,
Rotterdam-Anversa e Trieste-Koper, con i giudizi comparativi dati dagli operatori che utilizzano questi porti).
C.E.S.P.E.S.,
Rilanciare e valorizzare il sistema marittimo. Lo sviluppo della rete portuale italiana.
FISE Uniport, Novembre 2006, 116 p. [formato PDF, 410 KB] (necessaria la registrazione sul sito per
scaricare il documento).
"Il rapporto promosso da Uniport evidenzia numeri e trend legati alla attività portuali nazionali e internazionali
e possibilità per rilanciare e valorizzare il sistema marittimo."
Actia Forum,
Traffic flows between the Baltic Ports and other major European ports with focus on the UK Ports within Port-Net in
preparation for Motorways of the Sea (Port-Net Study 03-2).
Gdynia, Szczecin, Hamburg, July 2006, 81 p. [formato PDF, 3,37 MB].
Johannes Frass,
Kapazitätsanalyse von Hinterlandverbindungen ausgewählter europäischer Seehäfen.
(Analisi delle capacità dei collegamenti con l'hinterland di alcuni porti marittimi europei)
(Schriftenreihe des Instituts für Transportwirtschaft und Logistik, Nr.4), Wirtschaftsuniversität Wien, 2006, 118 p. [formato PDF, 4,51 MB].
Lo studio analizza il traffico dei porti di Amburgo, Brema e Koper-Capodistria con i paesi centroeuropei (Austria, Cechia,
Slovacchia, Ungheria) e le infrastrutture di trasporto in Germania e Slovenia.
"This work analyzes and systematizes the effects that the increasing amount of
cargo import and export of the European ports of Hamburg, Bremen, Bremerhaven
and Koper have on the traffic in the hinterland infrastructure.
The research is an attempt to forecast whether or not these transactions will
entirely clog traffic and/or alter infrastructure indefinitely. These
measurements have been made for transportation routes within a 150 kilometre
radius around the aforementioned ports. Having gathered current statistics and
information on these transportation routes, a prediction will be made what future
cargo traffic will look like and the effects it will have in 2010 as well as 2015.
The research indicates that, if no changes are made, the hinterland connections
around the sea ports of Hamburg and Koper will suffer most by the growing
trade and might cause a loss of share of transhipment concernig goods which
destination or origin country is Czech Republik, Slowak Republik, Austria and
Hungary. There will probalbly be a certain amount of bottlenecks. However,
transportation by way of ships along the many rivers may prove a reasonable
alternative to road or railway traffic concerning the ports of Hamburg, Bremen
and Bremerhaven."
Federazione del Mare, Fondazione CENSIS,
III Rapporto sull'economia del mare 2006. Crescita economica, capitale umano e tutela dell'ambiente nel
cluster marittimo italiano.
FrancoAngeli, Milano, 2006, 219 p. [formato PDF, 1,63 MB].
"Questo Rapporto analizza i conti economici delle componenti produttive (armatori, cantieristica navale
e delle imbarcazioni da diporto, porti, servizi logistici, attività ausiliarie ai trasport i marittimi,
pesca) e istituzionali (Marina Militare, Capitanerie di Porto, Autorità portuali, Istituto di previdenza
marittima) del cluster marittimo, oltre a definire un dettagliato quadro statistico settoriale."
Yves Cousquer et René Genevois,
Regards sur la place et la compétitivité des ports français dans le système européen. Entre rétrospective et
prospective.
Séminaire maritime INRETS, 24 juin 2005, presentazione, 75 slides [formato PDF, 4,51 MB].
La situazione dei porti francesi nel contesto europeo, nei confronti del range portuale nordeuropeo e all'interno del
range sudeuropeo (Marsiglia).
Theo E. Notteboom (ITMMA, University of Antwerp),
Container shipping and ports: an overview.
Review of Network Economics, Vol.3, June 2004, 86-106 [formato PDF, 298 kB].
"Globalisation, deregulation, logistics integration and containerisation have reshaped the port and
shipping industry... Based on empirical evidence, this paper demonstrates that because of the rapidly changing environment the
port and liner shipping markets are not stable any longer. Individual terminal operators and shipping
lines tend to walk different paths on a quest for higher margins and increased customer satisfaction."
Department for Transport (UK), National Statistics,
Focus on Ports. 2006 edition.
Basingstoke, Palgrave Macmillan, 2006, 96 p. [formato PDF, 9,27 MB].
This report gives comprehensive statistical information about commercially active UK ports.
It gives information about individual ports around the coast including details about ownership, type of operation carried out, and the sorts of traffic handled. The report also includes information on UK port employment and accident rates.
D. Cazzaniga
Francesetti, I
criteri di scelta dei porti internazionali e i porti italiani. Paper
presentato all’8. riunione scientifica della SIET (Società Italiana Economisti dei Trasporti), Trieste, 29 giugno – 1
luglio 2006, 19 p. [formato PDF, 215 kB]. La prof.ssa Francesetti fa un ampio panorama dell’aumento dei traffici
navali diretti al Mediterraneo (sopratutto dalla Cina) e analizza i limiti dei
porti italiani rispetto a quelli di Francia, Spagna e della costa africana e
asiatica. Auspicando l’acquisizione dei nuovi traffici da parte dei porti
italiani, il documento ritiene necessari nuovi corridoi “eco-sostenibili” per trasportare
più merci su gomma attraverso le Alpi.
Andrea
Appetecchia, Mario Sommariva, Opzione mediterranea 2006
: alla ricerca della competitività del sistema logistico italiano oltre l’alibi
del gap infrastrutturale. ISFORT, Roma, 23 marzo 2006, 65 p. [formato PDF,
374 kB]. Presentato al convegno
ISFORT-ANCIP su “L’Italia e il Mediterraneo tra opportunità di sviluppo e
minacce di declino”. Lo studio è centrato sul sistema portuale italiano e i
traffici tra Europa e Estremo Oriente. Documento gratuito, necessaria la registrazione sul sito.
Andrea
Appetecchia,Opzione mediterranea 2006
: alla ricerca della competitività del sistema logistico italiano oltre l’alibi
del gap infrastrutturale. ISFORT, Roma, 23 marzo 2006, 34 slides [formato
PDF, 832 kB]. Presentato al convegno ISFORT-ANCIP su “L’Italia e il Mediterraneo tra opportunità di sviluppo e
minacce di declino”. Presentazione dello studio centrato sul sistema portuale
italiano e i traffici tra Europa e Estremo Oriente. Documento gratuito, necessaria la
registrazione sul sito.
CNEL (Consiglio Nazionale dell’Economia e del Lavoro), La
competitività della portualità italiana, Rapporto, Roma, 27 ottobre 2004,
235 p. [formato World, 2,31 MB].
Importante analisi, utilizza numerosi indicatori (44) per mettere a
confronto la competitività dei principali porti italiani.
D. Cazzaniga Francesetti, M. Rosa-Clot, Italian ports
offer in Italian Chinese trade (This paper has been presented at the
"Comitato Governativo Italia-Cina", Ministry of Foreing
Affairs, Roma 17-3-2005). (relazione bilingue inglese/cinese sulla convenienza del
trasporto di merci tra Cina ed Europa centrale usando i porti del Mediterraneo
invece di quelli del range Nord-Europeo. Per calcolare il costo del trasporto
terrestre gli autori hanno considerato il minore costo del trasporto merci su
strada in Italia rispetto alla media europea, dovuto all’autosfruttamento dei
padroncini e al mancato rispetto dei limiti di legge. I dati provengono da uno
studio del Cetena). Presentazione, 33 slides [file PowerPoint, 13,6 MB;
scaricabile come file Powerpoint compresso in formato zip, 6,24 MB]
Institute of
Shipping Economics and Logistics - Institut für Seeverkehrswirtschaft und Logistik, Entwicklungstendenzen der deutschen Nordseehafen bis
zum Jahre 2015, Bremen, 2000, 387 p. [formato PDF,
8,46 MB]. Tendenze di sviluppo dei porti tedeschi del Mare del Nord fino al 2015, nel contesto dei porti europei.
D. Cazzaniga Francesetti, A.D. Foschi,
The Development of Hub and Spokes Systems in the Mediterranean: a Problem of Sustainable Development,
July 2002, 15 p. [formato PDF, 84 kB]
(il ruolo crescente dei porti del Mediterraneo e i vantaggi ambientali del sistema di trasporto marittimo “hub
& spokes” – le valutazioni ambientali sono basate sulle stime di Lombard e Molocchi)
Conseil National des Transports, Observatoire des politiques et des stratégies de transport en Europe,
Le transport maritime, un avenir pour l’Europe,
Dossier n.6, Octobre 2004, 106 p. [formato PDF, 1,15 MB] (la situazione attuale del
trasporto marittimo nei principali paesi europei)
Freight Leaders Club,
Un nuovo approccio metodologico per una efficace pianificazione del sistema portuale italiano nel rispetto
dell’attuale quadro istituzionale e normativo, febbraio 2004, 25 p. [formato PDF]
(necessaria registrazione/accredito gratuito)
Inland Navigation Europe. "INE actively promotes inland shipping. Through its members, it provides
practical and relevant information to businesses on moving freight by water. INE develops and shares best
practice models for efficient and sustainable transport on canals and navigable rivers, supporting
forward-thinking entrepreneurs to benefit from this cost-effective, reliable and congestion free system."
Friedrich von Stackelberg (Univ. Münster),
Möglichkeiten und Probleme einer Verlagerung des Güterverkehrs von der Strasse auf das Binnenschiff.
(Possibilità e problemi di un trasferimento del trasporto merci dalla strada al trasporto fluviale).
Institut füf Verkehrswirtschaft an der Universität Münster, 2004, 37 slides
[formato PDF, 787 KB].
INQUINAMENTO DA VERNICI ANTIVEGETATIVE / ANTIFOULING
B. Eklund, M. Elfström and H. Borg (Stockholm Univ.),
Tributyltin Originates from Pleasure Boats in Sweden in Spite of Firm Restrictions, Open Environmental Sciences, 2008, 2, 124-132 [formato PDF, 1,04 MB].
DOI: 10.2174/1876325100802010124.
"The temporal and spatial distributions of organic tin compounds, irgarol and metals in sediments from a marina
and the harbor of a small town near Stockholm, Sweden were investigated as part of a study of the environmental impacts
of anti-fouling paint. The upper (0-2 cm) sediment layer was collected at seven stations in the marina and eight stations in
the small town harbor; two reference stations were also sampled. High levels of tributyltin (TBT) were detected in sediment
that decreased along a spatial gradient moving away from the slipway in the marina. TBT was ten times higher in
the surface sediment when compared to subsurface layers (10 cm deep). The highest concentrations of TBT were found at
the slipways (up to 2000 ..g TBT/kg DW) of the harbor. Analysis of accumulated sediments obtained from a collection
basin situated beneath a boat washer revealed very high concentrations of TBT (63 000 ..g/kg DW). These data provide
persuasive evidence that TBT is still being released from pleasure craft even though it has been banned for use on such
boats for 19 years. The source of the TBT is most likely from older paint that has been covered with newer coats. Our observations,
together with other literature-based data, suggest that TBT is still being released into the environment and
poses a serious ecological problem at marinas throughout the world."