Μελέτη οικονομικής εφικτότητας εγκατάστασης σε λιμάνι δικτύου ρευματοδότησης πλοίων (Cold Ironing)

Ζαχαριουδάκης, Ιάσωνας; Zacharioudakis, Iasonas

dc.contributor.author	Ζαχαριουδάκης, Ιάσωνας	el
dc.contributor.author	Zacharioudakis, Iasonas	en
dc.date.accessioned	2021-05-14T10:44:09Z
dc.date.available	2021-05-14T10:44:09Z
dc.identifier.uri	https://dspace.lib.ntua.gr/xmlui/handle/123456789/53428
dc.identifier.uri	http://dx.doi.org/10.26240/heal.ntua.21126
dc.rights	Αναφορά Δημιουργού-Μη Εμπορική Χρήση-Όχι Παράγωγα Έργα 3.0 Ελλάδα	*
dc.rights.uri	http://creativecommons.org/licenses/by-nc-nd/3.0/gr/	*
dc.subject	Ship emissions	en
dc.subject	Cold ironing	en
dc.subject	Aggregate cost	en
dc.subject	Port management strategy	en
dc.subject	CI	en
dc.title	Μελέτη οικονομικής εφικτότητας εγκατάστασης σε λιμάνι δικτύου ρευματοδότησης πλοίων (Cold Ironing)	el
dc.title	Economic feasibility study for cold ironing: the case of the Port of Piraeus	en
dc.contributor.department	Εργαστήριο Θαλασσίων Μεταφορών	el
heal.type	bachelorThesis
heal.generalDescription	A global revision of port management strategy is taking place nowadays due to ecological concerns, given that the majority ports are facing criticism by the surrounding communities, which leads them to improve the environmental impact of their operations. This is the rationale behind the need for Cold Ironing facilities at the port of Piraeus, the viability and economic impact is the subject of this dissertation.	en
heal.classification	ΤΕΧΝΟ-ΟΙΚΟΝΟΜΙΚΑ	el
heal.classification	TECHO-ECONOMICS	en
heal.language	en
heal.access	free
heal.recordProvider	ntua	el
heal.publicationDate	2015-12-11
heal.abstract	A global revision of port management strategy is taking place nowadays due to ecological concerns, given that the majority ports are facing criticism by the surrounding communities, which leads them to improve the environmental impact of their operations. This is the rationale behind the need for Cold Ironing facilities at the port of Piraeus, the viability and economic impact is the subject of this dissertation. As the aggregate volume of global trade has been rising exponentially in the past decades with almost 90 % being transported by sea (PwC, 2008), as a consequence aim to curb emissions from diesel and other air contaminants by converting terminals so that they can provide shore electrical power to ships, also known as cold ironing (CI), Alternative Maritime Power (AMP), shore power, or On-shore power supply (OPS). Especially ocean-going vessels (OGV), which are nowadays also heavily regulated, inevitably still run on cheap dirty diesel fuel for on-board electrical power: they are primarily eligible for dockside electricity at berth, use of lower Sulphur alternative fuels in auxiliary engines and shore-based emission treatment. CI is thus a major trend for large commercial vessels: cruise liners, reefer ships, large oil tankers (ULCC’s), large container vessels (VLCC’s) and large cargo vessels which could switch off their primary on-board ship power and make use of shore power while alongside the quay. Emissions in ports arise from vessels, and storage and harbor-craft operations, cargo handling equipment, locomotives and Lorries used in cargo transfer and storage operations, requiring diesel-fueled engine. While the environmental repercussions of port operations used to be neglected by government policy makers, the need for air pollution optimization is a major issue nowadays: Major benefits such as reduction of NOx, Sox and PM dwelling (hotelling) emissions from OGVs, freeing ship personnel assigned to operate power equipment for other work, providing time for inspection and small repairs and reducing noise levels on and near the ship coexist alongside with complications related to safety of operation while ships are being switched on/off from shore power, the significant capital expenses for installation at both port and on ship, and the long lead times to engineer and retrofit power lines, sub-stations and ships. This makes shipping companies reluctant to converting to CI, given that it costs more to have both diesel and electric capabilities for their ships, there are safety and operational complications about the complex ship-to-shore cable connections, and paying for high electricity bills, which easily translate into thousands of dollars per vessel. There is serious skepticism arguing that in reality, even more energy is lost powering a ship from the shore power compared to onboard diesel engines. Meanwhile, Ports and terminal operators would prefer to avoid upfront additional costs of setting up the CI infrastructure, and invoke arguments for their reluctance related to insufficient shore power available for widespread cold ironing in large ports in the case of high frequency of large ships calls per day.	el
heal.advisorName	Λυριδης, Δημήτριος	el
heal.committeeMemberName	Προυσαλίδης, Ιωάννης	el
heal.committeeMemberName	Βεντίκος, Νικόλαος	el
heal.academicPublisher	Εθνικό Μετσόβιο Πολυτεχνείο. Σχολή Ναυπηγών Μηχανολόγων Μηχανικών. Τομέας Μελέτης Πλοίου και Θαλάσσιων Μεταφορών. Εργαστήριο Θαλασσίων Μεταφορών	el
heal.academicPublisherID	ntua
heal.numberOfPages	69 p.	en
heal.fullTextAvailability	true