Bi-Objective Optimization of Vessel Speed and Route for Sustainable Coastal Shipping under the Regulations of Emission Control Areas
Bi-Objective Optimization of Vessel Speed and Route for Sustainable Coastal Shipping under the Regulations of Emission Control Areas
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DOI：
10.3390/su11226281
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发表时间：
2019-11
期刊：
影响因子：
3.9
通讯作者：
Yuzhe Zhao;Yujun Fan;Jingmiao Zhou;H. Kuang
中科院分区：
文献类型：
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作者：
Yuzhe Zhao;Yujun Fan;Jingmiao Zhou;H. Kuang
为了符合排放控制区（ECA）的规定，大多数运营商不得不在ECA内改用低硫燃料。此外，低碳目标对长期环境保护至关重要，因此被视为与盈利同等重要。因此，运营商开始在碳排放最小化和利润最大化这两个目标下进行速度和路线决策。借鉴现有方法，推导了可持续沿海航运的利润和碳排放，探讨了速度和航线原则，确定了利润和碳排放之间的最佳权衡。研究发现，船舶航速应设置在排放最优航速和收益最优航速之间，航线选择应根据航速决策。其次，研究了不同情景和船舶类型下的速度和路线的最佳选择。结果表明，船舶的运行措施和目标与燃油价格、船舶载重量和船舶参数有很大关系。如果运营商想要获得更多利润，或者如果情况有利于盈利，则应加快船舶速度;例如，低燃料价格和高船舶负荷（LFHL）。大型船舶应在LFHL条件下追求更多利润，而不必在ECA之外航行。但这一规定不适用于小型船舶。此外，随着船用瓦斯油（MGO）和重质燃料油（HFO）之间价差的增长，特别是在低HFO价格下，运营商应在ECA内放慢船只的速度，并在ECA外进一步航行。研究结果有助于运营商设计最适合燃料中硫含量限制和航运市场情况的运营措施。
To comply with the regulations of emission control areas (ECAs), most operators have to switch to low-sulfur fuels inside the ECAs. Besides, a low-carbon objective is essential for long-term environmental protection; thus, is regarded as important as making profit. Therefore, the operators start making speed and route decisions under the two objectives of minimizing carbon emissions and maximizing profit. Drawing on existing methods, this paper formulates the profit and carbon emissions in sustainable coastal shipping, investigates the speed and route principles, and determines the best tradeoff between profit and carbon emissions. It is found that vessel speed should be set between emissions-optimum speed and profit-optimum speed, and the route must be selected in light of the speed decision. Next, the optimal choices of speed and route were examined under different scenarios and vessel types. The results show that the operation measures and objectives depend greatly on fuel price, vessel load, and vessel parameters. The operator should speed up the vessel if he/she wants to make more profit or if the scenario is favorable for profit making; e.g., low fuel price and high vessel load (LFHL). Large vessels should pursue more profit under LFHL conditions, without having to sail further outside the ECA. But this rule does not apply to small vessels. In addition, the operator should slow down the vessel inside the ECA and sail further, outside the ECA, with the growth in the price spread between marine gas oil (MGO) and heavy fuel oil (HFO), especially at a low HFO price. The research findings help operators to design operational measures that best suit the limit on sulfur content in fuel and the situation of the shipping market.