Authors: Simme Veldman; Cees Glansdorp; Robert Kok
Addresses: ECORYS Transport, Watermanweg 44, Rotterdam, 3067 GG, The Netherlands. ' Marine Analytics BV, Cetle van Nelleweg 1, Rotterdam, 3044 BC, The Netherlands. ' Faculty of Technology, Policy and Management, Delft University of Technology, Jaffalaan 5, Delft, 2628 BX, The Netherlands; Policy Research Corporation, Parklaan 40, Rotterdam, The Netherlands
Abstract: Economies and diseconomies of ship size express the change of shipping costs as a function of ship size. In an earlier publication by one of the authors the impact of increasing containership size on unit shipping costs up to 20,000 TEU was elaborated. This paper expands in two directions. The first is to include ship design parameters to support statements on future containership particulars with respect to size, dimensions, speed and engine power, rather than just extrapolating them either explicitly or implicitly. The second is to include external costs related to the effects of CO2 emissions on climate change. Discussions on the monetary value of these emissions are in full swing. This paper therefore applies a plausible bandwidth. Results of the analysis show that economies of ships size continue to exist for ships up to 25,000 TEU, but those technical limitations with respect to propulsion, engine power and cavitations put the maximum size of a single propeller ship at a lower level.
Keywords: ship size economies; external costs; double propeller; single propeller; CO2; carbon dioxide; carbon emissions; large container ships; decision sciences; shipping costs; climate change; ship dimensions; ship speed; engine power.
International Journal of Decision Sciences, Risk and Management, 2011 Vol.3 No.3/4, pp.384 - 400
Received: 08 May 2021
Accepted: 12 May 2021
Published online: 22 Mar 2012 *