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180616 ||| eng |
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|a Merk, Olaf
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| 245 |
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|a Shipping Emissions in Ports
|h Elektronische Ressource
|c Olaf, Merk
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| 260 |
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|a Paris
|b OECD Publishing
|c 2014
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| 300 |
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|a 37 p.
|c 21 x 29.7cm
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| 653 |
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|a Transport
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| 041 |
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7 |
|a eng
|2 ISO 639-2
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| 989 |
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|b OECD
|a OECD Books and Papers
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| 490 |
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|a International Transport Forum Discussion Papers
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| 024 |
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|a /10.1787/5jrw1ktc83r1-en
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| 856 |
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|a oecd-ilibrary.org
|u https://doi.org/10.1787/5jrw1ktc83r1-en
|x Verlag
|3 Volltext
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|a 380
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| 520 |
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|a Shipping could - in one way - be considered a relatively clean transport mode. This is particularly the case if one takes the angle of emissions per tonne-kilometre. Typical ranges of CO2 efficiencies of ships are between 0 and 60 grams per tonne-kilometre, this range is 20-120 for rail transport and 80-180 for road transport (IMO 2009). There is considerable variety between vessel types and CO2 efficiency generally increases with vessel size; e.g. CO2 emissions per tonne-km (in grams per year) for a container feeder ship (with capacity up to 500 TEU) were 31.6, three times higher than the emissions for Post Panamax container ships, with a capacity larger than 4,400 TEU (Psaraftis and Kontovas, 2008). This difference is even larger for dry bulk ships, with a difference of more than a factor 10 between the smallest vessels (up to 5000 dwt) and capsize vessels (> 120,000 dwt)
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