The maritime industry is responsible for almost 3 % of greenhouse gas emissions worldwide and this figure is expected to grow due to market expansion. Since ships are taking time to decarbonize, operational measures that are technologically mature such as shore power should be implemented right now. However, capital expenditure is the main barrier to the adoption of shore power projects. Intending to accelerate the reduction of carbon dioxide emissions from the maritime industry, this paper develops a multi-objective approach to select and size a multi-source shore power system for bulk carriers. The multi-objective model aims to minimize capital expenditure and carbon dioxide emissions of the auxiliary system. It is expected to assist the decision making by presenting the non-dominated solutions (Pareto front) and unveiling the trade-offs at stake. The results from a case study show that the emissions in port coming from a handy-size bulk carrier could be eliminated with a 900 kVA low-voltage shore power system combined with a 60 kWh marine battery. This system represents an investment of 323 k$ USD and a payback period of 15 years, which is reduced to 6 years if 50 % of the initial capital is subsidized. The proposed system would be the equivalent of taking ∼650 light cars off the roads per day per ship in port.

海运业占全球温室气体排放量的近 3%，而且随着市场扩张，这一数字预计还会增长。由于船舶需要时间来脱碳，因此应立即实施技术成熟的操作措施，例如岸电。然而，资本支出是采用岸电项目的主要障碍。为了加速减少海运业的二氧化碳排放，本文开发了一种多目标方法来为散货船选择和调整多源岸电系统。多目标模型旨在最小化辅助系统的资本支出和二氧化碳排放。预计通过呈现非支配解决方案（帕累托前沿）和揭示利害关系的权衡来协助决策。案例研究的结果表明，使用 900 可以消除来自小型散货船的港口排放 kVA 低压岸电系统与 60  kWh 船用电池相结合。该系统的投资为 323 k$ 美元，投资回收期为 15 年，如果补贴 50% 的初始资本，投资回收期将缩短为 6 年。拟议的系统相当于每艘停泊在港口的船只每天减少约 650 辆轻型汽车上路。