On the attitudes and opportunities of fuel consumption monitoring and measurement within the shipping industry and the identification and validation of energy efficiency and performance interventions

In the past few years, energy efficiency has received increasing attention in the shipping industry. On the one hand, the introduction of environmental regulations such as the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) is driving an increase in energy efficiency. On the other hand, with bunker fuel often representing around 60-70% of many ships’ operating costs and at sustained high bunker prices, increasing energy efficiency can result in considerable costs savings. Measurement of fuel consumption is an important component in energy efficiency management, and yet there is little work to date quantifying the measurement techniques currently used in the industry and the applications of these techniques

The impacts of carbon pricing on maritime transport costs and their implications for developing economies

We provide an in-depth review of the extant literature on the impact a maritime carbon pricing measure might have on maritime transport costs. First, we analyse the relative importance of the determinants of maritime transport costs for trade and economic development, and secondly assess the transmission channels and economic effects of a carbon price on maritime transport costs. We argue that the introduction of a carbon price has a limited impact on total maritime transport costs for the average country. However, Small Island Developing States and Least Developed Countries are more likely to be negatively impacted by such a measure in terms of maritime transport costs as we provide novel evidence that the relationship between per unit transport costs and trade flows is negative and elastic at least for the case of Pacific Small Island Developing States

Blowin' in the wind? Drivers and barriers for the uptake of wind propulsion in international shipping

International shipping transports around 90% of global commerce and is of major importance for the global economy. Whilst it is the most efficient and environmentally friendly mode of transport, CO2 emissions from shipping activities still account for an estimated 3% of global emissions. One means of significantly reducing fuel consumption and thereby GHG emissions from shipping are wind propulsion technologies (i.e. towing kites, Flettner rotors and sails) – yet current market uptake is very low. Therefore, the aim of this article is to identify the barriers and drivers for the uptake of wind propulsion technologies. To this end, the theoretical approach of technological innovation systems is adopted. This approach combines structural system components with so-called system functions which represent the dynamics underlying structural changes in the system. The fulfillment of these functions is considered important for the development and diffusion of innovations. Based on newspaper and academic articles, online expert interviews and semi-structured interviews, the level of function fulfillment is evaluated, followed by the identification of structural drivers and barriers influencing function fulfillment. Third, the possibilities to influence these drivers and barriers are discussed

LNG as a marine fuel in the EU: Market, bunkering infrastructure investments and risks in the context of GHG reductions

In light of the recently adopted initial IMO strategy on reduction of GHG emissions and the Paris Agreement, there is a need to better understand the potential market for LNG as a marine fuel, bunkering infrastructure investments required and associated risks in the context of shipping GHG reduction. This report attempts to assess the prospective future public and private financial investments by EU member states into LNG port/bunkering infrastructure consistent with EU plans to foster the widespread uptake of LNG as a means of decarbonising the shipping sector up to 2050. Consequently, the study aims to ascertain the cost/benefit of investing in LNG bunkering infrastructure from a GHG abatement perspective (invested $/tonne CO2 abated) and in addition, the proportion of these costs that would potentially be funded through EU funding programmes and by EU member states

Pacific island domestic shipping emissions abatement measures and technology transition pathways for selected ship types

This paper reports on initial assessments of applicability and availability of potential abatement measures for Pacific domestic shipping scenarios that are being considered for emissions abatement for common Pacific Island vessel types. The studies have been undertaken to inform the Pacific Blue Shipping Partnership (PSBP), an initiative led by Fiji and Republic of Marshall Islands (RMI) to catalyse a multi-country transition to sustainable, resilient, and low-carbon shipping, drawing down to zero-carbon domestic shipping in participating Pacific Island Countries (PICs) by 2050, with a 40 reduction achieved by 2030. The PBSP, in turn, is a product of an action research discourse and theory of change project underway since 2012, and involving academies from the region and international counterparts. The studies add evidence to the assumptions that decarbonisation pathways for Pacific domestic shipping are sufficiently unique to require a bespoke and tailored solution for PICs; and the required transition is best led by a country-driven coordinated programme of work with a significant blended finance investment. A sufficient range of options exists with known measures to assume the initial target set by Fiji and RMI of 40 overall emissions reduction by 2030 is technically attainable and exceed-able, dependent on financial and capacity availability (which is not considered further in this paper). If demonstrable at Pacific domestic scenario scale, lessons learnt will have direct relevance to a number of other island, archipelagic, and coastal locales globally. Findings are preliminary only, reflecting the immature state of knowledge in this field and for this target, and are expected to be updated periodically as the science evolves

State-of-the-art technologies, measures, and potential for reducing GHG emissions from shipping – A review

CO2 emissions from maritime transport represent around 3% of total annual anthropogenic greenhouse gas (GHG) emissions. These emissions are assumed to increase by 150–250% in 2050 in business-as-usual scenarios with a tripling of world trade, while achieving a 1.5– 2 C climate target requires net zero GHG emissions across all economic sectors. Consequentially, the maritime sector is facing the challenge to significantly reduce its GHG emissions as contribution to the international ambition to limit the effects of climate change. This article presents the results of a review of around 150 studies, to provide a comprehensive overview of the CO2 emissions reduction potentials and measures published in literature. It aims to identify the most promising areas, i.e. technologies and operational practices, and quantify the combined mitigation potential. Results show a significant variation in reported CO2 reduction potentials across reviewed studies. In addition, no single measure is sufficient to achieve meaningful GHG reductions. Emissions can be reduced by more than 75%, based on current technologies and by 2050, through a combination of measures if policies and regulations are focused on achieving these reductions. In terms of emissions per freight unit transported, it is possible to reduce emissions by a factor of 4–6