In the year 2023, New Zealand recorded the highest average emissions per tonne among countries of loading at 222 kg per tonne of cargo shipped, according to VesselBot’s report titled “Decoding Maritime Emissions- Highs, Lows, and Green Leaders across global ocean routes.” Conversely, the United Arab Emirates recorded the lowest at 71 kg per tonne.
VesselBot, a leading technology company that brings transparency to Scope 3 transportation emissions has been monitoring GHG emissions across the industry covering several trade lanes, vessel groups and types as part of this requirement, providing transparent and accurate reporting of emissions so it can enable better decision-making, foster accountability, and drive improvements across the sector. VesselBot has released the December 2023 edition of its comprehensive report.
Countries of origin or destination do not possess any control over the type of ships that call at their ports unless specific emission policies are in place. However, it is imperative for governments and legislators to consider the significance of policies, particularly in the context of global efforts to reduce emissions and mitigate climate change.
Recognizing the need to curb emissions from ships, The IMO set ambitious targets to reduce the total annual GHG emissions by at least 50% by 2050 compared to 2008 levels.
Reporting and monitoring GHG emissions has therefore become critical components in achieving this goal and initiatives like the Carbon Intensity Indicator (CII) and Energy Efficiency Existing Ship Index (EEXI) have been introduced to measure and improve the energy efficiency of ships, aiding in the reduction of GHG emissions.
The insights provided show cases the fact that change is indeed possible and progress is being made. The breakdown of emissions data by country of departure and vessel type provides a comprehensive understanding of the maritime industry’s endeavors to minimize its carbon footprint.
Tracking Maritime Emissions
The maritime industry accounts for more than 80% of global trade by volume while contributing to 2-3% of the world’s total GHG emissions. Due to long-distance transit and the use of fossil fuels, the shipping industry is a major source of carbon dioxide (CO2), methane (CH4), and nitrous oxide (N20) emissions.
As the sector grows and evolves, addressing GHG emissions in the industry is critical and the International Maritime Organization (IMO) has recognized the need to curb emissions in the industry by setting ambitious targets to reduce total annual GHG emissions by at least 50% by 2050 compared to 2008 levels.
The report sheds light on the development of GHG emissions in the shipping and freight industry, a critical factor in global climate change mitigation efforts.
The key points of the report
Downward Trend in Emissions: Between January and July 2023, contained vessels recorded a substantial reduction of 12% in GHG emissions compared to the same period in 2022, when the emission were up by 17%. When comparing the emissions by trade lane, North Europe to the Middle East showed the best improvement in 2023 (Jan-July) compared to the same period in 2022 with a 75% drop in emissions. On the other end, the route from the Mediterranean to the Indian Subcontinent had the highest increase in emissions for the above period with a 90% increase.
The decline in emissions as evidenced by VesselBot’s data, can be attributed to several reasons like the low demand for shipping during the first half of the year led shipping lines to cancel voyages, reduce sailing speed, and reallocate large container vessels from major trade routes, such as the Trans-Atlantic, Trans-Pacific, and Europe-Asia. Large container vessels on these trade routes travel longer distances between origin and destination, resulting in significantly more CO2 emissions for each tonne of goods shipped.
Improvements by Vessel Groups: Three vessel groups, namely VLCS, ULCS, and Post Panamax II, exhibited significant reductions in emissions in 2023. Each group demonstrated a reduction of over 20% compared to the emissions recorded in the previous year. Although the improvement should be welcomed and is plausible, the report delves into the possible factors that may have contributed to this achievement.
This report is an essential read for anyone involved in the maritime industry, environmental policy-making, or global trade. It not only celebrates the progress made in certain areas but also highlights the ongoing challenges, underscoring the urgency for continued action and innovation.
