Modelling CO2 emissions and mitigation potential of Northern European shipping

Dettner, Franziska; Hilpert, Simon

doi:10.1016/j.trd.2023.103745

Cited by 5 publications

(4 citation statements)

References 27 publications

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“…There are mainly three types of measures to control CO 2 emissions from the maritime industry: technical measures, operational measures and market-based measures (MBMs) (Psaraftis and Kontovas, 2010;Ancǐćet al, 2020). Technical measures need to change the structure of the ships (Bouman et al, 2017), mostly including alternative fuels, energy saving devices, improving propulsion and power systems, shore power and carbon capture, utilization and storage (CCUS) technology (Zis et al, 2020), of which using alternative fuels is the most promising (Dettner and Hilpert, 2023), with the most significant environmental benefit (Ejder and Arslanoglu, 2022). Shore power is one of the most prominent measures to reduce emissions in ports by eliminating emissions from auxiliary engines at berth (Bjerkan and Seter, 2021;Sun et al, 2022a).…”

Section: Co 2 Control Measures In the Maritime Industrymentioning

confidence: 99%

“…Operational measures involve changing the operational strategy of the ships (Fan et al, 2022a), and mostly contain speed reduction, route planning, fleet deployment, and energy efficiency management (Farkas et al, 2021). The most significant and promising measure is speed reduction, also known as slow steaming (Wan et al, 2018;Wu et al, 2022a;Dettner and Hilpert, 2023). They do not require any modification of the ships (Ma et al, 2021), and can substantially reduce fuel consumption and CO 2 emissions (Fan et al, 2022a).…”

Section: Co 2 Control Measures In the Maritime Industrymentioning

confidence: 99%

“…Shipping companies shall be liable to surrender EUA cost for a certain percentage of the emissions reported in the previous year (European Commission, 2023b). From 2025 to 2027, the prescribed proportions are 40%, 70%, and 100%, respectively (Dettner and Hilpert, 2023).…”

Section: Including the Maritime Industry In The Eu Etsmentioning

confidence: 99%

“…As the third largest emitter of GHG in the world (Dettner and Hilpert, 2023), the European Union (EU) committed to reducing net GHG emissions by at least 55% compared to 1990 by 2030 (Abreu et al, 2023), and enshrined in legislation of achieving economy-wide climate neutrality by 2050 at the latest and negative emissions thereafter (Watanabe et al, 2022;Yan et al, 2023). Maritime transport is a substantial CO 2 emitter for the EU, accounting for around 3% to 4% of the EU's total CO 2 emissions and about 13% of the maritime industry's GHG emissions (European Commission, 2023b).…”

Section: Introductionmentioning

confidence: 99%

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Carbon and cost accounting for liner shipping under the European Union Emission Trading System

Sun,

Wang,

et al. 2024

Front. Mar. Sci.

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Excessive CO2 emissions and increased total costs of liner shipping are the two main problems affecting the environmental and economic benefits of liner companies under the European Union Emission Trading System (EU ETS). To address the upcoming EU ETS, we propose a carbon and cost accounting model for liner shipping that accurately calculates CO2 emissions and total cost of liner shipping. We conduct a case study that a containership operates on the liner route from the Far East to Northwest Europe. The results show that the sailing stage plays a pivotal role in CO2 emissions from liner shipping, accounting for 94.70% of CO2 emissions. Among four types of fuel, CO2 emissions from liner shipping using MGO is the largest, while CO2 emissions from liner shipping using methanol is the smallest. Methanol, as an alternative fuel, proves to be a better choice than LNG for CO2 control of liner shipping. The relationship between sailing speed and CO2 emissions follows a U-shaped curve for the selected containership. Notably, speed reduction is effective in carbon control of liner shipping only when the sailing speed exceeds 8.29 knots. Under the EU ETS, sailing speed is a key variable affecting the total cost of liner shipping. Speed reduction may not always be cost-effective. When keeping the total cost of liner shipping unchanged, sailing speed should be reduced as the EU allowance (EUA) price rises within a certain range. For the selected containership using MGO and HFO, the most economical sailing speed is 8.29 knots, corresponding to the increase in EUA price of 304.95% and 261.21%, respectively. If EUA price continues to rise, speed reduction will become ineffective in controlling the total cost of liner shipping. This model can enhance the environmental and economic benefits of liner companies, meet compliance requirements of the EU ETS, and provide a new perspective for carbon and cost control of liner shipping.

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