Monitoring the Carbon Footprint of Dry Bulk Shipping in the EU: An Early Assessment of the MRV Regulation

Panagakos, George; Pessôa, Thiago de Sousa; Dessypris, Nick; Barfod, Michael Bruhn; Psaraftis, Harilaos N.

doi:10.3390/su11185133

Cited by 34 publications

(13 citation statements)

References 11 publications

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“…In line with some of the literature on transparency (i.e. Mol, 2010;Gupta and Mason 2014, Bullock 2014, Gardner et al 2019, we have found that GHG data collection through the MRV is unlikely to lead to substantial fuel savings per se (see also Psaraftis and Woodall, 2019;Lonsdale et al, 2019;and Panagakos 2019). The MRV aims at both disclosure-and education-based transparency as it focuses on both informing the public and value chain actors and on educating shipowners and managers in an attempt to reduce fuel consumption.…”

Section: Discussionsupporting

confidence: 88%

The Potential and Limits of Environmental Disclosure Regulation: A Global Value Chain Perspective Applied to Tanker Shipping

Poulsen¹,

Ponte²,

Leeuwen³

et al. 2021

Global Environmental Politics

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Exploring how transnational environmental governance and the operation of global value chains (GVCs) intersect is key in explaining the circumstances under which mandatory disclosure can improve the environmental footprint of business operations. We investigate how the governance dynamics of the tanker shipping value chain (a major emitter of greenhouse gases) limits the effectiveness of the European Union (EU) monitoring, reporting, and verification (MRV) regulation, which mandates the disclosure of greenhouse gas emissions for ships calling at EU ports. Although MRV seeks to help shipowners and ship managers save fuel and reduce emissions, it does not address the complexity of power relations along the tanker shipping value chain and currently cannot disentangle how different actors influence the design, operational, commercial, and ocean/weather factors that together determine fuel consumption. In particular, the EU MRV neglects to reflect on how oil majors exert their power and impose their commercial priorities on other actors, and thus co-determine fuel use levels. We conclude that, in its current form, the EU MRV is unlikely to lead to significant environmental upgrading in tanker shipping. More generally, we argue that regulators seeking to facilitate environmental upgrading need to expand their focus beyond the unwanted behaviors of producers of goods and providers of services to also address the incentive structures and demands placed on them by global buyers.

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Section: Discussionsupporting

confidence: 88%

The Potential and Limits of Environmental Disclosure Regulation: A Global Value Chain Perspective Applied to Tanker Shipping

Poulsen¹,

Ponte²,

Leeuwen³

et al. 2021

Global Environmental Politics

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“…Table 1. Some CIIs after [2,7,8]. Proxy of transport work τ(L, x C ) and its argument x C are also provided.…”

Section: Introductionmentioning

confidence: 99%

Towards Least-CO2 Ferry Routes in the Adriatic Sea

Mannarini

Carelli

Orović

et al. 2021

JMSE

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Carbon intensity of ship emissions is a cornerstone of contemporary regulatory actions, with measurable targets of reduction being enforced in the coming decade. Short term measures to achieve them include voyage optimization. Therefore, the VISIR ship routing model was upgraded for computing least-CO2 routes depending on ocean analysis products related to waves and sea currents. The speed loss in waves and the CO2 emission rate of a medium size Ro-Pax ship were obtained from a coupled command-bridge engine-room simulator. The geographical and topological features of least-CO2 routes resulting from VISIR were characterised by means of various types of isolines. A case study in the Adriatic Sea leads to bundles of optimal routes with significant spatial diversions even on short-sea routes. The carbon intensity savings were compared to the CO2 savings, highlighting also their dependence on both route lengthening and fractional engine load. For a case study in winter, carbon intensity reductions up to 11% were computed with respect to least-distance routes between the same couple of ports of call. This is promising, as a reduction of this magnitude represents a significant amount of the carbon intensity curbing target required at International level.

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“…Although the calculation of the EEOI is considered as the primary monitoring tool-as per the 2016 Guidelines for the development of a Ship Energy Efficiency Management Plant (SEEMP)-EEOI-related data are not reported to the IMO and could be difficult to verify. Various other reservations are also reported on the reliability of EEOI as an operational index (see [25,37,38] among others). By contrast, the deadweight of a vessel is known and is reported along with the data collected as per IMO's DCS.…”

Section: Discussionmentioning

confidence: 99%

Decarbonization of Maritime Transport: Is There Light at the End of the Tunnel?

Psaraftis

Kontovas

2020

Sustainability

Self Cite

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The purpose of this paper is to assess the status and prospects of the decarbonization of maritime transport. Already more than two years have passed since the landmark decision of the International Maritime Organization (IMO) in April 2018, which entailed ambitious targets to reduce greenhouse gas (GHG) emissions from ships. The paper attempts to address the following three questions: (a) where do we stand with respect to GHG emissions from ships, (b) how is the Initial IMO Strategy progressing, and (c) what should be done to move ahead? To that effect, our methodology includes commenting on some of the key issues addressed by the recently released 4th IMO GHG study, assessing progress at the IMO since 2018, and finally identifying other issues that we consider relevant and important as regards maritime GHG emissions, such as for instance the role of the European Green Deal and how this may interact with the IMO process. Even though the approach of the paper is to a significant extent qualitative, some key quantitative and modelling aspects are considered as well. On the basis of our analysis, our main conjecture is that there is not yet light at the end of the tunnel with respect to decarbonizing maritime transport.

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Monitoring the Carbon Footprint of Dry Bulk Shipping in the EU: An Early Assessment of the MRV Regulation

Cited by 34 publications

References 11 publications

The Potential and Limits of Environmental Disclosure Regulation: A Global Value Chain Perspective Applied to Tanker Shipping

The Potential and Limits of Environmental Disclosure Regulation: A Global Value Chain Perspective Applied to Tanker Shipping

Towards Least-CO2 Ferry Routes in the Adriatic Sea

Decarbonization of Maritime Transport: Is There Light at the End of the Tunnel?

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