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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.

For decades, the shipping sector has been incorporated into the global decarbonization process. At present, global shipping - as a whole - aims to reduce its emission levels by 40 % by 2030 in relation to the 2008 level. In reducing greenhouse gas emissions, regulations such as the MARPOL 73/78 Convention and Energy Efficiency Design Index as well as other monitoring and managing schemes already in operation (e.g., Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator) play a crucial role in measuring fuel consumption and ship engine emission output. Energy Efficiency Existing Ship Index (EEXI) is another measure, projected to be ratified in 2023, in-line with decarbonization targets in which the International Maritime Organization has planned a 70 % reduction in emissions level by 2050 using the same 2008 baseline. For this to happen, ship speed may need to be reduced, a decrease of fleet capacity may also need to be considered, and new ships may need to replace older ones already in service. The costs of implementing these types of reforms are obviously significant to the sector. Such change will augment the overall shipping overhead, effecting subsequent transportation and consumer costs. This paper aims to specify the scale of the expected costs of implementing EEXI globally. The current maritime fleet has been analyzed in terms of energy demand, deadweight tonnage, and expected CO2 emission reduction marginal abatement costs (MAC). Two pathways to achieve the desired EEXI values are presented, including the most common and available technologies to reduce demand. These technologies are subjected to MAC valuation and presented quantitatively for the world fleet. The research also investigates alternative fuel options in regard to lessening the CO2 impact, developing wind support systems, and avoiding conventional advancements to ships (e.g., upgrading the propeller or the propulsion system). At length, the target of the work is t

CO2 targets should cover shipping emissions-adviser.

ICS says it is "confident" of a 50% CO2 reduction from shipping by 2050 despite the growth of maritime trade, ahead of the Paris UN Climate Change Conference in December.

MAERSK joins 'Trident Alliance' in bid to slash CO2.

CMA CGM, the world's third largest shipping line, has announced a 50% improvement in its CO2 performance for its owned fleet. Thanks to an efficient environmental policy, this success was accomplished in 10 years, with a carbon emission reduction of 50%.

CMA CGM, the world's third largest shipping line, has announced a 50% improvement in its CO2 performance for its owned fleet. Thanks to an efficient environmental policy, this success was accomplished in 10 years, with a carbon emission reduction of 50%.

Rotterdam Port To Achieve Dutch CO2 Target.

Dutch multinationals demand more transparent CO2 reporting per container.

Big Ships Account for 80 Percent of Shipping's CO2.

MAERSK urges shipping industry to ramp up efforts to cut CO2 emissions.

Maritime engineers have trained an energy shipping app to save over a quarter of a million tonnes of CO2 emissions by applying machine learning to its predictive system.

What CO2 savings are potentially attainable through path optimization? How much can ferries' carbon intensity be decreased? What is the role of waves and currents? A new study led by the CMCC Foundation shows how the future least-CO2 ferry routes could look like.

What CO2 savings are potentially attainable through a better choice of the ship's route? What is the role of waves and currents in an optimal route? The new web tool GUTTA-VISIR for ferry eco-routes shows how least-CO2 ferry routes could reduce the environmental footprint of the maritime transport in the Adriatic Sea.

Since the industrial revolution the ocean has become noisier. The global increase in shipping is one of the main contributors to this. In some regions, shipping contributed to an increase in ambient noise of several decibels, especially at low frequencies (10 to 100 Hz). Such an increase can have a substantial negative impact on fish, invertebrates, marine mammals and birds interfering with key life functions (e.g. foraging, mating, resting, etc.). Consequently, engineers are investigating ways to reduce the noise emitted by vessels when designing new ships. At the same time, since the industrial revolution (starting around 1760) greenhouse gas emissions have increased the atmospheric carbon dioxide fraction x(CO2) by more than 100 μmol mol-1. The ocean uptake of approximately one third of the emitted CO2 decreased the average global surface ocean pH from 8.21 to 8.10. This decrease is modifying sound propagation, especially sound absorption at the frequencies affected by shipping noise lower than 10 kHz, making the future ocean potentially noisier. There are also other climate change effects that may influence sound propagation. Sea surface warming might alter the depth of the deep sound speed channel, ice melting could locally decrease salinity and more frequent storms and higher wind speed alter the depth of the thermocline. In particular, modification of the sound speed profile can lead to the appearance of new ducts making specific depths noisier. In addition, ice melting and the increase in seawater temperature will open new shipping routes at the poles increasing anthropogenic noise in these regions. This review aims to discuss parameters that might change in the coming decades, focusing on the contribution of shipping, climate change and economic and technical developments to the future underwater soundscape in the ocean. Examples are given, contrasting the open ocean and the shallow seas. Apart from the changes in sound propagation, this review will also d

While CMA CGM has already reduced CO2 emissions by 35% since 2005, the Group continues to pursue actions taken to minimise the impact of its activities on the environment.

Shipping faces demands to cut CO2.

Port Of Amsterdam Reduces CO2 Footprint By 25%.

CMA-CGM Reduces 4% CO2 Emissions In 2016.

EU Intensify China Cooperation For IMO CO2 Strategy.

European Shipowners Welcome CO2 Emissions Trading.