Tonnes CO per ship
% of world eet emissions
Tonnes CO per dwt-ship
TANKERS 909 vessels above 200 DWT 680 vessels from 120k - 200k DWT 1 , 164 vessels from 80k - 120k DWT 766 vessels from 45k - 80k DWT BULKERS 341 vessels above 210k DWT 2 , 251 vessels from 85k - 210k DWT 4 , 218 vessels from 60k - 85k DWT 2 , 771 vessels from 40k - 60k DWT
CONTAINERSHIPS 508 vessels above14 , 000 TEU
396 vessels from 10 , 000 - 14 , 000 TEU 1 , 136 vessels from 5000 - 10 , 000 TEU 1 , 785 vessels from 2 , 000 - 5 , 000 TEU
0 1 2 3 4 5 6 7 8 0 0.10.20.30.4 0.50.6 0.70.8
Figure 4 Annual emissions from different segments
It can, therefore, be difficult for the maritime sector to secure reliable, long-term agreements for CO₂ storage from many different ships, compared to the simpler process of arranging storage for just a few large industrial emitters. Offloading and storage capability also need to be matched by the ability of shipowners to install OCCS technologies with sufficient capacity on board their vessels. Analysing the capability of the largest containerships, tankers, and bulkers in the global fleet, the Maritime Forecast to 2050 finds that many of these vessels could technically “ There is no single technology or fuel that fits all vessel types, trades, and routes. Instead, the industry is moving toward a portfolio approach, combining operational efficiency, flexible fuel strategies, and emerging technologies ” capture significant amounts, or potentially all, of the CO 2 emissions using tank sizes comparable to existing LNG systems. Assuming that sufficient port offloading infrastructure is developed and made available to these vessels, the report estimates that OCCS can contribute to reducing the emissions from the largest bulkers, tankers, and container ships in the global fleet by 19%, translating to an overall reduction of around 9%. Although this is still very early days for OCCS, the potential is clear, and early pilots
are already demonstrating technical viability and commercial potential. It is not seen as a panacea, but OCCS can offer a practical solution for segments and routes, particularly where low-GHG fuels are not yet available at scale. Focusing on the largest vessels While low-GHG fuels, energy efficiency measures, and OCCS can all contribute significant emissions reductions to the global fleet, the Maritime Forecast to 2050 report emphasises how this can be accelerated if the largest emitters take early and decisive action. Together, 54% of tank-to-wake GHG emissions from the global fleet come from just three ship segments: bulkers of 40,000+ deadweight tonnage (DWT), tankers of 45,000+ DWT, and containerships of 2,000+ twenty-foot equivalent unit (TEU) capacity. These vessels have relatively uniform designs, powerful main engines, and are numerous, thus contributing substantially to GHG emissions from shipping. Containerships and large bulk carriers are the main sources of shipping emissions, with mid- size containerships (5,000-10,000 TEU) and bulkers (60,000-85,000 DWT) responsible for the largest shares (see Figure 4 ). While only a small percentage of these vessels currently use alternative fuels, this is expected to rise sharply, especially among new containerships, where more than three-quarters on order are designed for alternative-fuel use. Tankers and bulkers are seeing slower progress, but their adoption rates are also set to increase with newbuilds.
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