Low Carbon Shipping - A Systems Approach

Lead Research Organisation: University of Hull
Department Name: Geography, Environment and Earth Science

Abstract

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Publications

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David Gibbs (Author) (2012) Ports as drivers for a sustainable maritime sector

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Gibbs D (2014) The role of sea ports in end-to-end maritime transport chain emissions in Energy Policy

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John Mangan (Author) (2011) Mapping end-to-end maritime container freight flows

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John Mangan (Author) (2011) Logistics and Low Carbon Shipping

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John Mangan (Author) (2010) Logistics considerations in a systems approach to low carbon shipping

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Patrick Rigot-Muller (Author) (2011) Logistics and Low Carbon Shipping

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Rigot-Muller P (2013) Optimising end-to-end maritime supply chains: a carbon footprint perspective in The International Journal of Logistics Management

 
Description A key part of the project involved investigating the possible role of ports to mitigate greenhouse gas emissions in the maritime sector. The analysis is UK-centric and uses the baseline years of 2007 (for ship emissions at berth) and 2008 (other emissions). Data and information on actions taken by ports to reduce their greenhouse gas emissions were collated and analysed. This information was collected for the main UK ports, both through their own published and online reports and/or via interviews. The analysis reveals that while only a few port owners measure and report their carbon emissions (ABP, Felixstowe, Dover, Aberdeen, Poole), these ports represent 32% of the tonnage of UK port activity. We then analysed the emissions generated by ships calling at those ports, using a method based on Department of Transport (DfT) Maritime Statistics data. This indicates that emissions generated by ships during their voyages between ports are of a far greater magnitude than those generated by the ports themselves. Based on our analysis of operations at five major UK port companies, it has been demonstrated that emissions from shipping at berth (1,839 MTCO2 in 2007) are comparable to those from ports' own operations (174KTCO2 in 2008 for ports companies representing 32% of UK tonnage). Moreover, shipping emissions associated with the cargo handled at those ports (approximately 10 MTCO2) is far more important than the ones generated by port operations. This evidence suggests that UK ports should include in their carbon footprint analysis the emissions from ships, probably as a 'scope 3' emission. While reducing ports' own emissions is worthwhile, the results suggest that ports might have more impact through focusing their efforts on reducing emissions from shipping. Finally, this part of the project investigated possible options for ports to support and drive change in the maritime sector.



A second part of the project involved in developing optimisation methods for minimising total logistics related carbon emissions for end-to-end supply chain distribution systems. Appropriate tools for calculating the carbon emissions for the maritime leg of global supply chains have been developed in this research. The research findings are based on real life global supply chains data from two different cases. One case focuses on end-to-end analysis, with mainly inbound flows and local UK distribution and the other case focuses on outbound distribution flows from the UK to worldwide destinations. The analysis of the first case demonstrates that end-to-end logistics carbon emissions can be reduced by 16% to 21% through direct delivery to the UK as opposed to delivery via Antwerp. Value Stream Mapping came out to be a flexible tool that can be adapted to measure and analyse CO2 emissions with different calculation methods. The analysis of the second case shows that deliveries to southern Europe have the highest potential of reduction though deliveries by sea. Both cases show that for distant overseas destinations, the maritime leg represents the major contributor to CO2 emissions in the end-to-end supply chain.



Third part of the project involved developing an assessment method to evaluate carbon emissions of the UK international seaborne traffic from 2000 to 2010. We used 11-year of traffic data from DfT and assessed the corresponding shipping emissions, using emission factors provided by the the IMO. This analysis covered liquid bulk, dry bulk, containers and general cargo traffic, for inwards and outwards directions. The result shows a total of 22.6 MT CO2, in 2010 (14.7 MT for inwards flows and 7.9 MT for outwards flows), compared to 19.7 MT in 2000. Container cargo is the category with the largest contribution, 9.3 MT out of 22.6 MT in 2010. Most of the analysis in the domain of low carbon shipping research has adopted top-down and/or bottom-up approaches. The top-down approach considers macro / global data, freight flows and trends, while the bottom-up approach seeks to aggregate up from the micro level of individual shipping activity. The analysis we used primarily utilised the latter bottom-up approach, but based on traffic and trade statistics, rather than an aggregation of vessels; in addition we introduced a third dimension to the analysis of low carbon shipping, viz an end-to-end analysis of supply chains which comprise many individual transport activities and decisions. Combining an understanding of supply chains and micro level shipping activity gives a rich insight into shipping activity and how its externalities can be mitigated. The analysis involved a detailed mapping of UK international trade and traffic, split into 80 SITC classes and 11 transport classes. Some interesting patterns could be identified. Firstly, the association of some SITC categories with DfT commodities appeared to be pertinent with good correlation levels, and a reasonable assumption of international transhipments levels could be provided for most important flows. The results obtained for unitised products were in line with expectations, suggesting that the previous SITC association with DfT statistics had some consistency. Also, we were able to see, for some commodities, the modal competition with other transport modes for short distances. Data uncertainty was a limitation to identify all transhipments, and also for most transhipped flows, the exact final origin and destination. Detailed assignments for each final origin and destination of transhipped flows are not possible using this approach without some level of speculation.
Exploitation Route The research has considerable potential for use in non-academic contexts, primarily by the ports and logistics sector as well as the maritime sector more widely. The ports analysis outlines that although ports themselves are a relatively small source of carbon emissions in the shipping industry, they have the potential to encourage reduced emissions in other parts of the sector, especially for ships themselves through a mix of measures including virtual arrival, on-shore power supply and reduced fees for green shipping. The end-to-end analysis has potential use by shippers as it allows them to calcuate the different levels of carbon emissions associated with different routes and modes of transport. As outlined in the section on potential use in a non-academic context, the research has potential to be used by the private sector in the logistics & maritime industry and by shippers. Research results have been communicated to a number of representative bodies covering the ports, logistics and transport sectors, while the end-to-end analysis involved close working with industry case study partners.
Sectors Aerospace, Defence and Marine,Education,Energy,Environment,Retail,Transport
URL http://www.lowcarbonshipping.co.uk
 
Description Transitioning to low carbon trade in SE Asia (Bid to FCO SE Asia Prosperity Fund) 
Organisation Foreign Commonwealth and Development Office (FCDO)
Country United Kingdom 
Sector Public 
PI Contribution The project will provide the evidence base and incentives to catalyse the large-scale deployment of energy efficiency initiatives across the shipping industry in Southeast Asia. Close collaboration with local port authorities and pre-eminent research institutions will help drive policy change in the region and integrate Southeast Asia into the emerging international framework for low carbon trade.