Bronte Wells
The international shipping industry is a significant contributor to global carbon dioxide (CO2) emissions, with the use of low-grade bunker fuel by cargo ships emitting up to 2,000 times more sulfur than diesel fuel used in automobiles. The recent growth in global trade has led to the emergence of supersized container ships that consume fuel by the ton per hour, and shipping now accounts for 90% of global trade by volume. These super-ships, including oil tankers, have been criticized for operating under outdated pollution standards, with their emissions linked to thousands of deaths and the worsening of air quality. While some solutions, such as alternative power sources and fuel efficiency improvements, have been proposed, the implementation of these technologies remains voluntary and costly.
| Characteristics | Values |
|---|---|
| Number of super tankers in the world | 50 |
| Number of cars a super tanker equals in terms of pollution | 50 million |
| Total number of cars in the world | 760 million |
| Number of super tankers that equal the total number of cars in the world in terms of pollution | 15-16 |
| Fuel used by super tankers | Low-grade bunker fuel |
| Sulfur content in bunker fuel | 2,000 times more than diesel fuel |
| Sulfur content in super tankers' fuel | 2.5% on average |
| Sulfur content in super tankers' fuel (rarely) | 4.5% |
| Carbon dioxide emissions by international shipping | 2.1% of global emissions |
| Carbon dioxide emissions by Germany | 1.9% of global emissions |
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What You'll Learn
Super tankers emit cancer and asthma-causing pollutants
Shipping is the biggest transport polluter in the world. The world's 90,000 cargo ships burn approximately 370 million tons of fuel per year, emitting 20 million tons of Sulphur Oxides (SOx). This equates to 260 times more SOx emitted by ships than by the world's entire car fleet.
A single large container ship can emit cancer and asthma-causing pollutants equivalent to that of 50 million cars in a year. This is due to the low-grade bunker fuel used by these ships, which contains up to 2,000 times the amount of sulfur compared to diesel fuel used in automobiles. Shipping is responsible for 18-30% of all the world's nitrogen oxide (NOx) pollution and 9% of global SOx pollution.
The health risks of shipping pollution have been underestimated. A study by the Danish government's environmental agency found that shipping emissions cost the Danish health service £5 billion a year, primarily treating cancers and heart problems. Another study estimated that 1,000 Danish people die prematurely each year due to shipping pollution. More than 400,000 people worldwide suffer premature death from lung cancer or cardiopulmonary disease caused by maritime industry pollution. Each year, more than 14 million cases of childhood asthma are attributed to shipping.
Nuclear marine propulsion has been in use for over 50 years, with around 150 ships utilizing nuclear propulsion, most of them submarines. Nuclear-powered ships can operate for up to 20 years without refueling. However, the shipping industry has been slow to adopt alternative power sources such as nuclear power, and regulations to reduce fuel burning are often voluntary and underutilized.
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Bunker fuel used by cargo ships contains high levels of sulfur
Bunker fuel, a type of heavy fuel oil used to power ship engines, is produced through the refining of crude oil. It contains high levels of sulphur—up to 2,000 times the amount of sulphur compared to diesel fuel used in automobiles. When burned, it releases sulphur dioxide into the air, which is an air pollutant that can cause respiratory problems and other health issues in humans.
Cargo ships are significant sources of air pollution globally, and their fuel oil is largely responsible. "Bunker" fuel is pitch black and thick as molasses, and loaded with sulphur. When burned, it produces noxious gases and fine particles that can harm human health and the environment, especially along highly trafficked areas.
The International Maritime Organization (IMO) has acknowledged the issue and implemented new regulations under MARPOL Annex VI, limiting the sulphur content of bunker fuel to 0.50% m/m (mass by mass). These regulations have had a significant impact on the shipping industry, particularly in terms of the cost of low-sulphur bunker fuel, which is more expensive to produce than high-sulphur fuel. Despite the challenges, several carriers have proactively complied with the new regulations by installing scrubbers, which remove sulphur from exhaust fumes, or by investing in alternative fuels such as liquefied natural gas (LNG) or biofuels.
The positive effects of these changes are expected to improve air quality and reduce greenhouse gas emissions, benefiting both ecosystems and people living near ports and coastlines. The IMO has set an ambitious goal of cutting greenhouse gas emissions from the shipping industry by 50% by 2050, relative to 2008 levels.
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Shipping industry produces carbon dioxide emissions
The shipping industry is a significant contributor to global carbon dioxide emissions. In 2022, international shipping accounted for about 3% of the world's greenhouse gas emissions, making it the second-largest contributor to global carbon pollution. The combustion of heavy fuel oil (HFO) and marine gas oil, which are commonly used in the industry, releases harmful gases such as carbon dioxide (CO2), methane (CH4), and nitrous oxide (N2O). These emissions contribute to climate change and pose environmental and health risks.
The carbon footprint of the shipping sector is expected to surge by up to 250% by 2050 if proactive measures are not implemented. To address this issue, the International Maritime Organization (IMO) has set ambitious targets for reducing emissions. The IMO's GHG strategy includes a range of initiatives, such as harnessing renewable energy sources and enhancing the sustainability of the industry. The organization has adopted carbon intensity standards and well-to-wake measurements to regulate emissions more effectively.
One effective method to reduce emissions is slow steaming, which involves lowering the operational speed of ships. This approach has been proven to reduce CO2 emissions and other greenhouse gases without incurring additional costs. Additionally, alternative fuels, such as liquid natural gas (LNG), are being considered as potential replacements for conventional heavy fuel oils.
Various industry players have also come together to promote shipping decarbonization strategies. Initiatives like Cargo Owners for Zero Emission Vessels (CoZEV) and the Getting to Zero Coalition aim to accelerate the adoption of zero-carbon ocean freight transport and commercially viable deep-sea zero-emission vessels. Legislative efforts, such as the Clean Shipping Act of 2022 in the United States, further emphasize the importance of setting carbon intensity standards for marine vessel fuels.
The shipping industry's transition towards decarbonization is crucial to mitigate its environmental impact and contribute to global efforts in addressing climate change. By implementing a combination of regulatory measures, technological advancements, and collaborative initiatives, the industry can play a significant role in reducing carbon dioxide emissions and creating a more sustainable future for global trade.
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Alternative power sources for tankers
The shipping industry is under increasing pressure to reduce its environmental impact. The UN's International Maritime Organisation (IMO) has committed to cutting the industry's greenhouse gas emissions by 50% from 2008 levels by 2050, with a cross-industry coalition pushing for net-zero emissions by 2030. With over 50,000 ships sailing the world's oceans, the race is on to find alternative power sources for tankers and other vessels.
One option is to use alternative power sources while ships are in port. When the onshore grid is powered by renewable energy sources, such as solar, wind, or water, the ship generates no emissions while docked. This is known as Alternative Marine Power (AMP) or cold ironing and can also eliminate noise from onboard engines. Wärtsilä offers built-in shore-side and deck-mounted containerised systems for a range of vessel types, including tankers.
Another option is to use wind energy to power ships. While fossil fuels have been the dominant propulsion system for ships for the past 200 years, wind energy powered the world's fleet for centuries before that. Modern wind-assisted propulsion systems, such as Flettner rotors and wing sails, can utilise wind thrust to reduce vessel fuel consumption and engine power requirements. Norsepower and Magnuss are innovators in this space, with Magnuss developing a retractable Flettner rotor that retracts into the deck when the ship is in port, making it easier to load and unload cargo.
Electric propulsion is another alternative power source for tankers. While this has traditionally taken the form of diesel generators powering an electric drive train, it is theoretically possible to power a ship with no emissions if the diesel generator is replaced by a large enough battery pack. Lithium batteries, in particular, offer high energy density, faster charging, low self-discharging, and lightweight construction. Maersk is installing a 600kwh battery housed inside a 40-foot container on one of its ships, while Dutch startup Skoon offers containerised large battery packs as a sustainable alternative to diesel generators. However, to truly eliminate emissions, the batteries would need to be charged by renewable power sources onshore.
Other alternative power sources for tankers include hybrid electric power systems, which utilise multiple sources of power, both non-traditional (e.g. batteries, supercapacitors, fuel cells) and traditional (e.g. internal combustion engine generator sets). Supercapacitors, or electrochemical capacitors, offer high-power density, fast charging and discharging, and a wider operating temperature range compared to other electric energy storage devices. Fuel cells can also provide increased energy efficiency, low to zero emissions, and reduced noise levels by converting chemical energy from a fuel into electricity through an electrochemical reaction with oxygen or another oxidizing agent. Finally, solar power can be used for auxiliary power generation on marine and offshore vessels, providing a low-carbon and inexpensive way to harness renewable energy.
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Efforts to reduce carbon emissions from ships
The maritime industry is a major contributor to global carbon emissions, accounting for about 2.8% of all global greenhouse gas emissions. The sector is characterised by its rapid growth, dependence on carbon-intensive bunkers, and sheer size, with over 80% of global merchandise trade by volume transported by sea.
The International Maritime Organization (IMO) has developed strategies to reduce carbon emissions from ships, with the most recent being the 2023 IMO Strategy on Reduction of GHG Emissions from Ships. This strategy sets clear targets and actions to decarbonise international shipping, aiming for net-zero GHG emissions by or around 2050. The strategy includes indicative checkpoints for international shipping to reach a net-zero target of 20% by 2030 and 70% by 2040, compared to 2008 levels.
To achieve these targets, the IMO has implemented short-term measures such as the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII), which came into force on 1 January 2023. These measures aim to improve ship energy efficiency and reduce carbon intensity by at least 40% by 2030. Ships are rated from A to E based on their energy efficiency, with ships using low-carbon fuel receiving a higher rating.
The IMO also acknowledges the importance of alternative fuels and energy sources, such as electric and hybrid power, hydrogen, and other fuel types. The organisation is working with the industry to improve energy efficiency and reduce emissions through operational measures. For example, just-in-time ship operations could significantly reduce emissions by cutting down on the time ships spend waiting outside ports with their engines running.
In addition to the IMO's efforts, there is a growing focus on technological developments to reduce the environmental impact of the maritime sector. This includes increasing the efficiency of ship engines and propellers, as well as implementing on-board energy sources and renewable energy alternatives. Other methods of operational efficiency, such as speed reduction, proper maintenance of ship hulls, and better voyage planning, are also crucial in reducing energy consumption and carbon emissions.
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Frequently asked questions
Supertankers are a major source of pollution, emitting cancer and asthma-causing pollutants. The low-grade bunker fuel used by cargo ships contains up to 2,000 times the amount of sulphur compared to diesel fuel. According to the Guardian, a single large container ship can emit pollutants equivalent to 50 million cars in a year.
In 2009, Dr. James Corbett, a professor of marine policy at the University of Delaware, compared the sulphur dioxide produced by a container ship burning bunker fuel with that of a car burning regular fuel. He concluded that 15 of the world's largest container ships produced as much sulphur pollution as all the world's 760 million cars. However, this comparison only considered sulphur pollution and not other pollutants like carbon dioxide.
The UN's International Maritime Organization (IMO) has reported that a 10% reduction in fuel burning is possible on existing ships, and a 30-40% reduction is achievable for new ships with the use of alternative technologies. While regulations are largely voluntary, there is a push towards cleaner fuel and alternative power sources like nuclear propulsion to reduce emissions from supertankers.
