Abstract
For Europe, transport for centuries been a catalyst of economic development. It facilitates commercial exchange among European Union (EU) Member States and much of the rest of the world. Maritime transport forms the main axis of international exchange, carrying approximately 90 % of total traded tonnage. In doing so, it pays the price of being responsible for 2.5 % of worldwide greenhouse gas emissions. The efforts to reduce the negative environmental impact of transport activity are centered on better modal integration of the common transport system, sustainability, green technologies in the transport sector, resource efficiency, and carbon emissions reduction. The International Maritime Organization has tasked its members to achieve a 70 % reduction in CO2 emissions by 2050 or, if possible, to eliminate them altogether. From a business end, it is possible to apply a variety of technologies to ensure zero-emissions or, at the least, a dramatic reduction of emissions in shipping. The aim of this paper is to evaluate the strategic approach to the decarbonization process based on EU strategic documents and low-emission and zero-emission technologies, used and developed, in maritime transport. An estimation of external costs incurred by maritime transport will allow for the assessment of benefits resulting from the application of technologies and alternative fuels proposed in the solutions. On the basis of the obtained results from external cost valuation, it will be possible to estimate the potential for decarbonization in maritime transport.
Highlights
A certain number of important environmental precedents have been recorded over the last two decades; the vast majority of them are far from positive (Hebbert and Jankovic, 2013; Dewan et al, 2018; Rony et al, 2019)
Focusing primarily on the regulations and documents relating to shipping emissions, it is established, the advancement of sustainable development of maritime transport correlates with CO2 emissions
If the amount of CO2 emissions is considered the direct product of fuel consumption and, by extension, the type of technology and engine used in a ship, the pertinent regulations refer to energy efficiency of ship engines (Bijlsma, 2008; Yuan et al, 2017)
Summary
A certain number of important environmental precedents have been recorded over the last two decades; the vast majority of them are far from positive (Hebbert and Jankovic, 2013; Dewan et al, 2018; Rony et al, 2019). In 2016, according to the World Economic Forum (WEF), it was the first year in which an environmental danger, the failure to mitigate and adapt to climate change, ranked above weapons of mass destruction, water shortage, and energy resource prices (WEF, 2018). State parties to the Paris Agreement committed to reducing their greenhouse gas (GHG) emissions, with the aim of limiting global warming to well-below 2◦C above pre-industrial levels, and to pursue efforts to keeping the increase down to 1.5◦C (Karmalkar and Bradley, 2017; Nikulin et al, 2018). Despite international shipping being excluded from the Paris Agreement, the International Maritime Organization (IMO) is developing its own strategy to reduce ship-derived GHGs. The IMO argues a need for common activities and efforts to mitigate environmental burdens, as set out by its MEPC.304(72) Resolution, 13 April 2018, three sustainability-oriented goals for the entire
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