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European Commission releases first report on CO2 emissions from maritime transport

‘The transparency and the granularity of the reported data is key to addressing market barriers and stimulating the uptake of energy-efficient technologies,’ said the EC.
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The European Commission (EC), the executive branch of the European Union, on Monday (25 May) published its  first annual report on carbon dioxide (CO2) emissions from maritime transport. 

The report analyses the CO2 emissions and energy efficiency information of all the ships over 5,000 gross tonnage, which performed maritime transport activities related to the European Economic Area (EEA) in 2018, it said.

Emissions reported by 11,600 ships have added up to over 138 million tonnes of CO2 emissions in that year, representing 3.7% of total EU CO2 emissions according to the European Environment Agency’s greenhouse gas emissions data.

The Commission noted this  annual report is based on data from emissions in 2018, reported by companies until September 2019 under the EU Regulation on monitoring, reporting and verification (MRV) of CO2 emissions from maritime transport. 

The report shows that around two-thirds of the reported CO2 emissions are related to voyages to or from a port outside the EEA. 

Voyages inside the EEA represented only 32% of total CO2 emissions, and emissions from ships in EEA ports stood for 6% of total emissions. 

When comparing CO2 emissions across different ship types, container ships represented the largest share of total emissions, with over 30%, explained the EC. 

Most of the monitored fleet already meets the global energy efficiency standards applicable over the period 2020-2025.

In terms of operational energy efficiency, the EC notes that a vast majority of ships have reduced their speed compared to 2008 (by -15 to -20%). Cruising at lower speeds saves energy and fuel, and can significantly reduce CO2 emissions.

Since 2018, the EU Regulation on monitoring, reporting and verification of CO2 emissions from maritime transport (Regulation (EU) 2015/757) requires shipping companies to monitor their CO2 emissions, fuel consumption and other relevant information during navigation to or from ports in the EEA, when they transport cargo or passengers for commercial reasons.

The 11,600 ships monitored under the EU legislation represent 38% of the world merchant fleet (above 5,000 gross tonnage) and cover a large variety of ships from roll-on/roll-off passenger ships to bulk carriers, tankers and container ships. 

They are relatively young (11 years old on average), but there are large age disparities between ship types.

CO2 emissions data and energy efficiency information of all individual ships are publicly available on THETIS-MRV, the web-based database developed by the Commission and the European Maritime Safety Agency (EMSA). 

“The transparency of the system and the granularity of the reported data is key to addressing market barriers and stimulating the uptake of energy-efficient behaviours and technologies,” said the EC.

The report also includes a section on fleet ownership distribution in the region.

It reports that more than half of the monitored fleet (in terms of gross tonnage) is owned by entities based in the EU. 

It should be noted that these owners are not necessarily the MRV companies or the ones operating the ships. 

The report shows that Greek companies own the largest share of the monitored fleet in terms of gross tonnage (20%), followed by companies from Japan (9%), Germany (8%) and Singapore (7%). Owners from Norway, Denmark and China each represent 5% of all monitored ships.

Looking at the two largest EU owners, Greek companies predominantly own bulk carriers (more than 50%) and oil tankers (around 25%). In contrast, German companies mostly own container ships and general cargo ships. 

For comparison, EU companies own a significantly smaller share of the world fleet with 39% of the total gross tonnage, while owners from countries such as China, Singapore or Japan have significant shares. 

However, EU companies still own the largest single share of the world fleet. Greek owners represent 16% of the world fleet, meaning that a significant share of their ships is not included in the monitored fleet.

A full copy of the report is available for download here.


Photo credit: Sara-kurfess
Published: 26 May, 2020

 

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Biofuel

BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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Biofuel

NYK starts one-year B100 bio bunker fuel trial on car carrier

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices.
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NYK starts one-year B100 bio bunker fuel trial on car carrier

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions. 

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said. 

 

Photo credit: NYK
Published: 3 June, 2026

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Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

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June 3, 2026

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VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes. 

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

 

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

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