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Summary of the European Commission THETIS 2018 MRV Report

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Following the reporting of 2018 MRV data via THETIS MRV, the European Commission published an extensive report dealing with CO2 emission for the Maritime Transport. The key elements of this report have been summarized below and a link is also provided to download the full document.

The role of the shipping sector for the economy

Maritime transport plays an essential role in the EU economy and world as well. It transports 75% of EU's external trade, 36% of intra-EU trade flows and more than 400 million passengers each year at EU ports. By targeting ships above 5,000 gross tonnage, the EU MRV shipping Regulation covers around 90% of all CO2 emissions, whilst only including around 55% of all ships calling into EEA ports.

Considering that ships can be used for 25 to 30 years, a large part of the monitored fleet is likely to still be operating in 2040, which underlines the need to address emissions from existing ships as well as new ships. Currently, CO2 emissions from international shipping amount to around 800 million tons of CO2 per year, making the shipping sector a substantial contributor to climate change.

According to the 3rd International Maritime Organization (IMO) GHG study from 2014, shipping emissions could increase by between 50% and 250% by 2050, depending on future economic and energy developments and 4th IMO GHG study reveals that total GHG emissions rose by 9.6% between 2012 and 2018, while international shipping GHG emissions increased by 5.6% over the same period.

Strategies to reduce shipping's carbon intensity

With an objective to reduce greenhouse gas emissions from ships, initial strategy adopted by EU and IMO to reduce the carbon intensity of ships by at least 40% by 2030 and at least 50% by 2050 compared to 2008 levels, A wide range of measures proposed, bearing potential to reduce emissions including:
  1. improving ship design (eg hull design, power and propulsion optimization, vessel size);
  2. improving ship operations (eg speed optimization, weather routing, scheduling);
  3. using renewable energy sources (eg wind);
  4. using sustainable alternative fuels.
Studies have shown that companies are not sufficiently investing in cost-effective energy efficient measures. The lack of accurate and standardized information on energy efficiency achievements is one of the barriers to cost-effective emission reductions in the maritime sector. Market failures present another barrier and A lack of access to private finance is also hindering investment in energy efficiency.

The key features that directly influence fleet emissions are such as their type, size, age, fuel, Speed, and engines. According to a study, speed reduction of 10% can lead to a reduction of CO2 emission of around 20%. 3rd IMO GHG study shows that Containers operating on high speeds approx. 40% faster than bulkers have reduced their speed up to 20%. likewise, Bulkers and Oil tankers practices the reduction of 17% and 27% respectively.

Technical Energy Efficiency of ships

The Technical Energy Efficiency (EEDI / EIV) sets the amount of CO2 emissions permitted when carrying a unit of transport work (ie gCO2 per ton-mile). The lower the EEDI value, the better the technical energy efficiency of the ship. The ships covered under the EEDI framework are responsible for approximately 85% of the CO2 emissions from international shipping.

Most monitored ships built after 2015 already comply with global energy efficiency standards applicable over the period 2020-2025 (EEDI phase 2), confirming the need to revise the reduction factors in the EEDI legislation to ensure that new ships have a higher technical energy efficiency than ships built in previous phases.

In contrast to technical energy efficiency, operational indicators (EEOI / AER / ISPI) are influenced by factors that vary over time and often diverge from the ship design conditions. Operational energy efficiency indicators are key to tracking the actual operational performance of ships and are essential to the implementation of any Environmental Management System (ISO 14001).

The Energy Efficiency Operational Indicator (EEOI) has a high degree of sensitivity when it comes to cargo variations, it makes difficult to compare with the Energy Efficiency Design Index (EEDI) based on ships' carrying capacity to the Annual Efficiency Ratio (AER).

Further, the level of coordination and cooperation between national accreditation bodies, verifiers, companies, port States, flag States and the Commission need to be further improved to facilitate the implementation of the Regulation and fulfillment of objectives.

Download the extensive summary prepared by Verifavia

THETIS MRV public data hosted by EMSA

Annual Report on CO2 Emissions from Maritime Transport

Verifavia - THETIS 2018 Report summary

About Verifavia Shipping:
Verifavia Shipping strives to be the maritime industry's first choice for the provision of efficient, competitive, and flexible verification information and services worldwide.
By combining its innovative approach and streamlined procedures with the technical expertise and industry knowledge of its team, Verifavia Shipping provides a top-class service that ensures its customers experience a smooth verification journey.

For more information about Verifavia Shipping, visit

For up-to-date information and news about the EU MRV and IMO DCS regulations, follow
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