A spatially explicit data-driven approach to calculating commodity-specific shipping emissions per vessel
A spatially explicit data-driven approach to calculating commodity-specific shipping emissions per vessel
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DOI：
10.1016/j.jclepro.2018.09.053
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发表时间：
2018-12
影响因子：
11.1
通讯作者：
Wendela Schim van der Loeff;Javier Godar;Vishnu Prakash
中科院分区：
文献类型：
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作者：
Wendela Schim van der Loeff;Javier Godar;Vishnu Prakash
远洋轮船运载的货物约占世界贸易货物总量的80%，相当于每年运输贸易量超过100亿吨(贸发会议，2017年)。尽管海运部门很重要，但在减缓气候变化的讨论中一直被忽视，因为这一部门在1997年的《京都议定书》中基本上被忽视了。该部门成功实施二氧化碳减排措施的关键障碍包括缺乏可靠的排放数据，难以将国际航运排放的责任归于相关国家、公司和商品，以及对全球贸易利益的威胁。我们认为，通过链接和整合以前孤立使用的大量数据，可以解决国际贸易中海上排放数据匮乏的问题。通过将每艘船的货物组成数据、来自自动识别系统的个别船只航程和自下而上的方法联系起来，使用船舶规格及其移动和操作的细节来估计排放量，本文件描述并演示了2014年巴西航运舱单的这一新方法。我们发现，与这些贸易相关的海上运输产生了2599万吨二氧化碳，比巴西2014年的二氧化碳排放总量增加了5%(世界银行报告，目前不包括国际航运和航空)。我们讨论了所有贸易商品的贡献，以及首批目的地港口和国家的作用。这种方法的航程和商品的特殊性使我们能够展示对这个排放账户贡献最大的商品和贸易路线，以及那些对巴西经济最有价值的商品和贸易路线。我们继续讨论扩大这一方法对全球温室气体减排努力和需求方足迹计算的影响，以及改善整个海事部门的问责机制。
Oceangoing ships carry approximately 80% of the world's traded goods by volume, which translates into more than 10 billion tonnes in shipped traded volumes per year (UNCTAD, 2017). Despite its importance, the maritime shipping sector has been traditionally overlooked in climate mitigation discussions, since this sector was largely neglected in the 1997 Kyoto Protocol. Key barriers for successful implementation of CO2 abatement measures in the sector include the lack of reliable emissions data and the inherent difficulty of attributing responsibility for international shipping emissions to the involved countries, companies and commodities, as well as the threat to global trade interests. We argue that the data paucity on maritime emissions from international trade can be addressed by linking and integrating a large wealth of data, previously used in isolation. By linking per vessel cargo composition data, individual vessel journeys from the Automatic Identification System and a bottom-up methodology to estimate emissions, using vessel specifications and details on their movements and operations, this paper describes and demonstrates this new approach for the case of Brazil's shipping manifests in 2014. We find that the maritime transportation associated with these trades is responsible for 25.99 million tonnes of CO2, an addition of 5% to Brazil's total CO2 emissions of 2014 (reported by the World Bank, currently excluding international shipping and aviation). We discuss the contribution of all traded commodities, as well as the role of the first destination ports and countries. The voyage- and commodity-specificity of this method allows us to showcase those commodities and trading routes which contribute the most towards this emissions account, in relation to those that are most valuable to Brazil's economy. We go on to discuss the implications of scaling up this methodology for global greenhouse gas abatement efforts and demand-side footprint calculations, as well as to improve accountability mechanisms for the maritime sector as a whole.