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The shipping industry is an integral part of international trade. Over the past 40 years, global maritime trade has increased 10X in value. Just like other transportation sectors aviation and auto, shipping also has some level of carbon emissions.

In the Announced Pledges Scenario (APS), shipping emissions could fall significantly. IEA predicts by 2035, emissions from international shipping may drop by nearly 60%, and by 2050, they could fall by more than 90%.

This shift is expected as the shipping industry adopts cleaner fuels like biofuels, ammonia, and methanol. By 2050, low-carbon fuels may power over 80% of global shipping.

shipping IEA

The Two-Way Approach to Decarbonizing Shipping

Decarbonizing the shipping industry is crucial for meeting global emissions targets. Currently, two primary strategies are in place which are enhancing energy efficiency and transitioning to low-emissions fuels. These approaches offer complementary benefits and can significantly reduce greenhouse gas (GHG) emissions.

Boosting Energy Efficiency in Shipping

One of the simplest operational measures is “slow steaming,” which involves reducing the average speed of ships. This practice doesn’t require modifications to the vessels but can indirectly affect costs. While slow steaming can lower overall fuel consumption, it may also increase operational expenses due to a need for more ships to maintain the same shipping capacity. This is particularly significant for sectors relying on just-in-time delivery systems.

Many technologies to improve energy efficiency are already available. New regulations like the Carbon Intensity Index (CII) require ships to lower their emissions over time, encouraging both new ships and retrofits to adopt energy-saving features.

There are a variety of technical measures that can be implemented to improve a ship’s fuel efficiency. Some examples are:

  • Rigid Sails and Rotor Sails: Using wind for propulsion can reduce fuel usage.
  • Waste Heat Recovery: Capturing and reusing heat from the engine improves overall efficiency.
  • Anti-Fouling Hull Coatings: These prevent the growth of marine organisms on hulls, enhancing performance.
  • Hull Optimization: Streamlining hull shapes minimizes water resistance, boosting speed and efficiency.
  • Air Lubrication Systems: Generating microbubbles under the hull reduces friction.

Since 2010, the energy efficiency design of new ships has improved by 30-50%, driven by initiatives such as the International Maritime Organization’s (IMO) Energy Efficiency Design Index (EEDI). While current energy efficiency technologies are commercially available, they are not adopted very easily.

IEA predicts that efficiency gains of 5-10% or more by 2030 are feasible with highly advanced energy-efficient methods.

Now speaking about costs; the investment required for energy-efficient upgrades varies widely, but they often pay off through fuel savings. For instance, hull form optimization costs about $250,000 and can boost energy efficiency by 7.5%. More extensive retrofits, such as kite sails, can cost up to $1.2 million but offer smaller gains.

On the other hand, a new bulk carrier built with cutting-edge technology could be 40% more efficient than one built in 2023, while a retrofitted container ship could achieve about 30% in energy savings.

Transitioning to low-emission fuels

While improving energy efficiency is vital, it cannot completely eliminate emissions. This is why the shipping industry must also shift to low-emissions fuels to reach its net zero target.

Promising options for low-emission fuels are:

  • Biodiesel: Can be used in existing diesel engines with little modification.
  • Biomethane: A renewable alternative compatible with LNG engines.

These drop-in fuels have limitations based on the availability of sustainable biomass and high production costs. Despite being cheaper to implement, their overall costs may be higher due to market competition, particularly from aviation.

Advanced Alternatives: Methanol, Ammonia, and Hydrogen

  • Methanol: Gaining popularity, methanol-fueled vessels are on the rise. In 2023, the first methanol-fueled container ship with a dual-fuel engine began operation. However, methanol requires modifications to ship engines and tanks.
  • Ammonia: Although at a lower technology readiness level, ammonia offers a promising future due to its lack of carbon sourcing requirements. Approximately 20 ammonia-powered vessels are on order, with deliveries expected by 2026.
  • Hydrogen: Over 20 hydrogen-fueled vessels are currently operational or planned. Safety guidelines for hydrogen usage in shipping are being developed, aligned with those for ammonia.

Shipping companies will need to consider the total cost of ownership, including fuel costs over a vessel’s lifespan when deciding which fuel technology to adopt. While methanol may be cost-effective for smaller vessels, ammonia tends to be more economical for larger ships.

IEA

Future Emissions Trajectories

International maritime shipping emissions have risen sharply in recent years, with a peak of 0.67 Gt CO2 in 2023, accounting for around 2% of global energy-related CO2 emissions. Emissions reductions will heavily depend on policies that promote faster efficiency gains and the switch to low-emission fuels.

In a scenario aligned with the latest IMO GHG Strategy, emissions could be reduced by more than 90% by 2050 compared to 2023 levels, primarily through low-emissions fuels like ammonia.

As shipping activity is projected to increase significantly, implementing low-emission strategies becomes imperative. By 2040, fossil fuel use in shipping could drop from nearly 100% to less than 30%.

However, the transition to low-emission shipping technologies will require substantial investment and regulatory support. Nonetheless, the potential for significant emissions reductions makes it significant for the industry.

Maersk Seals Long-Term Bio-Methanol Deal to Achieve Zero-Emission in Shipping

Danish shipping giant A.P. Moller–Maersk has entered a long-term agreement with China’s LONGi Green Energy Technology Co Ltd to purchase bio-methanol. This partnership strengthens Maersk’s commitment to zero-emission shipping. The press release revealed that,

It will meet Maersk’s methanol sustainability requirements including at least 65% reductions in GHG emissions on a lifecycle basis compared to fossil fuels of 94 g CO2e/MJ. The bio-methanol supply is set to begin in 2026.

Bio-fuels and e-methanol are emerging as go-to alternatives for major fossil fuel users, such as the shipping industry, due to their scalability and potential for sustainable production.

However, Maersk highlighted that the substantial cost difference between fossil fuels and greener options remains a significant barrier, challenging the shipping industry’s progress toward adopting alternative fuels and achieving net-zero targets.

Disclaimer: Source of all data and images from IEA Energy Technology Perspective 2024

MUST READ: Can Nuclear Power Propel Maritime into a Zero-Emission Era? Maersk to Explore Nuclear for Ships 

The post IEA Predicts 90% Drop in Shipping Emissions by 2050. Can Maersk’s Bio-Methanol Deal be a Game-Changer? appeared first on Carbon Credits.

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Carbon Footprint

Climate-Linked Supply Chain Risk Is Already in Your P&L

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The earnings calls that quietly reframed climate from sustainability question to operating risk.

Three earnings calls in the last 18 months tell the story without any help from a press release.

Hershey, May 2024: cocoa price exposure compresses margin, and the company attributes part of the cost shock to West African weather. Olam, July 2024: coffee climate exposure quantified in the annual report. JBS, January 2025: supply chain climate disclosures expanded materially in response to investor pressure and regulatory expectation. None of these companies issued the announcement as climate news. They issued it as financial news. The climate-linked supply chain risk did not arrive with a sustainability framing; it arrived as a P&L line.

You are probably reading this article because you suspect the same thing is happening to your business. This piece walks through what is showing up on which earnings calls, how procurement and finance leaders are quantifying the exposure, and what serious corporates are doing about it before the regulator asks.

Where climate risk has already appeared in earnings

The pattern is consistent across resource-intensive sectors. A weather event compresses supply, the price spikes, the cost flows through the income statement, and the analyst on the call asks whether the event is anomalous or structural. Increasingly, the honest answer is the second one.

Cocoa is the cleanest example. The 2023 to 2024 West African harvest fell sharply on the back of erratic rainfall and disease. Cocoa futures more than tripled. Companies with concentrated West African sourcing absorbed the cost; companies with diversified sourcing absorbed less. The exposure was not climate as ESG topic. It was climate as cost of goods.

Coffee follows the same pattern. Brazilian and Vietnamese harvests have moved on weather more sharply across the last several seasons. Roasters with long-tenor supplier relationships and origin diversification have managed the volatility; roasters with spot-market exposure have not. Wheat, sugar, palm oil, beef: the same dynamic in different commodities, a pattern the IPCC AR6 Working Group II report projects will intensify across agricultural systems through mid-century.

What this means: climate risk is no longer a footnote in the 10-K. It is a line item the CFO has to explain on the call.

The three commodity exposures that hit margin first

For most companies with material Scope 3 exposure, three exposures dominate the near-term P&L risk.

  • Concentrated single-origin sourcing in a climate-vulnerable region. If your tier-one supply for any material commodity sits in one geography, you have a concentration risk that climate amplifies. Diversification across origins is the obvious hedge, but it takes years to build and requires relationships you cannot acquire by tender.
  • Supplier financial fragility under climate stress. Smallholder farmers, who supply a large share of the global cocoa, coffee, and palm oil market, do not carry the balance sheets to absorb yield shocks. When yields collapse, they exit. When they exit, your supply base shrinks, and the surviving suppliers raise prices. The risk is structural, not cyclical.
  • Logistics and storage exposure to extreme weather. Hurricane disruptions to Gulf shipping, drought-driven Panama Canal restrictions, flooding in European inland waterways: each of these has moved input costs in the last three years, a pattern documented in Munich Re’s natural catastrophe data. The exposure shows up as a one-quarter event in the financial press but accumulates over time on the cost line.

TCFD and ISSB disclosure changes

The disclosure architecture has now caught up with the risk. The Task Force on Climate-related Financial Disclosures, whose recommendations are now embedded in the ISSB’s IFRS S2 climate standard, requires companies to disclose climate-related risks across physical and transition categories, with quantification where possible.

For physical risk specifically (the climate-linked supply chain risk you are reading about), the disclosure must address both acute exposures (extreme weather events) and chronic exposures (gradual changes in temperature, precipitation, and growing seasons). The disclosure must address the time horizon over which the risk is material, the parts of the value chain exposed, and the financial impact under different scenarios.

The CSRD imposes similar requirements under European law, with double materiality (both financial and impact materiality) embedded in the assessment. The practical effect: your auditors and your investor relations team now need a defensible answer to the climate-linked supply chain risk question, and the answer needs to be quantified.

What procurement and finance can do now

Three actions matter near-term.

Map your exposure. Most companies do not have a clear view of which tier-one and tier-two suppliers sit in which climate-vulnerable geographies. Without the map, you cannot quantify the risk, and without the quantification, you cannot disclose it credibly. The map is the foundation, and World Resources Institute climate risk research provides useful public tooling to start.

Diversify and deepen, in that order. Diversification across origins reduces concentration risk, but the deeper move is to invest in the resilience of the suppliers you already have. Regenerative practices, agroforestry, soil health interventions: these reduce yield volatility under climate stress and protect your input cost trajectory.

Embed the climate spend inside procurement, not outside it. Treating climate risk as a sustainability cost line subordinates it to the ESG budget. Treating it as a procurement and resilience investment puts it in the budget that matters, which is the cost-of-goods budget that the CFO defends quarterly.

Nature-based supply chain investments are the asset class designed for exactly this purpose. They sit inside the value chain, they reduce climate-linked supply risk, they generate verifiable Scope 3 reductions, and they produce the documentation an auditor and a regulator can both test.

If you are quantifying climate-linked supply chain risk in advance of the next earnings cycle or the next disclosure period, the carbon and sustainability experts at Carbon Credit Capital can help you map your exposure and structure a Dual-Value Model response that addresses reduction, resilience, and disclosure-readiness in a single program. Schedule a consultation.

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Carbon Footprint

Where should an SME start with a carbon action plan?

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More and more small and medium-sized businesses are hearing the same question from their larger customers: What is your carbon footprint? That question now travels down entire supply chains, and it arrives next to tender requirements, certification criteria, and rising customer expectations.

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Carbon Footprint

Insetting vs Offsetting: Which Actually Counts Toward Your Scope 3 Targets

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The accounting differences that decide whether your nature investment shows up in inventory, in BVCM, or nowhere at all.

The question reaches a procurement team about three weeks before the next sustainability committee meeting. Someone has read about insetting. Someone else has just signed off on an offset purchase. The CSO wants to know if the two are interchangeable. The answer is no, and the GHG Protocol Land Sector and Removals Standard is the reason why.

This article walks through what each term means at audit-grade specificity, what the standards actually say about how each gets counted, and how to decide which tool fits which target. The insetting vs offsetting question is one of the most-searched in corporate climate strategy, and one of the most poorly answered. By the end of this piece, you should be able to brief a committee on the difference without notes.

The two definitions, in plain English

Offsetting means buying carbon credits generated outside your value chain and retiring them against your residual emissions. The reduction happens somewhere else, financed by you, and the credit is the receipt.

Insetting means investing in emission reductions or removals inside your own value chain, typically with suppliers, where the reduction is directly linked to the products and services you buy. The reduction happens inside the boundary of your Scope 3 inventory, and the accounting treatment is fundamentally different.

The shorthand from the University of Oxford’s Nature-based Insetting Initiative is useful: insetting is what you do with the supply chain you have; offsetting is what you do with the supply chain you do not have.

What the GHG Protocol Land Sector Standard actually says

The GHG Protocol Land Sector and Removals Standard, finalised in 2024 after a multi-year pilot, sets the rules for how land-based emission reductions and removals enter corporate inventories. The Standard distinguishes between inventory accounting (Scope 1, 2, and 3) and project or intervention accounting (a separate methodology for crediting).

For insetting, the practical implication is that supplier-level interventions, when properly measured and attributed, can reduce your Scope 3 category 1 (purchased goods and services) emissions in your inventory. The reduction is not a credit retired against the inventory; it is a lower inventory number, period.

For offsetting, the credit is retired separately. It can be reported as a contribution toward a net-zero claim under the SBTi Beyond Value Chain Mitigation framework or as part of a VCMI Carbon Integrity claim, but it does not lower the inventory number.

A practical consequence: if your Science Based Target requires a 50% absolute reduction in Scope 3 emissions by 2030, insetting moves you toward the target. Offsetting does not. This single point of difference reshapes the procurement decision.

When insetting counts toward Scope 3 (and when it does not)

Insetting counts toward Scope 3 only when several conditions are met:

  • The intervention must occur with an entity in your value chain.
  • The emissions reduction or removal must be measured against a defensible baseline.
  • The reduction must be attributed to your share of that supplier’s output, not double-counted with other buyers.
  • It must follow the inventory accounting rules in the GHG Protocol Land Sector Standard, not the project accounting rules used to generate credits.

The most common failure mode is double counting. If your supplier sells the same reduction as a credit on the voluntary market and also reports it to you as a Scope 3 reduction, the math breaks. The Standard requires you to address this risk, typically by purchasing and retiring the supplier-issued credit as part of your inventory or by contractual provisions that prevent the supplier from selling the reduction twice.

When insetting does not count toward Scope 3: when the intervention sits with a supplier you do not buy from, when the baseline is not defensible, when the attribution is unclear, or when the documentation does not survive audit. Those cases default to Beyond Value Chain Mitigation, which is still useful but operates on a different ledger.

The procurement and supplier engagement question

Insetting is harder than offsetting. That is the unfashionable truth most buyers eventually confront. Offsetting is a transaction; insetting is a relationship.

To run an insetting program, you need supplier mapping precise enough to know which farms or facilities sit at which Scope 3 boundary. You need an engagement model that gets suppliers to participate, which usually requires multi-year commitments and shared economics. You need an MRV architecture that measures the right things and produces audit-ready documentation. And you need a contractual structure that prevents double counting and protects both sides.

The trade-off you receive in return is significant. Reductions count against your inventory rather than your residual. Supplier relationships deepen, which protects sourcing continuity. Yield and quality improvements often follow regenerative interventions, which reduces your input cost over time. And the regulatory file, under CSRD, CSDDD, EUDR, and the SBTi FLAG Guidance, is materially stronger.

Choosing the right tool for the right target

A practical decision rule. If your target is a science-based Scope 3 reduction and you operate in a FLAG sector or source FLAG commodities, insetting is the structurally correct tool. If your target is a net-zero claim that includes neutralising hard-to-abate residual emissions outside your value chain, BVCM via high-integrity offsets is the structurally correct tool. Most companies with material Scope 3 exposure need both, in different proportions, sequenced over time.

The sequencing matters. Insetting takes longer to stand up but produces a permanent reduction in the inventory. Offsetting can be transacted faster but does not change the inventory and now sits under tighter claim restrictions. Treat them as complementary tools with different jobs, not as substitutes. The Accountability Framework Initiative and the IUCN Global Standard for Nature-based Solutions both provide useful guardrails for the insetting side, with biodiversity, human rights, and benefit-sharing requirements that go beyond carbon math.

If you are mapping a Scope 3 reduction roadmap and need to scope which interventions count toward your inventory versus which sit in Beyond Value Chain Mitigation, the carbon and sustainability experts at Carbon Credit Capital can help you structure a nature-based supply chain investment program that fits your FLAG exposure, your target architecture, and your audit horizon. Schedule a consultation.

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