MnrAq

Inventories of CO2 emissions from international shipping 2007–2012 41
Table 13 – Summary of vessel types and sizes that can be expected to engage in domestic shipping
Vessel type Capacity bin Capacity unit
Ferry: pax only 0–1,999 gt
Ferry: ro-pax 0–1,999 gt
Miscellaneous – fishing All sizes gt
Miscellaneous – other All sizes gt
Offshore All sizes gt
Service – other All sizes gt
Service – tug All sizes gt
Yacht All sizes gt
1.3 Inventories of CO 2 emissions calculated using both the top-down
and bottom-up methods
1.3.1 CO 2 emissions and fuel consumption by ship type
Figure 27 presents CO 2 emissions by ship type, calculated using the bottom-up method. Equivalent ship-typespecific
results cannot be presented for the top-down method because the reported marine fuel sales statistics
are only available in three categories: international, domestic and fishing.
Figure 27: Bottom-up CO 2 emissions from international shipping by ship type (2012)
Figure 28 shows the relative fuel consumption among vessel types in 2012 (both international and domestic
shipping), estimated using the bottom-up method. The figure also identifies relative fuel consumption between
the main engine (predominantly propulsion), auxiliary engine (electricity generation) and boilers (steam
generation). The total shipping fuel consumption is shown to be dominated by three ship types: oil tankers,
bulk carriers and container ships. In each of these ship types, the main engine consumes the majority of the
fuel. The same plots recreated for earlier years (2007–2011) are included in Annex 2.