Extreme weather events, including typhoons which struck Asia last year, were part of the reason for hampered port operations that caused a spike in greenhouse gas emissions.
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But despite significant delays in cargo handling and a buildup of ships waiting to enter the ports, emissions intensity, which represents voyage and vessel efficiency, was not affected, reflecting the maritime industry’s progress in creating more efficient vessels, found a report by Vesselbot, a Greece-based technology company tracking supply chain emissions.
Typhoon Dindo struck the Philippines in August 2024. In November, the archipelago was also impacted by Typhoon Man-yi, which later barrelled down Hong Kong, while Cyclone Bindu ripped through Sri Lanka.
Worldwide, these disruptions caused delays in deliveries, contributing to higher emissions due to longer voyages, more idling times, and the need to reroute vessels to avoid storm-affected areas, said the report.
However, the analysis noted that despite the spike in emissions for the period, there was better performance by vessels in terms of speed, fuel consumption, and fuel type.
Greenhouse gas emissions in tonnes (blue window on the left) and emissions intensity (green window on the right) for voyages along major trade lanes for 2024 compared to 2023. Emissions are seen to have incireased in 2024 (see bar scale with maximum of 100.000 tones) while emissions intensity appears not affected,. Image: Vesselbot
“Emissions intensity, overall, looks unchanged for 2024, but greenhouse gas emissions in tonnes per voyage are significantly increased … underscoring the achievements of the maritime industry in creating more efficient vessels and voyages,” the study said.
The amount of cargo carried by vessels and sailing at optimals speeds have become crucial factors in reducing emissions intensity. By refining these parameters, the industry achieved a significant improvement in emissions intensity, it added.
Emissions intensity for the maritime sector in 2024 improved from 220 “well-to-wheel” grammes of carbon dioxide equivalent (WTW g CO2e) for every kilometre a unit of cargo travelled (km TEU) – a commonly used industry metric – in 2023, to 209 WTW g CO2/km TEU in 2024. Vesselbot also said it is the first time there are precise measurements of environmental impact of major supply chain disruptions, that goes beyond estimates.
The maritime industry saw serious strain and disruptions last year when the Houthi insurgents’ attacks on commercial vessels in the Red Sea caused disorder and danger along trade routes connecting the Middle East to Europe and Asia. The Houthis, an Iranian-backed rebel group which considers Israel an enemy, started the hostilities in response to the war in the Gaza Strip.
United States-China trade tensions likewise fuelled an increase in container imports from China to Mexico, causing longer routes and delayed delivery times, as well as severe implications for the environment and global economy.
The analysts said current trends show greenhouse gas emissions and emissions intensity flattening, but highlight that predictions for 2025 and beyond are “challenging to conduct”.
“Maritime operations are inherently volatile, influenced by a wide range of external factors and events affecting efficiency and progress,” said the report.
[Correction note, 27 February 2025: An earlier version of the article said that greenhouse gas emissions increased last year because of various reasons, including the need to reroute vessels to avoid storm-affected areas in the South China Sea and Indian Ocean. This is inaccurate. An edit has been made in Paragraph 4 to reflect that it is the disruptions to global sea routes that has caused delays in deliveries, contributing to higher emissions.]
