To illustrate the scale of emissions linked to Singapore, T&E applies an EU ETS-style attribution methodology, combining domestic shipping emissions with 50% of emissions from international voyages. Under this framework, Singapore emerges as one of the world’s largest shipping footprints, comparable to much larger economies.

This does not mean all of these emissions should be assigned to Singapore. Rather, it is disproportionately large because emissions associated with international shipping activity are concentrated here, reinforcing the importance of shipping emissions being attributed and reported.

Monitoring emissions by vessel type can help to identify which parts of the fleet are driving overall emissions trends.

Container ships and tankers account for nearly 85% of vessel emissions linked to Singapore, a testament to the country’s role in global trade and maritime connectivity. Together, these vessel types underpin much of global trade.

This concentration means changes in fuel use and operations along major trade routes are likely to have an outsized impact on Singapore’s shipping emissions footprint.

Voyage-level analysis suggests that Europe and Northeast Asia account for a substantial share of emissions linked to Singapore.

As shipping decarbonisation increasingly advances corridor by corridor, accelerating efforts along these routes, where traffic, fuel demand and emissions are already heavily clustered, could deliver a disproportionate share of emissions reductions.

Emissions linked to port-stop activities are heavily concentrated while vessels are at berth, reflecting the scale of loading, unloading, and other port operations in Singapore.

As the city-state works towards its target of reducing absolute emissions from port terminals by at least 60% in 2030, tracking emissions across different port activities can help identify where operational improvements and electrification may deliver the greatest impact.

Under UNFCCC reporting rules, emissions from international marine bunker fuels are reported separately from national greenhouse gas inventories. Yet emissions associated with bunker fuel sold in Singapore are estimated to exceed the country’s national emissions by more than three times.

While these emissions are not attributed to Singapore, the comparison illustrates the scale of emissions associated with the world’s largest bunkering hub and the influence that fuel supply decisions in Singapore can have on global shipping emissions.