For decades, the shipping sector has been incorporated into the global decarbonization process. At present, global shipping – as a whole – aims to reduce its emission levels by 40 % by 2030 in relation to the 2008 level. In reducing greenhouse gas emissions, regulations such as the MARPOL 73/78 Convention and Energy Efficiency Design Index as well as other monitoring and managing schemes already in operation (e.g., Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator) play a crucial role in measuring fuel consumption and ship engine emission output. Energy Efficiency Existing Ship Index (EEXI) is another measure, projected to be ratified in 2023, in-line with decarbonization targets in which the International Maritime Organization has planned a 70 % reduction in emissions level by 2050 using the same 2008 baseline. For this to happen, ship speed may need to be reduced, a decrease of fleet capacity may also need to be considered, and new ships may need to replace older ones already in service. The costs of implementing these types of reforms are obviously significant to the sector. Such change will augment the overall shipping overhead, effecting subsequent transportation and consumer costs. This paper aims to specify the scale of the expected costs of implementing EEXI globally. The current maritime fleet has been analyzed in terms of energy demand, deadweight tonnage, and expected CO₂ emission reduction marginal abatement costs (MAC). Two pathways to achieve the desired EEXI values are presented, including the most common and available technologies to reduce demand. These technologies are subjected to MAC valuation and presented quantitatively for the world fleet. The research also investigates alternative fuel options in regard to lessening the CO₂ impact, developing wind support systems, and avoiding conventional advancements to ships (e.g., upgrading the propeller or the propulsion system). At length, the target of the work is to elucidate a realistic CO₂ reduction potential in 2030 with the long view of 2050.

几十年来，航运业已被纳入全球脱碳进程。目前，全球航运整体目标是到 2030 年将其排放水平比 2008 年水平降低 40%。在减少温室气体排放方面，MARPOL 73/78 公约和能效设计指数等法规以及其他已经在运行的监测和管理计划（如船舶能效管理计划和能效运行指标）在减少温室气体排放方面发挥着至关重要的作用。测量燃料消耗和船舶发动机排放输出。现有船舶能效指数 (EEXI) 是另一项衡量标准，预计将于 2023 年获得批准，与国际海事组织计划到 2050 年使用相同的 2008 年基线将排放水平减少 70% 的脱碳目标一致。为此，可能需要降低船速，还可能需要考虑减少船队容量，并且可能需要新船更换已经服役的旧船。实施这些类型的改革的成本显然对该行业来说是巨大的。这种变化将增加整体运输费用，影响随后的运输和消费者成本。本文旨在说明在全球范围内实施 EEXI 的预期成本规模。目前的海运船队已根据能源需求、载重吨位和预期的二氧化碳进行了分析 这种变化将增加整体运输费用，影响随后的运输和消费者成本。本文旨在说明在全球范围内实施 EEXI 的预期成本规模。目前的海运船队已根据能源需求、载重吨位和预期的二氧化碳进行了分析 这种变化将增加整体运输费用，影响随后的运输和消费者成本。本文旨在说明在全球范围内实施 EEXI 的预期成本规模。目前的海运船队已根据能源需求、载重吨位和预期的二氧化碳进行了分析₂减排边际减排成本（MAC）。提出了两种实现所需 EEXI 值的途径，包括减少需求的最常见和可用的技术。这些技术经过 MAC 评估，并为世界船队定量呈现。该研究还研究了在减少 CO ₂影响、开发风力支持系统和避免对船舶进行常规改进（例如，升级螺旋桨或推进系统）方面的替代燃料选择。最后，这项工作的目标是阐明 2030 年现实的 CO ₂减排潜力以及 2050 年的长远前景。