OceanScore data exposes hidden Scope 3 emission risk in shipping

OceanScore published its latest report titled ‘Scope 3 at Sea: Intra Mediterranean & Black Sea Edition’.

Drawing on more than 45,000 voyages across the Intra Mediterranean & Black Sea corridor, OceanScore found that emissions intensity on the same trade lane can vary by up to ten times, exposing how carrier behavior will directly shape shippers’ financial risk under upcoming EU ETS and FuelEU Maritime rules.

"The same corridor, the same vessel class, yet emissions can range from 9 to over 80 gCO2 per tonne-kilometre," said Thomas Smith, Head of Cargo Solutions at OceanScore. "That's not a distance problem - that's a consistency problem. Voyage-level visibility is what turns those hidden differences into actionable insight for shippers and forwarders."

"Short-sea operations are far less predictable than long-haul," said Eduardo Ramos, Senior Data Analyst at OceanScore. "On these routes, every delay or underutilized sailing compound emissions. Without voyage-level data, companies can't see where their Scope 3 risk - or cost - really comes from."

OceanScore data shows that while MSC and CMA CGM dominate the corridor by voyage count, carriers like Arkas Denizcilik and Maersk achieve stronger emissions efficiency. High-intensity operators such as X-Press Feeders and Boluda Lines display greater volatility, inflating Scope 3 exposure when used at scale. (Source: OceanScore CargoFP, 2025)

Carrier consistency: The new benchmark for Scope 3 efficiency

Carrier selection makes a clear difference on feeder-dominated routes. Choosing high-volume, lower-intensity operators such as MSC or Arkas Denizcilik can materially reduce Scope 3 exposure, while reliance on higher-intensity feeders like X-Press Feeders or Boluda Lines risks inflating totals despite their smaller share.

OceanScore's analysis mapped the top feeder operators across the corridor using two metrics - average carbon intensity and voyage consistency (distribution spread).

Carriers with narrower, stable distributions (like MSC, Maersk, and Arkas Denizcilik) offer predictable Scope 3 outcomes, while more volatile operators expose shippers to reporting risk and inflated cost pass-throughs.

"Consistency is the new benchmark," said Thomas Smith. "You can't control if a ship sails full or half-empty - but you can choose carriers who operate predictably and efficiently. That's where real Scope 3 reduction potential lies."

OceanScore data shows that most voyages operate between 37-67% utilization, with higher load factors corresponding to significantly lower carbon intensity per tonne. CMA CGM maintains the highest proportion of heavily loaded voyages (52-72%), while MSC's wider spread indicates more variable utilization patterns. Maersk displays the most balanced distribution, with steady clustering in the 57-67% range. (Source: OceanScore CargoFP, 2025)

Utilization drives efficiency - and predictability

On long-haul routes, a vessel operating at 70% utilization emits roughly 20-30% less CO2 per tonne-km than one running at 50%. Across the Intra Mediterranean & Black Sea corridor, the data highlights that MSC shows relatively better efficiency, while CMA CGM carries higher average intensities at a similar voyage count.

Maersk sits between the two, with relatively stable performance but fewer heavily loaded voyages. For shippers and forwarders, this reinforces the case for carrier benchmarking by utilization.

Favoring operators that deliver steadier, higher load factors translates into more predictable Scope 3 reporting and lower carbon-cost exposure over time.

Key findings from the report: Data Summary

From compliance to control

With FuelEU Maritime and EU ETS entering full effect in 2026, carriers are expected to pass carbon costs downstream. OceanScore's voyage-level data helps stakeholders verify those charges and benchmark cost exposure accurately - turning emissions intelligence from a compliance tool into a commercial advantage.

"Our data gives shippers the power to verify what they're being charged for," said Smith. "It's not about reporting anymore - it's about control."