Publication: Creating a Green Marine Fuel Market in South Africa
Loading...
Date
2024-09-20
ISSN
Published
2024-09-20
Editor(s)
Abstract
South Africa’s abundant renewable energy resources, strategic maritime location, and comprehensive port system position it to become a global supplier of alternative marine fuels. Marine fuel - a key downstream opportunity for the country’s green hydrogen ambition - can unlock an additional 2-million-metric-ton hydrogen market, creating local value. The document presents a demand analysis for the supply of hydrogen-based marine fuels at South Africa’s commercial ports and a detailed case study for the Port of Saldanha. The case study evaluates the feasibility of a candidate large-scale investment project to produce zero carbon ammonia, aimed at reducing ship emissions. The report also details financial-, policy- and infrastructure solutions essential for establishing a market for green marine fuels in South Africa.
Link to Data Set
Citation
“Salgmann, Rico; Weidenhammer, Maximilian; Englert, Dominik. 2024. Creating a Green Marine Fuel Market in South Africa. © World Bank. http://hdl.handle.net/10986/42178 License: CC BY 3.0 IGO.”
Associated URLs
Associated content
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections
Related items
Showing items related by metadata.
Publication "Green Stimulus," Economic Recovery, and Long-Term Sustainable Development(World Bank, Washington, DC, 2010-01)This paper discusses short-run and long-run effects of "green stimulus" efforts, and compares these effects with "non-green" fiscal stimuli. Green stimulus is defined here as short-run fiscal stimuli that also serve a "green" or environmental purpose in a situation of "crisis" characterized by temporary under-employment. A number of recently enacted national stimulus packages contain sizeable "green" components. The authors categorize effects according to their a) short-run employment effects, b) long-run growth effects, c) effects on carbon emissions, and d) "co-benefit" effects (on the environment, natural resources, and for other externalities). The most beneficial "green" programs in times of crisis are those that can stimulate employment in the short run, and lead to large "learning curve" effects via lower production costs in the longer term. The overall assessment is that most "green stimulus" programs that have large short-run employment and environmental effects are likely to have less significant positive effects for long-run growth, and vice versa, implying a trade-off in many cases between short-run and long-run impacts. There are also trade-offs for employment generation in that programs that yield larger (smaller) employment effects tend to lead to more employment gains for largely lower-skilled (higher-skilled) workers, so that the long-term growth effects are relatively small (large). Ultimately, the results reinforce the point that different instruments are needed for addressing different problems.Publication The Potential of Zero-Carbon Bunker Fuels in Developing Countries(World Bank, Washington, DC, 2021-04-15)To meet the climate targets set forth in the International Maritime Organization’s Initial GHG Strategy, the maritime transport sector needs to abandon the use of fossil-based bunker fuels and turn toward zero-carbon alternatives which emit zero or at most very low greenhouse gas (GHG) emissions throughout their lifecycles. This report, “The Potential of Zero-Carbon Bunker Fuels in Developing Countries”, examines a range of zero-carbon bunker fuel options that are considered to be major contributors to shipping’s decarbonized future: biofuels, hydrogen and ammonia, and synthetic carbon-based fuels. The comparison shows that green ammonia and green hydrogen strike the most advantageous balance of favorable features due to their lifecycle GHG emissions, broader environmental factors, scalability, economics, and technical and safety implications. Furthermore, the report finds that many countries, including developing countries, are very well positioned to become future suppliers of zero-carbon bunker fuels—namely ammonia and hydrogen. By embracing their potential, these countries would be able to tap into an estimated $1+ trillion future fuel market while modernizing their own domestic energy and industrial infrastructure. However, strategic policy interventions are needed to unlock these potentials.Publication 'Green' Growth, 'Green' Jobs and Labor Markets(World Bank, Washington, DC, 2012-03-01)The term 'green jobs' can refer to employment in a narrowly defined set of industries providing environmental services. But it is more useful for the policy-maker to focus on the broader issue of the employment consequences of policies to correct environmental externalities such as anthropogenic climate change. Most of the literature focuses on direct employment created, with more cursory treatment of indirect and induced job creation, especially that arising from macroeconomic effects of policies. The potential adverse impacts of green growth policies on labor productivity and the costs of employment tend to be overlooked. More attention also needs to be paid in this literature to how labor markets work in different types of economy. There may be wedges between the shadow wage and the actual wage, particularly in developing countries with segmented labor markets and after adverse aggregate demand shocks, warranting a bigger and longer-lasting boost to green projects with high labor content. In these circumstances, the transition to green growth and job creation can go hand in hand. But there are challenges, especially for countries that have built their industrial development strategies around cheap carbon-based energy. Induced structural change, green or otherwise, should be accompanied by active labor market policies.Publication South Africa Economic Update, November 2011(Washington, DC, 2011-11)The global financial roller coaster, with the Euro zone as its lead car, has hit economic prospects across the globe. The South African economy, with its close links to the world economy, has suffered, too, resulting in weakened growth prospects, lower fiscal revenues, lower and more volatile valuation of the rand, and dampened external financing. This further compounds the policy challenges facing the authorities, on top of their preoccupation with unyielding unemployment, which requires higher and more inclusive economic growth. Policymaking is also conditioned by a growing recognition that future growth needs to be less carbon-intensive. As elsewhere, opportunities in green economies are viewed with keen interest, as a way of simultaneously targeting a cleaner environment and stimulating innovation, growth, and job creation. While green policies can have large synergies and co-benefits with the growth and employment agenda, they are not a substitute for it. Indeed, such synergies are likely to be mutually enhancing and larger when the growth and environment objectives are being pursued by multiple, well-targeted and coordinated policies.Publication Green Subsidies and the WTO(World Bank Group, Washington, DC, 2014-10)This paper provides a detailed explanation how the law of the World Trade Organization regulates environmental subsidies with a focus on renewable energy subsidies. The paper begins by discussing the economic justifications for such subsidies and the criticisms of them and then gives examples of categories of subsidies. The paper provides an overview of the relevant World Trade Organization rules and case law, including the recent Canada-Renewable Energy case. The paper also makes specific recommendations for how World Trade Organization law can be improved and discusses the literature on reform proposals. The study finds that because of a lack of clarity in World Trade Organizaion rules, for some clean energy subsidies, a government will not know in advance whether the subsidy is World Trade Organization-legal.
Users also downloaded
Showing related downloaded files
Publication Distributing Carbon Revenues from Shipping(Washington, DC: World Bank, 2023-06-14)International shipping accounts for nearly three percent of global greenhouse gas emissions. If no further action is taken, these emissions are set to grow significantly. Apart from reducing emissions, there is a strong call for shipping’s decarbonization to be equitable. In this light, the International Maritime Organization is considering a price on carbon. This could raise $40 to $60 billion annually in revenues between 2025 and 2050. The report discusses which countries could access carbon revenues, for what purposes, and on what terms. It argues that revenues should be used to decarbonize shipping, enhance maritime infrastructure, and support broader climate aims. This (mix of options to use carbon revenues) would speed up shipping’s transition to zero-carbon energy, help build the necessary infrastructure, lower maritime transport costs, and result in climate benefits beyond maritime transport. It would also ensure that all countries, including those with no shipping industry or ports, could access carbon revenues. By developing a smart and flexible framework, the report shows how carbon revenues could be distributed to maximize climate benefits and support an equitable transition.Publication Carbon Revenues From International Shipping(Washington, DC: World Bank, 2022-04-01)The International Maritime Organization (IMO) is currently considering developing market-based measures to meet the objectives of its Initial Strategy on the Reduction of Greenhouse Gas (GHG) Emissions from Ships (Initial IMO GHG Strategy). While market-based measures are to reduce GHG emissions from international shipping as a matter of priority, some types of market-based measures, e.g. carbon levies or a cap-and-trade scheme without free distribution of emissions allowances, can raise significant revenues—thereby enabling an additional set of actions. Strategically using these revenues also appears more favorable than applying exemptions to address important equity considerations. Hence, the study investigates the unique potential of revenue-raising market-based measures to enable an effective and equitable energy transition and explores three questions: What could carbon revenues from international shipping be used for, who could be the recipients of such revenues, and how can adequate management of carbon revenues from international shipping be imagined? The study considers seven main revenue use options, of which some revenue uses appear more aligned with guiding principles of the Initial IMO GHG Strategy and other key desirable features (e.g., ability to deliver greater climate and development outcomes) than others. The analysis also suggests that splitting carbon revenues between the shipping sector and the use outside the sector could be a viable way forward. As primary recipients of carbon revenues, governments appear to be most suitable given the often blurred links between companies and countries in international shipping. However, to maximize climate and development outcomes, a share of carbon revenues may also be channeled to the private sector, including the shipping industry. The report stresses that expertise and experience from existing climate finance funds and international development organizations offering trustee services could be leveraged to inform and operationalize the management of carbon revenues from international shipping and to minimize transaction costs.Publication Shrinking Economic Distance(Washington, DC: World Bank, 2024-09-19)Despite the reduction in transport costs over the past few decades, creating a single integrated economy remains elusive. Low- and middle-income countries face higher transport prices than high-income countries for both international and domestic shipments, and shipping times are longer and less reliable. Tackling the problem can increase income and general welfare in low- and middle-income countries, improving the lives of the people who live there. “Shrinking Economic Distance: Understanding How Markets and Places Can Lower Transport Costs in Developing Countries” makes a unique contribution by assessing the main determinants of shippers’ economic costs of freight transport—economic distance—and identifying the frictions that keep transport prices above an efficient level, shipping times high, and reliability low. Drawing on new analyses and compiling many others, the book provides important evidence to inform the design of policies to reduce the economic costs of transport and deepen the economic integration of developing countries. This book shows how understanding the frictions driving the economic costs of freight transport can help policy makers target reforms in the areas in which they can have the greatest impact and avoid unintended consequences. It lays out the building blocks for a reform agenda to reduce economic distance, which includes first making markets and then making places efficient. “Shrinking Economic Distance” will be of enormous value to policy makers, practitioners, and academics interested in freight transport and economic integration.Publication Guidance Note for the Container Port Performance Index 2023 (CPPI)(Washington, DC: World Bank, 2024-07-18)This guidance note outlines the objective and methodology of the Container Port Performance Index 2023 (CPPI). It is designed to help stakeholders interpret the results of the port efficiency ranking. The CPPI aims to provide an objective and transparent measure of container port performance, identify global or local trends, and highlight areas for improvement. This guide frames the metrics of the CPPI methodology such as time in port, data quality and coverage, and the nuanced characteristics and challenges faced by individual ports. The CPPI recommends that ports with low rankings or significant changes in rankings conduct a detailed diagnostic of their performance factors and offers its support to facilitate such diagnostics. This note is meant to complement the CPPI 2023 report.Publication Services Unbound(Washington, DC: World Bank, 2024-12-09)Services are a new force for innovation, trade, and growth in East Asia and Pacific. The dramatic diffusion of digital technologies and partial policy reforms in services--from finance, communication, and transport to retail, health, and education--is transforming these economies. The result is higher productivity and changing jobs in the services sector, as well as in the manufacturing sectors that use these services. A region that has thrived through openness to trade and investment in manufacturing still maintains innovation-inhibiting barriers to entry and competition in key services sectors. 'Services Unbound: Digital Technologies and Policy Reform in East Asia and Pacific' makes the case for deeper domestic reforms and greater international cooperation to unleash a virtuous cycle of increased economic opportunity and enhanced human capacity that would power development in the region.