The Carbon Footprint of Valencia Port: A Case Study of the Port Authority of Valencia (Spain)
バレンシア港のカーボンフットプリント：スペイン・バレンシア港湾局のケーススタディ (AI 翻訳)
Víctor Andrés Cloquell Ballester, Vanesa G. Lo-Iacono-Ferreira, Miguel Ángel Artacho‐Ramírez, Salvador F. Capuz-Rizo
🤖 gxceed AI 要約
日本語
スペインの港湾当局が公的機関の手法を適用し、港湾運営全体のScope1-3排出量を算定。船の入港とクルーズがScope3で最大の寄与を示し、建物照明がScope2の主要因、ディーゼルがScope1の主要因であることを明らかにした。2008-2016年に交通量が24%増加した一方で、排出量はほぼ横ばいであり、基準年排出係数で補正すると17%減少した。再生可能エネルギー導入の余地も示唆している。
English
This study applies a national methodology to compute Scope 1, 2, and 3 carbon footprint for Valencia Port, finding ship traffic and cruises dominate Scope 3, building lighting drives Scope 2, and diesel leads Scope 1. Despite a 24% traffic increase from 2008-2016, emissions stayed flat, and decreased 17% when adjusted for base-year emission factors. The paper highlights renewable energy self-consumption as the next decarbonization step.
Unofficial AI-generated summary based on the public title and abstract. Not an official translation.
📝 gxceed 編集解説 — Why this matters
日本のGX文脈において
わが国でも港湾のカーボンニュートラル化が政策課題となっており、SSBJ開示や港湾計画への排出算定組み込みが求められている。本論文のScope3までの算定枠組みは、日本の港湾管理者や港湾関連企業がサプライチェーン排出量を把握する際の参考になる。
In the global GX context
Ports are emerging as critical nodes in supply-chain decarbonization, and this case offers a replicable methodology for Scope 1-3 accounting aligned with GHG Protocol and TCFD/ISSB expectations. The evidence that emissions can decouple from traffic growth is valuable for transition planning in maritime infrastructure globally.
👥 読者別の含意
🔬研究者:Port-level Scope 1-3 accounting framework and the decoupling of emissions from traffic growth offer a benchmark for port decarbonization research.
🏢実務担当者:Port authorities and terminal operators can adopt this methodology to identify emission hotspots and plan renewable-energy investments.
🏛政策担当者:Demonstrates that national carbon-footprint methodologies can be adapted to ports, providing a template for maritime emissions policy.
📄 Abstract（原文）
Maritime transport is responsible for 13% of the Greenhouse Gases (GHG) emissions of the transport sector. Port authorities, terminals, shipping companies, and other stakeholders have joined efforts to improve this sector's environmental performance. In Spain, the Ministry for Ecological Transition and Demographic Challenge has developed a methodology to assess the carbon footprint. This methodology has been adapted to ports and applied to processes under the Port Authority of Valencia's umbrella achieving scopes 1, 2, and 3. The results highlight that ship traffic, within the port, of containers and cruises (categorized in scope 3) had a major impact on the carbon footprint. Buildings lighting managed by the terminals has a significant effect on scope 2. Diesel consumption shares with gasoline consumption the primary representation in scope 1. The carbon footprint between 2008 and 2016 was maintained, although traffic in the port increased by 24% during this period. The results show a decrease of 17% when emissions are compared using the base year's emissions factors to avoid external factors. Future projects that include self-consumption or renewable energy policies seem to be the next step in a port that shows good results but still has room for improvement in activities of scope 3.
🔗 Provenance — このレコードを発見したソース
- openalex https://doi.org/10.3390/ijerph17218157first seen 2026-08-02 16:45:34
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