According to the results presented by the ICCT (International Council on Clean Transportation), the global fuel consumption of commercial shipping between the years 2013-2015 was estimated at:

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When evaluating the ICCT findings on global fuel consumption for commercial shipping in 2013–2015, we start by restating the two options provided for analysis.
Option b: 'to be about 12 – 15 % higher than the estimates given by IEA (International Energy Agency)'. This aligns with ICCT’s typical stance of highlighting that conventional IEA estimates may understate real fuel usage in shipping, due to methodological differences or scope. The argument here is that ICCT’s re-estimate sits above IEA figures by a modest margin in the 12–15% range, which is a plausible magnification reflecting added fuel burn not captured in standard IEA accounting.
Option d: 'to be about 295 million tonnes in average'. This figure refers to the average annual or total fuel consumption (in tonnes) over the 2013–2015 window as estimated by ICCT. Interpreting 'million tonnes' as metric tonnes of fuel, 295 Mt sits in a plausible upper-mid range for maritime fuel usage, given global shipping fuel burn is substantial, and ICCT’s assessments often produce a higher aggregate than IEA due to broader inclusion or different accounting of fuel types and usage patterns.
Now, examining potential reasons an option might be incorrect helps clarify what each statement implies. For option b, a pitfall would be if ICCT’s results did not actually show a 12–15% difference relative to IEA, or if the direction of the difference were reversed (i.e., ICCT estimating lower than IEA). If the ICCT analysis showed only a smaller Delta or a larger Delta outside that band, option b would be inaccurate. For option d, the risk is misplacing the magnitude: ICCT could have reported a higher or lower average (for instance, in the 280–320 Mt range, but not exactly 295 Mt), or they might provide a range rather than a single central value; or they might present annual figures rather than a simple average across the 3-year period. Without the exact citation, we treat 295 Mt as a representative figure, but recognize that slight deviations or interpretation nuances (e.g., whether it's annual average or total over the period) could affect accuracy.
Additionally, consider how the two statements relate: if ICCT’s overall conclusion is that their total fuel consumption estimate is higher than IEA’s by roughly 12–15%, then both statements would be consistent with each other, since a higher estimate (by 12–15%) could plausibly compute to an average around 295 Mt depending on the baseline used by IEA.
In summary, option b posits a relative difference to IEA that is within a plausible range for ICCT’s adjustments, while option d provides a concrete magnitude (295 Mt) that sits within a plausible range for global shipping fuel consumption figures reported by ICCT. If either of these edges were off by a few percentage points or a few tens of millions of tonnes, the statement would be inaccurate, but within typical reporting conventions, both options can be interpreted as consistent with ICCT’s analyses. Keep in mind that exact phrasing in the ICCT report (year range, units, and whether the figure is annual or cumulative) could influence which option most accurately reflects their wording.

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According to the results presented by the ICCT (International Council on Clean Transportation), the global fuel consumption of commercial shipping between the years 2013-2015 was estimated at:

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