Green House Gas (GHG)

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Reducing greenhouse gas emissions from ships

MO continues to contribute to the global fight against climate change, in


support of the UN Sustainable Development Goal 13, to take urgent action to
combat climate change and its impacts. 

IMO has adopted mandatory measures to reduce emissions of greenhouse


gases from international shipping, under IMO’s pollution prevention treaty
(MARPOL) - the Energy Efficiency Design Index (EEDI)  mandatory for new
ships, and the Ship Energy Efficiency Management Plan (SEEMP)..

In 2018, IMO adopted an initial IMO strategy on reduction of GHG emissions


from ships, setting out a vision which confirms IMO’s commitment to
reducing GHG emissions from international shipping and to phasing them out
as soon as possible.

IMO is also executing global technical cooperation projects to support the


capacity of States, particularly developing States to implement and support
energy efficiency in the shipping sector.

Click on the image on the right to view and download a PDF leaflet on IMO


Action to reduce greenhouse gas emissions from international shipping,
including a timeline.

Below you will find some frequently asked questions about IMO's work to
reduce GHG emissions from shipping.

A detailed historical overview of IMO's work can be found here


What are the next steps in implementing the GHG strategy?

In October 2018 (MEPC 73), IMO approved a follow-up programme, intended


to be used as a planning tool in meeting the timelines identified in the initial
IMO strategy. The streams of activity identified in the programme of follow-
up actions include:

 candidate short-term measures (Group A) that can be considered and


addressed under existing IMO instruments;
 candidate short-term measures (Group B) that are not work in
progress and are subject to data analysis;
 candidate short-term measures (Group C) that are not work in
progress and are not subject to data analysis;
 candidate mid-/long-term measures and action to address the
identified barriers;
 impacts on States;
 Fourth IMO GHG Study - initiated in 2019;
 capacity-building, technical cooperation, research and development;
and
 follow-up actions towards the development of the revised Strategy –
set to be adopted in 2023.

Member States have been invited to submit concrete proposals on candidate


short-term and mid-term measures to the Marine Environment Protection
Committee (MEPC). The MEPC is the decision-making body. The MEPC
usually establishes a Working Group on Reduction of GHG Emissions from
Ships, which meets during each MEPC session and reports to the plenary of
the Committee. 

To help move forward with the implementation of the initial GHG strategy,
intersessional meetings of the working group are also held.

The sixth meeting of the Intersessional Working Group on Reduction of GHG


Emissions from Ships met 11-15 November 2019. (Read outcome here.)

The seventh meeting of the Intersessional Working Group on Reduction of


GHG Emissions from Ships will be held 23-30 March 2020. This is just before
and back to back with the next Committee session, MEPC 75 (30 March to 3
April 2020). 

The intersessional working group will:

 further consider concrete proposals to improve the operational energy


efficiency of existing ships, with a view to developing draft
amendments to Chapter 4 of MARPOL Annex VI and associated
guidelines, as appropriate;
 further consider concrete proposals to reduce methane slip and
emissions of Volatile Organic Compounds (VOCs);
 consider a draft MEPC resolution urging Member States to develop and
update a voluntary National Action Plan (NAP) with a view to
contributing to reducing GHG emissions from international shipping,
and develop associated guidelines, as appropriate;
 further consider concrete proposals to encourage the uptake of
alternative low-carbon and zero-carbon fuels, including the
development of lifecycle GHG/carbon intensity guidelines for all
relevant types of fuels and incentive schemes, as appropriate;
 consider the development of further actions on capacity-building,
technical cooperation, research and development, including support for
assessment of impacts and support for implementation of measures;
and
 consider other concrete proposals for candidate measures.

The Intersessional Working Group on Reduction of GHG Emissions from


Ships  reports to the MEPC. So any recommendations can be put forward to
the Committee. Member States can submit their proposals to the working
group for discussion. The working group is also open to NGOs in consultative
status with IMO as well as intergovernmental organizations.  
What does the initial IMO GHG strategy say?

The initial GHG strategy envisages, in particular, a reduction in carbon


intensity of international shipping (to reduce CO2 emissions per transport
work, as an average across international shipping, by at least 40% by 2030,
pursuing efforts towards 70% by 2050, compared to 2008); and that total
annual GHG emissions from international shipping should be reduced by at
least 50% by 2050 compared to 2008.

The strategy includes a specific reference to “a pathway of CO2 emissions


reduction consistent with the Paris Agreement temperature goals”.

The initial strategy represents a framework for Member States, setting out
the future vision for international shipping, the levels of ambition to reduce
GHG emissions and guiding principles; and includes candidate short-, mid-
and long-term further measures with possible timelines and their impacts on
States. The strategy also identifies barriers and supportive measures
including capacity building, technical cooperation and research and
development (R&D).

The strategy envisages that a revised strategy will be adopted in


2023. Feeding in to the process towards the adoption of the revised Strategy
in 2023 will be the data collection system on fuel oil consumption of ships
over 5,000 gross tons, which began on 1 January 2019.
What is the vision and what are the levels of ambition in the
strategy?

The initial strategy includes the following:

Vision:    
IMO remains committed to reducing GHG emissions from international
shipping and, as a matter of urgency, aims to phase them out as soon as
possible in this century.

Levels of ambition

The Initial Strategy identifies levels of ambition for the international shipping
sector noting that technological innovation and the global introduction of
alternative fuels and/or energy sources for international shipping will be
integral to achieve the overall ambition. Reviews should take into account
updated emission estimates, emissions reduction options for international
shipping, and the reports of the Intergovernmental Panel on Climate Change
(IPCC ). Levels of ambition directing the Initial Strategy are as follows:

.1 carbon intensity of the ship to decline through implementation of further


phases of the energy efficiency design index (EEDI) for new ships

to review with the aim to strengthen the energy efficiency design


requirements for ships with the percentage improvement for each phase to
be determined for each ship type, as appropriate;

.2 carbon intensity of international shipping to decline 

to reduce CO2 emissions per transport work, as an average across


international shipping, by at least 40% by 2030, pursuing efforts towards
70% by 2050, compared to 2008; and

.3 GHG emissions from international shipping to peak and decline

to peak GHG emissions from international shipping as soon as possible and


to reduce the total annual GHG emissions by at least 50% by 2050
compared to 2008 whilst pursuing efforts towards phasing them out as
called for in the Vision as a point on a pathway of CO2 emissions reduction
consistent with the Paris Agreement temperature goals.

Note: The Paris Agreement on climate change was agreed in 2015 by Parties


to the United Nations Framework Convention on Climate Change (UNFCCC)
and entered into force in 2016. The Paris Agreement central aim is to
strengthen the global response to the threat of climate change by keeping a
global temperature rise this century well below 2 degrees Celsius above pre-
industrial levels and to pursue efforts to limit the temperature increase even
further to 1.5 degrees Celsius. The Paris Agreement does not include
international shipping, but IMO, as the regulatory body for the industry, is
committed to reducing greenhouse gas emissions from international
shipping. 
Which energy efficiency requirements has IMO already adopted?
IMO is the only organization to have adopted energy-efficiency measures
that are legally binding across an entire global industry, applying to all
countries.

IMO has established a series of baselines for the amount of fuel each type of
ship burns for a certain cargo capacity. Ships built in the future will have to
beat that baseline by a set amount, which will get progressively tougher
over time. By 2025, all new ships will be a massive 30% more energy
efficient than those built in 2014. The "phase 3" requirements have already
been reviewed  and will be strengthened - this comes under the candidate
measures in the IMO initial strategy on reduction of GHG emissions from
ships.

The MEPC 74th session in May 2019 approved, for adoption at the next
session in April 2020, amendments to MARPOL Annex VI to significantly
strengthen the Energy Efficiency Design Index (EEDI) "phase 3"
requirements.

The draft amendments bring forward the entry into effect date of phase 3 to
2022, from 2025, for several ship types, including gas carriers, general
cargo ships and LNG carriers. This means that new ships built from that date
must be significantly more energy efficient than the baseline.

 For container ships, the EEDI reduction rate is enhanced, significantly


for larger ship sizes, as follows:
 For a containership of 200,000 DWT and above, the EEDI reduction
rate is set at 50% from 2022
 For a containership of 120,000 DWT and above but less than 200,000
DWT, 45% from 2022
 For a containership of 80,000 DWT and above but less than 120,000
DWT, 40% from 2022
 For a containership of 40,000 DWT and above but less than 80,000
DWT, 35% from 2022
 For a containership of 15,000 DWT and above but less than 40,000
DWT, 30% from 2022

The MEPC also agreed terms of reference for a correspondence group to look
into the introduction of a possible "phase 4" of EEDI requirements.  
Under the energy-efficiency regulations, existing ships now have to have an
energy efficiency management plan in place, looking at things like improved
voyage planning, cleaning the underwater parts of the ship and the propeller
more often, introducing technical measures such as waste heat recovery
systems, or even fitting a new propeller.

The energy-efficiency requirements were adopted as amendments to


MARPOL Annex VI  in 2011 and they entered into force on 1 January 2013.
The regulations make mandatory the Energy Efficiency Design Index (EEDI) 
mandatory for new ships, and the Ship Energy Efficiency Management Plan
(SEEMP) is made a requirement for all ships.

In 2016, IMO adopted mandatory requirements for ships of 5,000 gross


tonnage and above will have to collect consumption data for each type of
fuel oil they use, as well as other, additional, specified data including proxies
for transport work. These ships account for approximately 85% of CO2
emissions from international shipping. The data collected will provide a firm
basis on which future decisions on additional measures, over and above
those already adopted by IMO, can be made.

Read more on energy efficiency requirements here.

IMO continues to work on refining guidance and on the implementation of


the regulations, through the MEPC.
Procedure for assessing impacts on States of candidate measures
The initial strategy recognizes that the impacts on States of a measure
should be assessed and taken into account as appropriate before adoption of
the measure. Particular attention should be paid to the needs of developing
countries, especially small island developing States (SIDS) and least
developed countries (LDCs). When assessing impacts on States the impact
of a measure should be considered, as appropriate, inter alia, in the
following terms:

1. geographic remoteness of and connectivity to main markets;


2. cargo value and type;
3. transport dependency;
4. transport costs;
5. food security;
6. disaster response;
7. cost-effectiveness; and
8. socio-economic progress and development.

Disproportionately negative impacts should be assessed and addressed, as


appropriate.
MEPC 74 (May 2019) approved the Procedure for assessing impacts on
States of candidate measures for reduction of GHG emissions from ships.
The procedure identifies four steps:

 Step 1: initial impact assessment, to be submitted as part of the initial


proposal to the Committee for candidate measures;
 Step 2: submission of commenting document(s), if any;
 Step 3: comprehensive response, if requested by commenting
document(s); and
 Step 4: comprehensive impact assessment, if required by the MEPC.

Impact assessments should be evidence-based and should take into account,


as appropriate, analysis tools and models, such as, cost-effectiveness
analysis tools, e.g. maritime transport cost models, trade flows models,
impact on Gross Domestic Product (GDP); updated Marginal Abatement Cost
Curves (MACCs); and economic trade models, transport models and
combined trade-transport models.
Cooperation with ports to reduce emissions from shipping
MEPC 74 (May 2019) adopted resolution MEPC.323(74) on Invitation to
Member States to encourage voluntary cooperation between the port and
shipping sectors to contribute to reducing GHG emissions from ships.
This could include regulatory, technical, operational and economic actions,
such as the provision of: Onshore Power Supply (preferably from renewable
sources); safe and efficient bunkering of alternative low-carbon and zero-
carbon fuels; incentives promoting sustainable low-carbon and zero-carbon
shipping; and support for the optimization of port calls including facilitation
of just-in-time arrival of ships.

The Global Industry Alliance to support low carbon shipping (GIA), operating
under the auspices of IMO’s GloMEEP project, has recognized the key role of
ports in the decarbonization of shipping. In particular, just-in-time (JIT)
operation of ships has a potential to reduce emissions. The GIA has been
gathering experience from ports that have successfully (or unsuccessfully)
implemented JIT; has been analysing barriers; and has been studying
concrete measures for removal of these barriers to large-scale uptake of JIT.
Read more here and watch the Just-in-Time video animation.  

What about speed as a measure?

The initial GHG strategy adopted by IMO includes a range of candidate short-
term measures – including: “consider and analyse the use of speed
optimization and speed reduction as a measure, taking into account safety
issues, distance travelled, distortion of the market or to trade and that such
measure does not impact on shipping's capability to serve remote
geographic areas”.

So this is certainly something that Member States are discussing. 

The guidelines for the mandatory Ship Energy Efficiency Management Plan
(SEEMP) already refer to "speed optimization" as a potential approach to
improve the energy efficiency of the ship, recognizing that speed
optimization can produce significant savings.

The 2016 Guidelines for the development of a ship energy efficiency


management plan (SEEMP) can be downloaded here.
What about biofuels?

Biofuels could be one of the options. If we are to achieve the goals set out in
the initial strategy it will be important to develop and implement measures
suitable for the existing fleet.

The advantage of such biofuels is their ‘drop-in’ capability to be used in the


existing fleet meaning that they can readily replace hydrocarbon liquid fuels.
However, as indicated before it is an imperative that such biofuels are
produced from sustainable feedstocks and using sustainable energy supplies.
There are also wider considerations, such as availability, and sustainability of
the production of biofuel and so on.  
Which new fuels will be needed?

It is clear that the global introduction of alternative fuels and/or energy


sources for international shipping will be integral to achieve the overall
ambitions set out in IMO’s initial strategy for reducing GHG emissions from
international shipping. 

There is room for all options to be considered, including electric and hybrid
power, hydrogen and other fuel types. 

There is also a lot that can be done to improve energy efficiency of ships
through operational measures. The IMO-industry alliance (GIA) is looking at
how the barriers to just-in-time ship operation can be mitigated.  Currently,
many ships expend hours or days waiting outside ports and running their
diesel engines – just-in-time operations could significantly cut emissions. 
Is zero-carbon shipping going to become a reality?

In the initial IMO strategy, there is a clear ambition to pursue efforts


towards phasing out GHG emissions from international shipping entirely, by
the end of this century. This has to become a reality.

As United Nations Secretary-General Antonio Guterres has said, “We need to


put the brake on deadly greenhouse gas emissions and drive climate
action…. The world is counting on all of us to rise to the challenge before it’s
too late” 

Research and development will be crucial, as the targets agreed in the IMO
initial strategy will not be met using fossil fuels. There is a need to make
zero-carbon ships more attractive and to direct investments towards
innovative sustainable technologies and alternative fuels. 
What needs to happen over the next two or three decades?

Some of the things that have been identified in the GHG strategy include
looking at the provision of ship and shore-side/on-shore power supply from
renewable sources and developing infrastructure to support supply of
alternative low-carbon and zero-carbon fuels.

The need to further optimize the logistic chain and its planning, including
ports is also identified as a candidate short-term measure, along with the
initiation of research and development activities addressing marine
propulsion, alternative low-carbon and zero-carbon fuels, and innovative
technologies to further enhance the energy efficiency of ships.

In the mid-term, the strategy identifies candidate measures, including an


implementation programme for the effective uptake of alternative low-
carbon and zero-carbon fuels, including update of national actions plans to
specifically consider such fuels. In this regard, there may need to be further
consideration given as to how to incentivise the uptake of alternative fuels
and innovative technologies.

Also identified as a candidate short-term measure is the need to undertake


additional GHG emission studies and consider other studies to inform policy
decisions, including the updating of Marginal Abatement Cost Curves and
alternative low-carbon and zero-carbon fuels.
Which global projects support the GHG strategy?

Support for implementation of IMO’s energy-efficiency measures is provided,


in particular, through  major global projects executed by IMO. These
include: 

The Global Maritime Energy Efficiency Partnerships Project (GloMEEP


Project), aimed at supporting the uptake and implementation of energy
efficiency measures for shipping, thereby reducing greenhouse gas
emissions from shipping. The GloMEEP project was launched in 2015 in
collaboration with the Global Environment Facility and the United Nations
Development Programme. Website: http://glomeep.imo.org/
The "Global Industry Alliance to Support Low Carbon Shipping" (or
GIA), launched in 2017 under the auspices of the GloMEEP Project, is
identifying and developing solutions that can support overcoming barriers to
the uptake of energy efficiency technologies and operational measures in the
shipping sector.
Website: https://glomeep.imo.org/global-industry-alliance/global-industry-
alliance-gia/

The global maritime technology network (GMN) project, funded by the


European Union, has established a network of five Maritime Technology
Cooperation Centres (MTCCs) in Africa, Asia, the Caribbean, Latin America
and the Pacific. Through collaboration and outreach activities at regional
level, the MTCCs will focus their efforts during 2018 and beyond to help
countries develop national maritime energy-efficiency policies and measures,
promote the uptake of low-carbon technologies and operations in maritime
transport and establish voluntary pilot data-collection and reporting systems.
Website: http://gmn.imo.org/ 

GreenVoyage-2050 project, a collaboration between IMO and the


Government of Norway. The project, launched in 2019, will initiate and
promote global efforts to demonstrate and test technical solutions for
reducing such emissions, as well as enhancing knowledge and information
sharing to support the IMO GHG reduction strategy. Read more here. 

Multi-donor trust fund for GHG - MEPC 74 (May 2019) agreed to establish


a voluntary multi-donor trust fund ("GHG TC-Trust Fund"), to provide a
dedicated source of financial support for technical cooperation and capacity-
building activities to support the implementation of the Initial IMO Strategy
on reduction of GHG emissions from ships.

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