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. 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. GHG Study. follow-up actions towards the development of the revised Strategy – set to be adopted in 2023. carbon intensity of the ship to decline through implementation of further phases of the energy efficiency design index (EEDI) for new ships, carbon intensity of international shipping to decline, .GHG emissions from international shipping to peak and decline. Copyright © 2019 International Maritime Organization (IMO). 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. Ships built in the future will have to beat that baseline by a set amount, which will get progressively tougher over time. He welcomed, in particular, the adoption by IMO of the It is intended that the work could start in Autumn 2019 for submission of the final report of the Study to MEPC 76 in Autumn 2020; establishment of a multi-donor trust fund for GHG ("GHG TC-Trust Fund"), a new voluntary trust fund aiming at providing a dedicated source of financial support for technical cooperation and capacity-building activities to support the implementation of the Initial Strategy. Year CO 2 emissions from ships 4000 3500 3000 2500 2000 1500 1000 500 0 2007 2010 2020 2030 2040 2050 A1F1 A1B A1T A2 B1 B2. The 70th MEPC meeting in October 2016 adopted a mandatory . GreenVoyage2050 project, a collaboration between IMO and the Government of Norway. 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. The MEPC 74th session in May 2019 approved, for adoption at the next session, amendments to MARPOL Annex VI to significantly strengthen the Energy Efficiency Design Index (EEDI) "phase 3" requirements. The initial strategy includes candidate measures (see details further down this page), with the following timelines: IMO participates in the UN Climate Change Conferences, providing updates to the Subsidiary Body for Scientific and Technological Advice (SBSTA) under agenda item 10 on Emissions from fuel used for international aviation and maritime transport. Below you will find some frequently asked questions about IMO's work to reduce GHG emissions from shipping. the Energy Efficiency Design Index (EEDI), which requires new ships to comply with minimum mandatory energy efficiency performance levels, increasing over time through different phases; the Ship Energy Efficiency Plan (SEEMP), which establishes a mechanism for shipowners to improve the energy efficiency of both new and existing ships using operational measures such as weather routing, trim and draught optimization, speed optimization, just-in-time arrival in ports, etc. Levels of ambition directing the Initial Strategy are as follows: 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; 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. Cooperation with ports to reduce emissions from shipping On 13 April 2018, MEPC 72 adopted resolution MEPC.304(72) on Initial IMO Strategy on reduction of GHG emissions from ships (download 20 May 2019: The International Maritime Organization (IMO) is accelerating action and implementing measures to help reduce greenhouse gas (GHG) emissions from ships, in line with the Paris Agreement on climate change and the 2030 Agenda for Sustainable Development. The working group agreed draft new mandatory measures to cut the carbon intensity of ships, building on current mandatory energy efficiency requirements to further reduce greenhouse gas emissions from shipping. 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. In the third IMO GHG study, Smith et al. Roadmap for developing a comprehensive IMO strategy on reduction of GHG emissions from ships, which foresaw the adoption of an initial GHG reduction strategy in April 2018., further IMO GHG studies and plans the different phases of the three step approach to ship energy efficiency improvements, including collection and analysis of data on ships' fuel oil consumption. 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. IMODOCS website (registration required). 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 ). The strategy includes a specific reference to “a pathway of CO2 emissions reduction consistent with the Paris Agreement temperature goals”. Scenarios for future international shipping emissions 2018-2050, Investigation of appropriate control measures (abatement technologies) to reduce, Study of Emission Control and Energy Efficiency Measures for. 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. * Source ; Second IMO GHG Study 2009. This means that new ships built from that date must be significantly more energy efficient than the baseline. (Read outcome here.). 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. Dates of entry into force and when the measure can effectively start to reduce GHG emissions would be defined for each measure individually; and. These include: 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. [3] examined shipping emission scenarios towards 2050, with scenarios based on diverse growth and technology assumptions. This includes the full text of the Initial IMO Strategy on reduction of GHG emissions from ships. Dates of entry into force and when the measure can effectively start to reduce GHG emissions would be defined for each measure individually; possible mid-term measures could be measures finalized and agreed by the Committee between 2023 and 2030. The inventory should also include other relevant substances that may contribute to climate change, including Black Carbon (BC). en Amendment 15 Jutta Paulus Draft opinion Recital B a (new) Draft opinion Amendment B a. whereas according to the latest IPCC report, there is a 66% chance of staying below 1.5°C if future GHG emissions are limited to 420Gt CO2eq – or 10 years of current emissions, and a 50 % MEPC 76 is scheduled to meet 19-23 October 2019. Following this historic step, which sent a clear signal to the shipping industry as a whole to stimulate investment in the development of low-carbon and zero-carbon fuels and innovative energy efficient technologies, IMO Member States approved in October 2018 a Read more here on the UNFCCC website here. The projected increase in international shipping emissions reflects the growth of world maritime trade in … The Initial Strategy envisages for the first time a reduction in total GHG emissions from international shipping and identifies levels of ambition as follows: The Initial Strategy represents a framework for further action, 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 "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. We model the fuel and CO 2 savings of the EEXI in 2019 and 2030 for container ships, bulk carriers, and oil tankers. In particular, just-in-time (JIT) operation of ships has a potential to reduce emissions. The IMO fourth GHG study was contracted to a CE Delft-led consortium. 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. 3 Considering pre-COVID‑19 bunker-fuel consumption, the levy could generate almost USD 500 million per year. Independent Study Reveals LNG Reduces Shipping GHG Emissions By Up to 21%. 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. This included the Climate Action Summit; (23 September 2019). The MEPC is the decision-making body. The terms of reference for the Fourth IMO GHG Study were agreed by MEPC 74 (May 2019). IMO was in attendance at the UN High Level Week of Action for People and Planet. Collectively, these ships accounted for more than half of CO 2 emissions from international shipping in 2018. It is intended that the work could begin in Autumn 2019, with a view to the final report of the Study being submitted to MEPC 76, to be held in Autumn 2020. All the following candidate measures represent possible mid-term further action of IMO on matters related to the reduction of GHG emissions from ships: Candidate long-term measures - the following candidate measures represent possible long-term further action of the Organization on matters related to the reduction of GHG emissions from ships: The Fourth IMO GHG Study was submitted to the Marine Environment Protection Committee (MEPC) in July 2020, as document MEPC 75/7/15  - the study can be downloaded via the The strategy also identifies barriers and supportive measures including capacity building, technical cooperation and research and development (R&D). 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. Study reveals LNG reduces shipping GHG emissions by up to 21% . 10 MARPOL MARPOL 73/78 Regulations for Prevention & Control of Pollution from Ships MARPOL ANNEX Target I Oil II Noxious liquid substances in bulk III Harmful substances in packaged form IV Swages V Garbage VI … 1 Third IMO GHG Study 2014 1 Third IMO GHG Study 2014 Or. encourage and facilitate the general adoption of other possible new/innovative emission reduction mechanism(s). 1, GHG emissions – including carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O), expressed in CO2e –of total shipping (international, domestic and fishing) have increased from 977 million tonnes in 2012 to 1,076 million tonnes in 2018 (9.6% increase). As requested by the IMO Marine Environment Protection Committee in October last year (MEPC 73), several countries have submitted concrete proposals for reduction measures. Feeding in to the process towards adoption of a revised Strategy in 2023 will be the data collection system on fuel oil consumption of ships over 5,000 gross tons, which begins on 1 January 2019; and a fourth IMO GHG study, to be initiated in the first half of 2019.The programme of follow-up actions provides agreed timelines for specified streams of activity. As United Nations Secretary-General Antonio Guterres has said, “We need to put the brake on deadly greenhouse gas emissions and drive climate action…. Highlights and Executive Summary of the Fourth IMO GHG Study 2020 HIGHLIGHTS. A detailed historical overview of IMO's work can be found here. The environmental impact of shipping includes air pollution, water pollution, acoustic, and oil pollution. According to a range of plausible long-term economic and energy business-as-usual scenarios, emissions could represent 90-130% of 2008 emissions by 2050. 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. Although shipping was not included in the final text of the Paris Agreement, adopted in 2015, IMO has set itself a long-standing mandate to contribute to the fight against climate change by addressing greenhouse gas emissions from ships. 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. International Maritime Organization (IMO) 4 Albert Embankment, London SE1 7SR, United Kingdom. Studies and reports can be found It is intended that the work could begin in Autumn 2019, with a view to the final report of the Study being submitted to MEPC 76, to be held in Autumn 2020. By Milton Stuards, Apr 12, 2019 / Curious. All the following candidate measures represent possible short-term further action of IMO on matters related to the reduction of GHG emissions from ships: Candidate mid-term measures are measures which can be categorized as those the effect of which is to directly reduce GHG emissions from ships and those which support action to reduce GHG emissions from ships. In 2018, IMO adopted an initial strategy on the 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. 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 initial strategy includes the following: 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. The MEPC also agreed terms of reference for a correspondence group to look into the introduction of a possible "phase 4" of EEDI requirements. The energy-efficiency requirements were adopted as amendments to MARPOL Annex VI  in 2011 and they entered into force on 1 January 2013. The terms of reference for the Fourth IMO GHG Study were agreed, and an invitation to tender will be issued shortly. Website: http://gmn.imo.org/, GreenVoyage-2050 project, a collaboration between IMO and the Government of Norway. pursue the development and provision of zero-carbon or fossil-free fuels to enable the shipping sector to assess and consider decarbonization in the second half of the century; and. Landmark Well-to-Wake study represents definitive figures for GHG emissions and confirms LNG as major contributor in meeting IMO’s 2050 GHG targets for shipping. 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. They include: International Maritime Organization (IMO) 4 Albert Embankment, London SE1 7SR, United Kingdom. MEPC 76 is expected to receive the completed Fourth IMO GHG Study. Inventory of current global emissions of GHGs and relevant substances emitted from ships of 100 GT and above engaged in international voyages. it is set at 50% for containerships of 200,000 DWT and above, from 2022 (instead of 30% from 2025); initiation of the Fourth IMO GHG Study, which will include, inter alia, an inventory of global emissions of GHG emissions from international shipping from 2012 to 2018, estimates of carbon intensity of the global fleet on the same period and also in 2008 (the baseline year for the levels of ambition identified in the Initial Strategy), and scenarios for future international shipping emissions in the period 2018-2050. 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. Reducing greenhouse gas emissions from ships, World Maritime University (WMU) and IMO International Maritime Law Institute (IMLI), Read more on the proposed amendments to MARPOL here, Procedure for assessing impacts on States, https://glomeep.imo.org/global-industry-alliance/global-industry-alliance-gia/, https://glomeep.imo.org/resources/publications/. 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; capacity-building, technical cooperation, research and development; and. Website: https://greenvoyage2050.imo.org/. The Steering Committee established to act as a focal point for MEPC, to review and monitor progress and confirm that the Study meets the terms of reference, was composed of the following 13 Member States: Belgium, Brazil, Canada, China, Denmark, Japan, the Netherlands, Norway, Panama, the Republic of Korea, Singapore, Turkey and the United States. 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 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. In recognition of this, in December 2019 several shipowners proposed to the IMO a levy of USD 2 per tonne of bunker fuel (raising the cost of bunker fuel by less than 1%) to fund R&D on zero-emission vessels and fuels. Cooperation with ports to reduce emissions from shipping Curious. Highlights of the Fourth IMO GHG Study were published in March 2021. (Read more on the proposed amendments to MARPOL here). Demand for shipping grew twice as quickly as fuel efficiency improved over the study period. 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. The procedure identifies four steps: 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. Candidate short-term measures are measures which can be categorized as those the effect of which is to directly reduce GHG emissions from ships and those which support action to reduce GHG emissions from ships. Particular attention should be paid to the needs of developing countries, especially small island developing States (SIDS) and least developed countries (LDCs). 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”. The world is counting on all of us to rise to the challenge before it’s too late”. 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. The sixth meeting of the Intersessional Working Group on Reduction of GHG Emissions from Ships met 11-15 November 2019. Fourth IMO GHG Study. To help move forward with the implementation of the initial GHG strategy, intersessional meetings of the working group are also held. In particular, the entry into effect of "phase 3" is brought forward from 2025 to 2022 for several ship types – including containerships, gas carriers, general cargo ships and LNG carriers – and the reduction rate of phase 3 for containerships is significantly enhanced, e.g. The fourth IMO GHG study 1 was published in August 2020. 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. GHGs are defined as the six gases initially considered under the UNFCCC process: carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), hydrofluorocarbons (HFCs), perfluorocarbons (PFCs) and sulphur hexafluoride (SF6). The full text of the Initial IMO Strategy on reduction of GHG emissions from ships can be found in the submission to the Talanoa Dialogue here. This package, added in a new Chapter 4 of MARPOL Annex VI entitled "Regulations on energy efficiency for ships", is composed of two main measures: The regulations entered into force on 1 January 2013 and apply to all ships of 400 gross tonnage and above, irrespective of flag and ownership. This strategy, which represents the first global climate framework for shipping, establishes quantitative GHG reduction targets through 2050 and a list of potential short-, mid-, and long-term policy measures to help achieve these targets. Currently, many ships expend hours or days waiting outside ports and running their diesel engines – just-in-time operations could significantly cut emissions. 6 The second key point relates to the rate of growth in GHG emissions from shipping. Step 4: comprehensive impact assessment, if required by the MEPC. Finally, the Committee agreed to the holding of the sixth and seventh meetings of the Intersessional Working Group on Reduction of GHG Emissions from Ships, in November 2019 and March 2020 respectively, with the following terms of reference: 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. 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. Shipping emissions represent around 13% of the overall EU greenhouse gas emissions from the transport sector (2015). The procedure is annexed to a draft Assembly resolution to be submitted to the IMO’s thirty-first Assembly session, in October 2019, with a view for adoption. IMO continues to work on refining guidance and on the implementation of the regulations, through the MEPC. International Maritime Organization (IMO) adopted a resolution codifying an initial greenhouse gas (GHG) strategy for international shipping. However, this process has been slowed down by the COVID-19 crisis due to the postponement of the MEPA 75th session. The Secretary-General will provide an annual report to MEPC. Maritime News. In 2016, MEPC 70 adopted amendments making mandatory the requirement for ships of 5,000 gross tonnage and above (representing approximately 85% of GHG emissions from ships) from 1 January 2019 to collect and submit fuel oil consumption data to their flag State for aggregation and then submission to IMO. It is intended that the work could begin in Autumn 2019, with a … However, it is an imperative that such biofuels are produced from sustainable feedstocks and using sustainable energy supplies. The use of LNG as marine fuel shows GHG benefits of up to 21% compared with current oil-based marine fuels over the entire life cycle from Well-to-Wake. MEPC 74 (May 2019) approved the Procedure for assessing impacts on States of candidate measures for reduction of GHG emissions from ships. The Fourth IMO GHG Study … Support for implementation of IMO’s energy-efficiency measures is provided, in particular, through  major global projects executed by IMO. 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. geographic remoteness of and connectivity to main markets; 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. To all countries 2014 or that are legally binding across an entire industry sector impact assessment if... 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