The International Maritime Organization (IMO) has marked a decade of action to reduce greenhouse gas emissions from shipping, Since the first set of mandatory international measures to improve the energy efficiency of ships was adopted on 15 July 2011, as part of the International Convention for the Prevention of Pollution from Ships (MARPOL).
To support the implementation of the measures and foster innovation, IMO has been implementing a comprehensive programme of capacity building and technical assistance, including a variety of global projects. These include the GEF-UNP-IMO GloMEEP project (now concluded), the EU-funded Global Network of Maritime Technology Cooperation Centres (GMN project), the IMO-Norway GreenVoyage2050 project and the IMO-Republic of Korea GHG SMART project.
El IMO Secretary General Kitack Lim, said: “In July 2011, the first set of mandatory measures to improve the energy efficiency of newbuild ships was adopted, fundamentally changing the baseline for the performance of the incoming global fleet in terms of emissions reductions. The pace of regulatory work to address GHG emissions from shipping has continued under the initial IMO Strategy to Reduce GHG Emissions from Shipping and more recently with the adoption of key new near-term measures aimed at reducing the carbon intensity of all ships, both newbuild and existing, by at least 40% by 2030, compared to the 2008 baseline, in line with the ambitions of the initial Strategy.”
“The package of mandatory measures combined with implementation support puts shipping on the path to decarbonisation. There is more work to be done, but we have a solid foundation, which is contributing to the global fight against climate change,” said Lim.
The IMO has published an infographic outlining key steps in regulatory support and implementation. You can download a high-resolution version of this infographic by clicking on it and then saving the file. Addressing climate change: a decade of action to reduce GHG emissions from shipping.
Regulations to reduce emissions from ships
The issue of control of air pollution from ships, in particular noxious gases from ship exhausts, was discussed at IMO as early as the 1970s, but attracted more attention in 1988 when the Marine Environment Protection Committee (MEPC) agreed to include pollution in its work programme. In 1991, IMO adopted Assembly Resolution A.719(17) on the prevention of air pollution from ships. The Resolution called on the MEPC to prepare a new draft Annex to MARPOL on the prevention of air pollution.
The Kyoto Protocol, which was adopted in December 1997, was an important step in the fight against climate change. It put into effect the United Nations Framework Convention on Climate Change by committing industrialized countries and economies in transition to limit and reduce greenhouse gas (GHG) emissions, in accordance with agreed individual targets.
In response, at the 1997 MARPOL Conference that year, the IMO adopted MARPOL Annex VI on regulations for the prevention of air pollution from ships. This resolution invited the MEPC to consider what CO2 reduction strategies might be feasible in light of the relationship between CO2 and other air and marine pollutants. The resolution also invited the IMO, in cooperation with the UNFCCC, to undertake a study of CO2 emissions from ships with a view to establishing the quantity and relative percentage of CO2 emissions from ships as part of the global CO2 emissions inventory.
The MEPC developed operational and technical measures and the IMO agreed to include a new chapter on “energy efficiency” in MARPOL Annex VI.
On 15 July 2011, MARPOL Annex VI Parties adopted mandatory energy efficiency regulations for ships: Energy Efficiency Design Index (EEDI) for new ships, Ship Energy Efficiency Management Plan (SEEMP) for all ships.
This represented the first set of mandatory energy efficiency measures for any transport sector.
Since its adoption, further amendments have been adopted to strengthen the EEDI requirements, in particular for certain types of vessels.
In 2016, the IMO adopted the mandatory IMO Data Collection System (DCS) for ships to collect and report data on fuel oil consumption for ships over 5000 2019 gt. Data collection for the first calendar year was completed in XNUMX.
In April 2018, IMO adopted the Initial Strategy on Reducing Greenhouse Gas Emissions from Maritime Transport, a policy framework that sets out key ambitions, including at least halving annual greenhouse gas emissions from international shipping by 2050, compared with their level in 2008, and aiming to phase out GHG emissions from shipping to complete as early as possible this century, as well as reducing the carbon intensity of international shipping (to reduce CO2 emissions per transport work), averaged across international shipping, by at least 40% by 2030, with efforts towards 70% by 2050, compared with 2008.
The initial strategy includes a commitment to assess the impacts on States (in particular least developed countries (LDCs) and small island developing States (SIDS)) of any measures proposed for adoption.
The initial GHG strategy will be reviewed by 2023.
In June 2021, the IMO adopted key short-term measures aimed at reducing the carbon intensity of all ships by at least 40% by 2030, in line with the ambitions set out in the initial IMO Strategy.
These measures combine technical and operational approaches to improve the energy efficiency of ships. All ships will have to calculate their Energy Efficiency Existing Ship Index (EEXI) and ships over 5.000 gt will establish their annual operational carbon intensity indicator (CII) and CII rating.
In other words, ships will be given a rating for their energy efficiency (A, B, C, D, E) where A is the best. This is the first time that the IMO has established a formal rating system for ships. This sends a strong signal to the market: administrations, port authorities and other stakeholders, as appropriate, are encouraged to provide incentives to vessels classified as A or B.. A ship rated D for three consecutive years, or E, must submit an action plan to show how the required rating (C or higher) would be achieved.
MARPOL Annex VI has 100 Parties, representing 96,65% of global merchant shipping by tonnage.
Support for implementation
IMO's mandatory measures are supported by the capacity building, technical assistance and technological cooperation.
Shipping will need new technologies, new fuels and innovation to meet GHG targets. Investment in R&D, infrastructure and testing is needed.
Several projects implemented by IMO focus on assisting developing countries to implement MARPOL Annex VI energy efficiency measures and promoting testing and training.
Some examples include:
The GEF-UNDP-IMO Global Maritime Energy Efficiency Project (GloMEEP) helped several leading pilot countries initiate legal, policy and institutional reforms and build related capacity to begin implementing MARPOL Annex VI at the national level.
The EU-funded Global Maritime Technology Cooperation Centre Network (GMN) project has established five regional centres of excellence and several pilot projects are underway. One in the Pacific installed solar panels on a ferry, resulting in a 32% fuel saving in operation and an 87% reduction in GHG emissions at anchor. Other examples include collecting and analysing data on ship fuel consumption; helping to improve ship trim optimisation; developing technology needs assessments; and conducting port energy audits. Data from pilot projects is shared to facilitate scale-up and implementation elsewhere.
The Global Industry Alliance (GIA) to support low carbon shipping has developed a Just-in-Time guide. Watch the animation video https://greenvoyage2050.imo.org/video-library/
The GIA has launched a free-to-access e-learning course aimed at seafarers and anyone interested in this aspect of shipping. Access the course here: https://greenvoyage2050.imo.org/e-learning/ Course: Introduction to Energy Efficient Ship Operation Course (unccelearn.org) is intended to be a first look at how GHG emissions from ships can be addressed.
The GreenVoyage2050 project has launched a workshop package on ‘Alternative fuels and energy carriers for maritime transport’ – Download here – Workshop packages: https://greenvoyage2050.imo.org/workshop-packages/
The GHG SMART project is assisting least developed countries and small island developing states in their capacity building efforts through training courses over a four-year period.
Current list of IMO climate action projects
IMO-Norway GreenVoyage2050 project https://greenvoyage2050.imo.org/
Global Industry Alliance (GIA) to support low-carbon shipping https://greenvoyage2050.imo.org/about-the-gia/
IMO-EU GMN (Global Maritime Network of Maritime Technology Cooperation Centres) project https://gmn.imo.org/
GEF-UNDP-IMO GloFouling project addressing the problem of hull fouling contributing to GHG emissions https://www.glofouling.imo.org/
Global Industry Alliance (GIA) for Marine Biosecurity https://www.glofouling.imo.org/gia
IMO-Republic of Korea GHG-SMART Project https://www.imo.org/en/MediaCentre/PressBriefings/pages/39-GHG-SMART-.aspx
IMO-EBRD-World Bank FIN-SMART Roundtable – co-chaired by IMO, the European Bank for Reconstruction and Development and the World Bank https://www.imo.org/en/MediaCentre/Pages/WhatsNew-1579.aspx
IMO and the United Nations Environment Programme (UNEP) Zero and Low Emissions Maritime Innovation Forum in September 2021 https://www.imo.org/en/MediaCentre/Pages/WhatsNew-1558.aspx
IMO-Germany Asia Shipping Emissions Project (known as Blue Solutions Project) to reduce emissions from shipping in Asia
IMO-Singapore NextGEN https://www.imo.org/en/MediaCentre/PressBriefings/pages/NextGEN-project.aspx
Source: IMO
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