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IMO pushes forward with work to meet ship emission reduction targets

IMO shares summary of Intersessional Working Group on Reduction of GHG Emissions from Ships meeting.
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The following of the recent IMO Intersessional Working Group on Reduction of GHG Emissions from Ships has been provided by the International Maritime Organization:

The IMO Intersessional Working Group on Reduction of GHG Emissions from Ships has made significant progress in pushing forward with work to help achieve the ambitious targets set out in the initial IMO strategy on reduction of GHG emissions from ships, which aims, as a matter of urgency, to decarbonise international shipping in this century. 

IMO is committed to working to combat climate change, in line with the United Nations Sustainable Development Goal (SDG) 13 on climate action.

National Action Plans – draft MEPC resolution agreed

The working group agreed the draft text of a resolution to be put forward to the next Marine Environment Protection Committee (MEPC) for adoption. The text would urge Member States to develop and update a voluntary National Action Plan (NAP) with a view to contributing to reducing GHG emissions from international shipping.

It suggests such National Action Plans could include but are not limited to: (a) improving domestic institutional and legislative arrangements for the effective implementation of existing IMO instruments, (b) developing activities to further enhance the energy efficiency of ships, (c) initiating research and advancing the uptake of alternative low-carbon and zero-carbon fuels, (d) accelerating port emission reduction activities, consistent with resolution MEPC.323(74), (e) fostering capacity-building, awareness-raising and regional cooperation and (f) facilitating the development of infrastructure for green shipping.

The resolution would invite Member States to elaborate those arrangements (legal, policy, institutional, etc.) that they put in place or plan to do so to support emission reduction from ships, in accordance with their national conditions, circumstances and priorities.

The resolution would encourage those States which had already adopted national action plans to share their experiences with IMO.

The draft resolution will be submitted to the next Marine Environment Protection Committee session, MEPC 75 (30 March to 3 April 2020) with a view to its adoption.  

Candidate measures to further reduce GHG emissions

IMO has already adopted mandatory technical and operational measures to improve the energy efficiency of ships and reduce GHG emissions, including the energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships of 400 GT and above (read more here). The initial strategy lists a number of candidate measures which could also be considered to further reduce emissions and help achieve the targets in the strategy, in particular 40% reduction of carbon intensity from shipping by 2030.  Short-term measures could be measures finalized and agreed by the Committee between 2018 and 2023, although in aiming for early action, priority should be given to develop potential early measures with a view to achieving further reduction of GHG emissions from international shipping before 2023. Dates of entry into force and when the measure can effectively start to reduce GHG emissions would be defined for each measure individually. A procedure for assessing the impact on States of a measure has been approved.

During the working group session, a number of proposals were discussed.

The group noted that the proposals discussed fell into two goal-based approaches, a technical approach and an operational approach. Further discussion would be needed at the next intersessional working group meeting to develop such proposals further.

Technical approach

Proposals for a technical approach which were discussed included an Energy Efficiency Existing Ship Index (EEXI), which could require ships to meet set energy efficiency requirements after the measure taking effect. Other technical proposals relate to mandatory power limitation on ships.

Operational approach 

Operational approaches would include focusing on strengthening the ship energy efficiency management plan, as required in SEEMP. This include proposals for mandatory carbon intensity reduction targets. Operational proposals also include measures to optimize speed for the voyage. Proposals to limit ship speed were also discussed.

There was general agreement in the group that a mandatory goal-based approach for both the technical and operational approaches would provide the needed flexibility and incentive for innovation (a goal-based approach would set the objective to be achieved, while leaving room for a range of methods or innovation to achieve the set goal).

The group agreed that the technical and operational approaches should be further developed in parallel, with informal coordination before the next intersessional meeting.

Assessment of impacts on States

Proponents of the various proposals were invited to provide further details on the initial impact assessment of their proposal, with a view to identifying the remaining issues to be further considered, including whether the proposed measure may generate disproportionately negative impact on some States. Key underlying issues identified by the chair for further consideration included, inter alia: the vital role of shipping for food security and disaster response; the impact on cost of transport and if cost change can be passed on to the customer or not; and special challenges faced by some remote areas.

Alternative fuels

With a longer-term perspective, and in order to encourage the uptake of alternative low- and zero-carbon fuels in the shipping sector, the Working Group also agreed on the establishment of a dedicated workstream for the development of lifecycle GHG/carbon intensity guidelines for all relevant types of fuels. This could include, for example, biofuels, electro-/synthetic fuels such as hydrogen or ammonia, etc. Many participants to the meeting highlighted the importance of undertaking this work as soon as possible, in order to pave the way for the decarbonization of the shipping industry.

Next meetings

The sixth session of the Intersessional Working Group on Reduction of GHG Emissions from Ships met 11-15 November at IMO Headquarters in London, United Kingdom. It was attended by nearly 400 representatives from nearly 70 Member States, as well as from the UNFCCC, the European Commission, the League of Arab States and around 30 non-governmental organizations.

To keep up the momentum, a further seventh meeting of the Intersessional Working Group on Reduction of GHG Emissions from Ships will be held 23-27 March 2020. This is just before and back to back with the next Marine Environment Protection Committee session, MEPC 75 (30 March to 3 April 2020). The MEPC is the decision-making body. 

The MEPC is also expected to establish a Working Group on Reduction of GHG Emissions from Ships, to meet during the MEPC session. 

MEPC 76 is scheduled to meet 19-23 October 2020. MEPC 76 is expected to receive the completed Fourth IMO GHG Study.

Fourth IMO GHG Study

The Fourth IMO GHG Study will include the following:

  • Inventory of current global emissions of GHGs and relevant substances emitted from ships of 100 GT and above engaged in international voyages. The inventory should include total annual GHG emission series from 2012 to 2018, or as far as statistical data are available. 
  • 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 inventory should also include other relevant substances that may contribute to climate change, including Black Carbon (BC).
  • Estimates of carbon intensity (estimates of world fleet's CO2 emissions per transport work, from 2012 to 2018, or as far as statistical data are available).
  • Possible estimates of carbon intensity of international shipping for the year 2008 (the baseline year for the levels of ambition identified in the Initial Strategy). 
  • Scenarios for future international shipping emissions 2018-2050

Photo credit: International Maritime Organization
Published: 19 November, 2019
 

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Methanol

GENA Solutions: Total renewable and low-carbon methanol project pipeline increases from 61.8 to 62.2 Mt by 2032

Information shared by MI – the Global Methanol Alliance meant to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.
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MI – the Global Methanol Alliance recently shared with Manifold Times the renewable and low-carbon methanol project pipeline August 2026 release produced by GENA Solutions Oy.

Information from the release is meant to provide the bunkering publication’s readers with insight on renewable methanol availability, and to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.

Key takeaways from GENA’s August 2026 Methanol release are as follows:

  • As of the end of August 2026, GENA tracks 286 renewable and low carbon methanol projects, representing 62.2 Mt of capacity by 2032. This includes 25.1 Mt of e-methanol, 25.9 Mt of biomethanol, and 11.2 Mt of low carbon methanol capacity.
  • Two new projects were added to Project Navigator last month, while one frozen project was excluded. The project pipeline increased by 0.4 Mt month on month.
  • Four new offtake agreements were registered during August, including two biomethanol and two e-methanol agreements.
  • About 8% of the cumulative renewable methanol project pipeline capacity has reached FID so far, with another 11% at the FEED stage.
  • Considering the current uncertainty around regulatory developments and demand growth, GENA projects that renewable methanol capacity could reach 6 Mt to 12 Mt by 2031.

Note: The full article can be viewed here.

Renewable methanol project pipeline 4 Renewable methanol by feedstock 8 Renewable methanol by region 7 Project pipeline by status Methanol capacity scenarios

 

Photo credit: GENA Solutions
Published: 4 September, 2026

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Business

Singapore: MPA urges maritime firms to prepare for potential haze with plan

MPA encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

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August 31, 2026

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RESIZED SG bunker tanker

The Maritime and Port Authority of Singapore (MPA) on Monday (31 August) issued Port Marine Circular No. 9 of 2026 on steps for maritime companies to take for potential haze affecting Singapore:

BUSINESS CONTINUITY PLAN FOR HAZE

This circular supersedes Port Marine Circular No. 09 of 2023.

With reference to the National Environment Agency’s (NEA) joint media release issued on 9 August 2026, hotspots were observed in parts of Sumatra and Kalimantan, with prevailing winds potentially bringing smoke haze towards Singapore. The dry conditions may further increase the likelihood of haze affecting Singapore. The Maritime and Port Authority of Singapore (MPA) encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

MPA advises all maritime companies to monitor the PSI level through the media and the NEA’s website (www.haze.gov.sg), keep at least a one-week supply of N95 masks for workers especially those who work outdoors, and observe the Ministry of Manpower’s (MOM) Haze guidelines and advisory for work which can be found on their website (www.mom.gov.sg/haze). The latter include guidelines to ensure that stocks of N95 masks are periodically inspected, remain serviceable, and not expired.

The visibility in the Singapore Strait and port waters could be significantly reduced in the event of haze. During periods of restricted visibility, shipmasters are advised to keep a proper lookout and navigate with caution. They are also advised to comply with the International Regulations for Preventing Collisions at Sea and in particular Rule No. 19, Rule No. 20 and Rule 35 concerning conduct of vessels in restricted visibility, exhibition of navigation lights and sound signals in restricted visibility, respectively.

In the interest of safety of navigation and life at sea, the Port Master may restrict the movement of harbour craft and pleasure craft in the port waters during reduced visibility conditions.

 

Photo credit: Manifold Times
Published: 31 August, 2026

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Alternative Fuels

DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Report examines four regulatory scenarios, ranging from adoption of IMO NZF in its current form to its outright rejection, energy efficiency uptake, and long-term bunker fuel and technology strategies.
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August 28, 2026

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DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Regulatory uncertainty is increasing pressure on shipowners to make investment decisions that remain viable across multiple future scenarios, said classification society DNV on Thursday (27 August). 

According to DNV’s 10th Maritime Forecast to 2050, stronger global regulatory signals could accelerate the uptake of energy-efficiency measures, enabling the global fleet to consume up to 25% less energy by 2050 compared to a scenario where regulation is driven by regions.

The report examines four regulatory scenarios, ranging from adoption of the IMO Net-Zero Framework (NZF) in its current form to its outright rejection, which could lead to a period of prolonged regulatory gridlock, and explores the implications of these outcomes for fuel demand, energy efficiency uptake, and long-term fleet fuel and technology strategies.

Cristina Saenz de Santa Maria, CEO Maritime, DNV, said: “Ships ordered today will operate well beyond 2050, but many of the factors shaping their future performance remain uncertain. Regulatory requirements are advancing faster than the fuel, infrastructure, and technological systems needed to support them, making long-term investment decisions increasingly complex. The industry therefore needs greater clarity and alignment among all stakeholders to provide the confidence required for long-term investment. In the meantime, shipowners need strategies that deliver benefits today while remaining resilient across a range of regulatory and market outcomes.”

Energy efficiency is one of the most immediate and practical levers available to shipowners, delivering value across regulatory outcomes whether implemented at the newbuild stage or as a retrofit. A case study of a hydrodynamic measures retrofit on a 5,000 TEU container vessel showed potential annual fuel savings of 16%, with a payback time of around one to four years depending on future fuel prices. Retrofits can add similar value across many ship types and with sufficient planning can typically be completed during a standard class-renewal dry docking.

The development of the marine low-GHG fuel market remains a key challenge. While significant progress has been made in expanding alternative-fuel capabilities of vessels, scaling fuel production depends on confidence that demand will materialize. DNV projects shipping demand for low-GHG fuels to range from 4 to 22 Mtoe by 2030 and 33 to 185 Mtoe by 2050, depending on regulatory outcomes, with uptake also shaped by future uptake of shore power, plug-in hybridization, nuclear power, and onboard carbon capture systems.

Current project pipelines indicate a maximum global supply of 270 Mtoe by 2030, although actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share. However, the cost of reducing emissions varies significantly between fuel pathways, with abatement costs ranging from about 180 to 1,290 USD per tonne of CO₂ avoided, highlighting the importance of regulation and market incentives in enabling low-GHG fuel markets to develop.

Øyvind Sekkesæter, lead author of Maritime Forecast to 2050, said: “Scenarios explored in this year’s report show how different regulatory futures can lead to very different outcomes in energy efficiency uptake, fuel demand, and consequently, GHG emissions. By testing fuel and technology choices across multiple scenarios, shipowners can identify strategies that create value today while preserving flexibility as regulation, fuel availability, prices, and technologies evolve. Strategies that each owner chooses will also be dependent on their fleet type and operating context.”

Key findings from the report: 

  • Several regulatory futures remain possible as the IMO continues negotiations on the Net-Zero Framework, with these outcomes shaping investment decisions, low-GHG fuel uptake, and energy-efficiency deployment across the global fleet.
  • With global regulatory incentives in place, the world-fleet could consume 25% less energy by 2050 than under a scenario limited to regional regulations.
  • Energy efficiency can pay off regardless of regulatory outcome – 5,000 TEU container ship case study shows 16% annual fuel savings from hydrodynamic measures retrofit.
  • Shipping demand for low-GHG fuels could range from 4 to 22 Mtoe by 2030, and 33 to 185 Mtoe by 2050, depending on regulatory outcomes and the availability of these fuels in a competitive global market.
  • Current project pipelines indicate that a maximum of 270 Mtoe of supply could be available by 2030, though actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share.
  • Testing fuel and technology strategies across different scenarios can help shipowners identify robust choices for an uncertain transition. Testing, piloting, and verifying technologies can provide the trusted performance data needed to make investment decisions with greater confidence.

Note: DNV’s 10th Maritime Forecast to 2050 can be found here. 

 

Photo credit: DNV
Published: 28 August, 2026

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