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ISWG-GHG 11 discusses revision of ship fuel oil consumption Data Collection System

Progress made on developing draft lifecycle GHG and carbon intensity guidelines for marine fuels and assessment of impacts of GHG measures, says IMO.
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Progress on developing draft lifecycle greenhouse gas (GHG) and carbon intensity guidelines for marine fuels and assessment of impacts of GHG measures has been made at the Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 11), according to the International Maritime Organization (IMO).

The session, held remotely between 14 to 19 March 2022, was attended by more than 430 participants from some 70 Member States, as well as from NGOS in consultative status with IMO.

It also considered proposals on how to keep the impacts of the short-term measure under review and proposals for the revision of the ship fuel oil consumption Data Collection System (DCS).

The short term measure to reduce carbon intensity was adopted as amendments to MARPOL Annex VI in June 2021 and includes the Energy Efficiency Existing Ship Index (EEXI);  annual operational carbon intensity indicator (CII) and CII rating.

The Working Group’s report will be submitted to the Marine Environment Protection Committee (MEPC) at its next session in June (MEPC 78, 6-10 June 2022).

Lifecycle GHG emission guidelines for marine fuels

The Working Group noted the urgency of the development of draft lifecycle GHG and carbon intensity guidelines for marine fuels as expressed by many delegations to facilitate investment decisions, and following detailed discussions aimed to finalize the draft guidelines at MEPC 79 (12-16 December).

To that purpose, the Working Group proposed the establishment of a correspondence group to further develop the draft guidelines using the draft guidelines submitted by Member States as a basis.

The working group agreed that the standalone technical lifecycle guidelines would cover Well-to-Wake, including Well-to-Tank and Tank-to-Wake, emission values, but that any regulatory application of the guidelines would be defined in a separate process.

Recalling that the guidelines would be fuel-neutral, the working group also agreed that the main “initial” feedstocks to be included in the draft LCA guidelines would not be considered as “priority” fuels to avoid discriminating against other possible feedstocks and pathways and prejudging further discussions. Initial feedstocks merely represented the main current and expected future marine fuels.

A candidate short-term measure in the IMO Initial GHG Strategy refers to developing “robust lifecycle GHG/carbon intensity guidelines for all types of fuels, in order to prepare for an implementation programme for effective uptake of alternative low-carbon and zero-carbon fuels”.

The lifecycle refers to the assessment of greenhouse gas emissions from the fuel production to the ship (Well-to-Wake); from primary production to carriage of the fuel in a ship’s tank (Well-to-Tank, also known as upstream emissions) and from the ship’s fuel tank to the exhaust (Tank-to-Propeller or Tank-to-Wake, also known as downstream emissions).

Candidate future low-carbon and zero-carbon fuels for shipping have diverse production pathways (for example, different generations of biofuels, hydrogen-based fuels, etc.) entailing significant differences in their overall environmental footprint.

Impact assessments of candidate GHG reduction measures

The Initial IMO GHG strategy recognizes that the impacts on States of a proposed measure should be assessed and taken into account as appropriate, with particular attention paid to the needs of developing countries, especially small island developing States (SIDS) and least developed countries (LDCs).

The Working Group reconfirmed that the Initial IMO GHG Strategy identified work on the assessment of impacts on States as a key element of the Organization’s efforts in reducing GHG emissions from ships whilst that impact assessment process needed to be both a meaningful and a manageable task.

The group considered the report of an Ad-hoc Expert Workshop on Impact Assessments (which met 8-9 March 2022) which had considered various procedural and methodological issues related to assessment of impacts of candidate GHG reduction measures.

Overall, the Working Group expressed its appreciation to the process and methodologies used under the comprehensive impact assessment of the short-term measure and confirmed that it provided a solid basis for future comprehensive impact assessments.

The Working Group reiterated the need for relevant methodological and process-related improvements.  A draft text of process and methodological elements to complement the procedure for assessing impacts on states of candidate measure was developed and will be considered again by the Group later this year. The aim is that this could be included in a future revision of the  Procedure for assessing impacts on States of candidate measures (MEPC.1/Circ.885)

It was noted that further work was needed to complete the lessons-learned exercise of the comprehensive impact assessment of the short-term measure, in order for this to be completed by MEPC 79.

Maritime Transport Cost Data collection in the Pacific region

The Working Group was informed by the Secretariat that in follow-up to the identified data gaps in the comprehensive impact assessment of the short-term GHG reduction measure, it had initiated a new study aimed at improving the availability of maritime transport costs data in the Pacific region. This initiative is aimed at facilitating future impact assessments of candidate mid-term GHG reduction measures.

The project is funded by the IMO’s multi-donor GHG TC Trust Fund and will be implemented by the MTCC-Pacific, in cooperation with other organizations active in the region.

Revision of the ship fuel oil consumption Data Collection System (DCS) 

In 2016 IMO adopted the mandatory IMO Data Collection System (DCS) for ships to collect and report fuel oil consumption data from ships over 5,000 gt (the first calendar year data collection was completed in 2019).

The Working Group agreed draft amendments to MARPOL Annex VI Appendix IX  Information to be submitted to the IMO Ship Fuel Oil Consumption Database, to include more information on the ship’s carbon intensity performance (EEXI and CII). The Secretary-General was invited to circulate the draft amendments for adoption at MEPC 79.

Following discussion on other potential amendments to Appendix IX of MARPOL Annex VI and associated guidelines on the data collection system, the Working Group agreed to initiate a workstream on the revision of the Ship Fuel Oil Consumption Data Collection System. It recommended that the Committee invite interested Member States and international organizations to submit concrete proposals to a future Working Group session.

Next ISWG-GHG

The 12th session of the Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 12) is schedule to meet 16-20 May. It will consider the final report of the Correspondence Group on Carbon Intensity Reduction and concrete proposals for midterm measures and associated impact assessments, including the proposal to establish an International Maritime Research Board, in the context of IMO’s Work plan on the development mid-term GHG reduction measures.

 

Photo credit: International Maritime Organization
Published: 22 March, 2022

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Environment

Indonesia to expedite removal of sunken Malaysia-flagged tanker “Silver Sincere”

Vessel sank while carrying about 1,000 mt of waste oil on 12 January 2025; the wreck was discovered in March 2025 and was found to have drifted about 13 nautical miles from its original sinking site.

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Indonesia to expedite removal of sunken Malaysia-flagged tanker “Silver Sincere”

Indonesia’s Coordinating Ministry for Political and Security Affairs on Tuesday (14 July) held a cross-agency coordination meeting to expedite efforts in handling the Malaysian-flagged tanker Silver Sincere that sank off Bintan Regency, Riau Islands.

The vessel sank while carrying about 1,000 metric tonnes (mt) of waste oil on 12 January 2025. 

According to authorities, the ship sank within Indonesian waters. After several surveys, the wreck was finally discovered in March 2025 and it was found to have shifted approximately 13 nautical miles from the initial sinking location.

The meeting was aimed to align cross-ministerial and institutional measures to expedite the handling of the Silver Sincere wreck while minimising risks to shipping safety, the marine environment, and national interests.

Deputy for Coordination of State Defense and National Unity Purwito Hadi Wardhono emphasised that the handling of the impact of the Silver Sincere sinking was the first case to be comprehensively coordinated, serving as a model for handling foreign vessels sinking within Indonesian jurisdiction.

Through this cross-sectoral coordination, the government will establish a clear and measurable framework that can serve as a reference for resolving similar cases in the future, while minimising state losses due to environmental pollution, damage to underwater ecosystems and infrastructure, and disruption to shipping lanes.

“The most important thing is to immediately stop and prevent the negative impacts of this ship sinking,” Purwito said.

“Therefore, a coordinating role is crucial, as maritime security governance involves various ministries and institutions with varying authorities, allowing for faster, more integrated, and more effective response,” he said. 

He added that the Silver Sincere was a Malaysian-flagged vessel that sank within Indonesian jurisdiction, and therefore, all handling processes must comply with the provisions of Indonesian laws and regulations.

In the meeting, Prof. Eko Ganis Sukoharsono, representing the SAE Energy Consulting Team, presented the results of an analysis based on 14 observation periods using Sentinel-1 Synthetic Aperture Radar (SAR) satellite imagery. 

The analysis results showed strong indications of a waste oil spill that has resulted in marine pollution, damage to the seabed due to shifting shipwrecks, disruption of coastal ecosystems and fishing grounds, and potentially threatening the livelihoods of fishing communities around the Riau Islands. 

Purwito added these findings further emphasise the importance of accelerating the removal of the shipwrecks to prevent widespread environmental impacts, maintain shipping safety, and avoid the potential for greater state losses.

The meeting brought together representatives of related ministries and institutions including the Ministry of Foreign Affairs, Ministry of Defense, Ministry of Transportation, Ministry of Maritime Affairs and Fisheries, Ministry of Environment, Attorney General’s Office.  

Related: MPA: Malaysia-registered tanker “Silver Sincere” sinks off Pedra Branca

 

Photo credit: MarineTraffic / Julian T
Published: 20 July, 2026

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Methanol

China launches methanol shipping supply chain alliance to accelerate green transition

Marine fuel suppliers in the alliance include Sinopec Fuel Oil Sales, China Marine Bunker (PetroChina), SIPG Energy (Shanghai), and Shenzhen Port Energy Development.
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July 17, 2026

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China Waterborne Transport Research Institute under the Ministry of Transport and China Transport News recently jointly launched a Methanol Fuel Shipping Supply Chain Innovation Alliance with 20 organisations spanning the shipping, port, energy, equipment, research and industry association sectors.

The alliance was officially announced during the main event of China Maritime Day 2026 on 11 July, where members also released a joint initiative to develop a collaborative methanol-fuelled shipping supply chain.

The alliance aims to implement China’s national strategy for green economic transformation and support the Ministry of Transport’s “One Network, Four Modernisations” initiative by building a safe, efficient, economical and reliable methanol marine fuel supply chain

Under the joint initiative, alliance members pledged to align with China’s national decarbonisation strategy by promoting methanol as a key pathway for the shipping sector’s green transition and optimising the industry’s energy mix.

The members also pledged to strengthen collaboration across the supply chain to improve coordination between bunker fuel production, transportation and end users while advancing technological innovation.

Lastly, the alliance will support the development of policies, planning and technical standards, promote resource sharing and joint research, and accelerate the large-scale adoption of methanol as a marine fuel.

The alliance brings together companies and organisations representing the entire methanol shipping supply chain.

Members include shipping and port members such as China Changjiang National Shipping (Group) Corporation, COSCO Shipping Bulk Co., Ltd., Shandong Port Group, and Wuhan Chuangxin Jianghai Shipping Co., Ltd.

Energy companies in the alliance include Sinopec Chemical Commercial Holding Company Limited and Methanex Corporation.

Marine fuel suppliers including Sinopec Fuel Oil Sales, China Marine Bunker (PetroChina), SIPG Energy (Shanghai) Co Ltd and Shenzhen Port Energy Development Co Ltd are also part of the alliance. 

Equipment manufacturers in the alliance are CSSC 711th Research Institute, CSSC Power (Group) Corporation Ltd and Chongqing Hongjiang Machinery Co Ltd.

Research, media and industry organisations participating in the alliance include the China Waterborne Transport Research Institute, China Transport News, and the Methanol Institute.

The Methanol Institute said methanol is moving beyond individual projects towards coordinated action across the entire value chain. 

“And China continues to play a leading role in advancing methanol as a marine fuel,” it said in a social media post.  

“We’re proud to work alongside our fellow alliance members to help strengthen the methanol supply chain and support the continued growth of methanol as a marine fuel.”

 

Photo credit: David Yu from Pixabay
Published: 17 July, 2026

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Wind-assisted

DNV awards TADC to Econowind for VentoFoil 3-Series

System actively harnesses wind power to generate forward thrust, helping to reduce bunker fuel consumption and mitigate FuelEU penalties.
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DNV awards TADC to Econowind for VentoFoil 3-Series

Dutch wind-assisted propulsion technology firm Econowind on Wednesday (15 July) said it has received a Type Approval Design Certificate (TADC) from classification society DNV for its VentoFoil 3-Series boundary layer suction wing. 

The company said the certification confirms compliance with DNV’s ST-0511 standard for Wind-Assisted Propulsion Systems and enables easier integration of VentoFoils on DNV-classed vessels worldwide. 

Econowind added that the approval accelerates the deployment of wind propulsion across the shipping industry.

“DNV is one of the world’s leading classification societies. This TADC gives DNV-classed shipowners confidence that VentoFoils meet the highest industry standards,” said Chiel de Leeuw, Chief Commercial Officer at Econowind. 

“It simplifies the approval process for both retrofits and newbuilds. VentoFoils are ideal for late-stage design integration and retrofit projects. This is an important milestone for Econowind and for the wider adoption of wind-assisted ship propulsion.”

The 3-Series VentoFoil is Econowind’s best-selling suction wing to date, with over 150 units sold. The system actively harnesses wind power to generate forward thrust, helping to reduce fuel consumption and mitigate FuelEU penalties. The system includes a tilting foundation, allowing the wings to be tilted down during port operations or in adverse weather conditions, making it a flexible solution.

The TADC applies to the 16-meter VentoFoil 3-Series product design and supports easy integration into DNV-classed vessels without repeating the full design assessment process. This enables shipowners, shipyards, and project teams to move more efficiently from concept to installation, reducing project complexity and accelerating deployment. 

Hasso Hoffmeister, Senior Principal Engineer at DNV Maritime, said: “It is a great pleasure to award Econowind this new certificate. WAPS have been going from strength to strength over the past few years, from 2022 the number of vessels in operation has increased five times, and we’ve now topped the century mark. 

“And with the current advances in technology, materials, and production capacity in the segment, we expect this to accelerate. So, while the wind always changes, the shipping industry is likely to be sailing strong for years to come.”

Econowind expects the DNV Type Approval Design Certificate to accelerate adoption of the VentoFoil, particularly among shipowners seeking proven, independently certified technology that can support fuel savings, emissions reductions, and decarbonization goals.

MS Heinz of HS Schiffahrt is among the first vessels to sail under this TADC.The company said the approval builds on Econowind’s growing installed base and further strengthens confidence in wind-assisted ship propulsion as a practical solution to address energy scarcity and high fuel prices. 

In addition to the 3-Series, Econowind offers the 5-Series for the deep-sea market.

 

Photo credit: Econowind
Published: 17 July, 2026

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