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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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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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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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