Two weeks of talks at the 73rd meeting of the Marine Environmental Protection Committee (MEPC) in London on what measures the global shipping sector should take to reduce its climate impact have failed to make progress, says NGO Transport & Environment (T&E).
The governments meeting at the UN’s International Maritime Organisation (IMO) were supposed to start delivering on an April commitment to decarbonise international shipping but instead became bogged down in procedural matters, it notes.
Measures are urgently needed if the IMO’s agreed plan – to reduce shipping’s carbon intensity by at least 40% by 2030 and total emissions by at least 50% by 2050 – is to be met.
The April agreement included a commitment to deliver immediate measures that reduce emissions before 2023. Yet developments this week mean that consideration of those measures will now only commence in May 2019, over a year after the original agreement was reached.
“Time is running short but that’s not the feeling you get inside the room,” said Bill Hemmings, shipping director at Transport & Environment.
“The commitment last April to agree and implement in the short-term immediate emissions reduction measures has fallen victim to procedure, bureaucracy and delay spearheaded by countries who were never really on board. The US, Saudi Arabia and Brazil head that list.
“And all this despite the authors of the IPCC report making absolutely clear to IMO members that now is the time for action.”
The lead proposal being considered is mandatory speed reduction – either as a standalone measure or as an element of one that sets a target for improving ship efficiency.
Either approach, if done right, could meet the agreed 2030 carbon intensity goal and deliver fuel savings for industry. Sections of industry oppose speed reduction but have failed to put forward any alternatives that come close to the cut in emissions that will be required.
“The stakes are high. Ships have deployed slow steaming over the past decade in a way that has seen dramatic reductions in emissions. The world is not blind to this. Speeds must initially be capped to avoid backsliding, then progressively lowered,” notes John Maggs, senior policy advisor at Seas At Risk.
“The impact on emissions is immediate and incontestable. The commitment of many at the IMO to genuinely reduce ship emissions is not.”
The IMO, meanwhile, has also overturned a decision to tighten new ship design standards, known as the EEDI, even for container ships meeting the standard a decade in advance, said T&E.
“While congratulating itself on quite mediocre progress on greenhouse gas emissions, the IMO had no qualms in killing any remaining hopes for requiring the building of more efficient ships in the future,” concludes Hemmings.
“If this is the pace being set to implement the IMO’s Initial GHG Strategy, then some of the delegates returning back home from future negotiations won’t have a country to land on.”
Related: T&E: LNG marine fuel ‘as bad as’ traditional bunkers
Related: T&E releases cost analysis of Arctic HFO ban for cruise shipping
Related: LNG marine fuel ‘an expensive distraction’, says T&E study
Related: T&E: ‘Time to dump the obsession with LNG’
Related; T&E: The Paris agreement has been abandoned
Photo credit: International Maritime Organization
Published: 29 October, 2018
The newly launched Code of Best Practices – Commodity Financing guidelines will be the new ‘reference point’ taken by banks when considering to give trade finance to trading houses, believes Ian Teo.
Captain Daknash Ganasen, Senior Director (Operations & Marine Services), MPA, provides direction on what should players do when providing bunker fuel to a COVID-19 infected ship, and more.
Garren Hay will be responsible for sales of the PANOLIN range of Environmentally Acceptable Lubricants for the Singapore sole distributor agent Gealubes Consulting & Trading Pte Ltd.
Universal Alliance, BMS United, Digiland International, Goodwood Associates, Southernpec (Singapore), and Taigu Energy were involved in alleged circular fictitious trades of fuel oil during July 2015.
Bunker orders of ISO 8217:2010 spec LS 380 cSt 0.5% for Nord Gemini, Nord Titan, Ocean Rosemary, and Luzern were placed through global commodities trading and logistics house Trafigura Pte Ltd.
While Covid-19 concerns are important, Captain Rahul Choudhuri was quick to note this does not mean bunker fuel related issues have indeed disappeared from the shipping sector.