Hopes for bold action to reduce the global shipping sector’s huge greenhouse gas emissions were dashed this week when a ‘business as usual’ draft text was approved, said clean transport campaigner European Federation for Transport and Environment (T&E) on Friday (23 October).
In pursuing the outcome, many countries have actively worked to undermine the Initial Strategy goals of the International Maritime Organisation (IMO), and have knowingly broken their Paris Agreement commitment to pursue a 1.5/2ºC compatible emissions reduction.
The impact of the decision at the IMO Intersessional working Group on Reducing Greenhouse Gas Emissions from Ships will not cap, let alone reduce, shipping emissions with this decade, notes T&E.
The draft text will now be forwarded to the IMO’s Marine Environment Protection Committee (MEPC), scheduled for 16-20 November, where Parties are expected to adopt the recommendations from the working group.
“We urge all countries to reconsider their support for the J/5 decision ahead of MEPC75 this November 16-20, and reject it, unless it can be fundamentally strengthened,” said John Maggs, president of the Clean Shipping Coalition, which has observer status at the talks.
Faig Abbasov, shipping programme director at Transport & Environment, said: “Governments have ridden roughshod over the Paris Agreement by agreeing a measure that will see ship emissions grow for decades to come. The UN maritime agency again showed the world it can only deliver cosmetic changes. EU countries should work through the European Green Deal to fill the gap left by the IMO.”
The J/5 proposal waters down the already weak compromise proposal that the meeting started with on 20 October in three important ways:
According to T&E, the weaknesses of the “J/5” text violate the initial IMO GHG Strategy in three key ways. It will fail to reduce emissions before 2023, will not peak emissions as soon as possible, and will not set ship CO2 emissions on a pathway consistent with the Paris Agreement goals.
“We cannot tell the public that progress is being made when their representatives come to IMO just to thwart CO2 regulation on the industry to protect short-term profits, rather than protecting their own citizens from the escalating impacts of the climate crisis,” it said in a statement.
“The UNFCCC, in good faith, asked the IMO in 1997 to address the issue of GHG emission from the global shipping sector. Let down by the IMO, the Paris Agreement also mandated countries to address shipping at the national and regional levels as part of their economy-wide national climate plans. All states must now look at this option in a more favourable light.”
Photo credit: International Maritime Organisation
Published: 28 October, 2020
Caroline Yang, President of SSA, addresses issues earlier raised by players; including PMC No. 04, the seven-day restriction, contactless bunkering, sampling point, hose connection, and more.
IBIA Asia, ABIS, sources from Singapore’s bunkering and surveying companies, and an industry veteran share with Manifold Times the issues expected from MPA’s latest Covid-19 measures.
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Changes include abolishing advance declaration of bunkers as dangerous cargo, reducing pilotage fees on vessels receiving bunkers, and a ‘whitelist’ system for bunker tankers.
Claim relates to deliveries of MGO to the vessels Pacific Diligence, Pacific Valkyrie, Pacific Defiance, Crest Alpha 1, and Pacific Warlock between March 2020 to April 2020.