We are pleased that just after the heavy load of meetings at the IMO which streamline the Maritime World to the better, The Secretary-General come back and meticulously replied to all our questions; brief and to the point replies honouring the Safety at Sea, The Environment and Seafaring during the current geopolitical mayhem…
What overarching role is the IMO taking to help nations address more urgently the global climate emergency?
IMO is the global regulatory body for shipping – adopting mandatory energy efficiency regulations for ships and setting out the Organization’s commitments for decarbonization. Member States have adopted the 2023 IMO Strategy on Reduction of GHG Emissions from Ships which sets out the clear ambition to reach net-zero GHG emissions by or around, i.e. close to, 2050, taking into account different national circumstances. This decade is the decade of climate action, and the Strategy foresees the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5% striving for 10% of the energy used by international shipping by 2030 combined with the aspiration of reducing total GHG emissions of shipping by at least 20%, striving for 30%, by 2030 compared to 2008.
IMO has adopted mandatory energy efficiency measures for ships, including the Energy Efficiency Design Index, Energy Efficiency Existing Ship Index (EEXI) and the annual operational carbon intensity indicator (CII) and CII rating.
IMO provides support to States, particularly Small Island Developing States (SIDS) and Least Developed States (LDCs) to implement IMO measures. This includes support through various global decarbonization projects to trial and pilot technologies which could assist in maritime decarbonization.
IMO Member States agreed at the Marine Environment Protection Committee (MEPC 81) session in March 2024 on an illustration of a possible legal outline of the “IMO net-zero framework”, the next step in this process. This framework will include the so-called “mid-term” greenhouse gas reduction measures: a technical element, namely a goal-based marine fuel standard regulating the phased reduction of the marine fuel’s GHG intensity; and an economic element, on the basis of a maritime GHG emissions pricing mechanism.
The assessment of possible impacts of these measures on the global fleet and on States has been completed and the next discussions will take place at the Marine Environment Protection Committee (MEPC) meeting from 30 September to 4 October 2024. I am confident we will see further progress in developing the “IMO net-zero framework”.
How should the maritime and ports industry gear up to address the efficient supply and bunkering of fuels given the multiplicity of new fuels solutions claiming to meet the decarbonization challenge?
Many ports are already gearing up to facilitate the reduction of GHG emissions from shipping and are taking action themselves to reduce port-based emissions, such as on electrification and solar power. Ports will be part of the solution – providing bunkering facilities and supporting greater communication with ships to avoid ships waiting just outside ports.
IMO has recognized the role of ports and has invited Member States to promote the consideration and adoption by ports within their jurisdiction, of regulatory, technical, operational and economic actions to facilitate the reduction of GHG emissions from ships.
Those could include but are not limited to the provision of: onshore power supply (preferably from renewable sources); safe and efficient bunkering of alternative low-carbon and zero-carbon fuels; incentives promoting sustainable low-carbon and zero-carbon shipping; support for the optimization of port calls; and facilitating voluntary cooperation through the whole value chain, including ports, to create favorable conditions to reduce GHG emissions from ships through shipping routes and maritime hubs, consistent with international law, including the multilateral trade regime.
Clearly, decarbonization means we need to work closely with all sectors. Shipping will need access to alternative fuels through the bunkering industry and the renewable energy sector will need to provide those fuels. We have been working closely with International Renewable Energy Agency (IRENA) to promote the opportunities developing countries may have in providing zero-carbon fuels to global shipping.
How can the IMO help shipping to chart a more harmonized fuels landscape, given the variety of solutions chosen in new building orders placed in recent times?
It is anticipated that it will be a mixed use of alternative fuels and technology solutions – the final selection depends on several elements, such as availability and cost, technological progress and different trade routes. IMO has been working with UNCTAD and other UN Agencies to promote the use of alternative fuels and their production, including renewable energy.
Inevitably, the decarbonization of the global shipping industry will require new zero and near-zero emission fuels. This presents a great opportunity for several developing countries due to geographic locations and their access to abundant renewable sources of energy.
IMO has been raising awareness and working with developing countries to explore opportunities on new technologies and renewable energy. We have developed an IMO Future Fuels and Technology website – futurefuels.imo.org, which provides a wealth of information from a number of data providers on alternative fuels, the state of play of the market and other useful information.
IMO sets the goals and ambitions – rather than prescribing the choice of fuel, this will be decided by the markets and by individual ship operators, considering commercial conditions, routes and so on. Member States and non-governmental organizations in consultative status at IMO are encouraged to share their experience, such as with implementing route-based actions.
Through regulatory action and by encouraging all stakeholders, IMO aims to take significant steps towards decarbonization. IMO has acted to ensure the safety aspects of new fuels are addressed. Interim safety guidelines have been developed or are in development for various fuel types, including fuel cells, ammonia, and hydrogen.
New skills will be needed by those at sea and on shore as artificial intelligence, big data and cyber-crime make rapid advances. Will all the training and regulatory parameters need to be rewritten?
Training provisions must be reviewed and updated, considering new and emerging technologies. This process is underway. Training for seafarers is crucial. The comprehensive review of the STCW training convention is ongoing and the review will cover all aspects, including addressing training requirements for emerging technologies on ships, cyber security awareness, e-certification, mental health and gender sensitization, among others.
The Sub-Committee on Human Element, Training and Watchkeeping (HTW) is proceeding with the development of training provisions for seafarers on ships using alternative fuels.
What solution do you see for the Red Sea crisis, as military strikes on Yemen have been fruitless or counter-productive?
Attacks in the Red Sea are unacceptable and pose serious threats to global maritime security, the life and well-being of seafarers, as well as the security and maritime trade for the coastal states in the region. The incidents have far-reaching economic implications, posing a direct threat to global supply chains. Prolonged disruptions in container shipping could lead to delayed deliveries, high costs, inflation and last, but not least, increased emissions. Energy security and food security could potentially be affected due to increased prices.
However, despite its vulnerability to geopolitical tensions, shipping as a sector has shown its resilience over time to various challenges.
I trust that shipping organizations and Member States alike will come together in the relevant IMO fora to seek collaboration and look for solutions together.
IMO has collaborated with WISTA and others in encouraging greater diversity in the industry. Questions remain however whether the industry is evolving rapidly enough. What more needs to be done?
Shipping must commit to diversity and inclusion if it is to be sustainable. We cannot ignore the great pool of talent, particularly when it comes to women. I believe the industry is evolving and there is a lot being done to support this.
The International Day for Women in Maritime, observed annually on 18 May, has been established to recognize and celebrate women in maritime and highlight the ongoing work, including the long-standing IMO Women in Maritime programme, which takes a three-pronged approach of ‘training-visibility-recognition’ for women. Building and facilitating networking association, like the Women in Maritime Associations, showcasing role models and continuing to support fellowships and training opportunities are all examples of best practice. The industry can and should support these efforts.
On a personal level, I have expressed my commitment to refrain from participating in panels that do not have gender representation. I urge everyone to do the same!
