Initial IMO Strategy on Reduction of GHG Emissions from Ships
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| Initial IMO Strategy on Reduction of GHG Emissions from Ships | |
|---|---|
| Name | Initial IMO Strategy on Reduction of GHG Emissions from Ships |
| Type | International maritime environmental strategy |
| Adopted | 2018 |
| Adopted by | International Maritime Organization |
| Purpose | Reduction of greenhouse gas emissions from international shipping |
| Status | In force (strategic framework) |
Initial IMO Strategy on Reduction of GHG Emissions from Ships
The Initial IMO Strategy on Reduction of GHG Emissions from Ships is a 2018 strategic framework adopted by the International Maritime Organization following deliberations at the Marine Environment Protection Committee and consultations with the United Nations system. It establishes aspirational targets and a policy pathway involving technical, operational, market-based and capacity-building measures to align international shipping with emissions reductions discussed at the Paris Agreement and in reports by the Intergovernmental Panel on Climate Change.
Background and Purpose
The strategy originated from negotiations among member states represented at the International Maritime Organization, informed by submissions from the European Union, United States, China, and coalition statements by the International Chamber of Shipping and International Transport Workers' Federation. It responded to scientific findings in the IPCC Fifth Assessment Report and to policy momentum created by the 2015 United Nations Climate Change Conference and the Paris Agreement to integrate the shipping sector into global decarbonization pathways. The purpose was to set an international consensus on ambition, outline candidate measures, and frame a timetable for revisions consistent with the Sustainable Development Goals and commitments under the United Nations Framework Convention on Climate Change.
Key Targets and Timelines
The document sets an ambition to peak international shipping CO2 emissions as soon as possible and pursue efforts towards phasing them out on a pathway consistent with the temperature goals of the Paris Agreement, including specific reference points such as a 50% reduction by 2050 compared with 2008 levels and a net-zero trajectory later in the century. These targets were negotiated among delegations from the Marshall Islands, Singapore, Japan, Norway, and others, and anchored in scenario analysis performed by the International Maritime Organization secretariat and external modelling groups such as IMO GHG Study 2014 contributors and consultants associated with the International Energy Agency.
Measures and Technical/Operational Approaches
The strategy compiles a menu of candidate measures including energy efficiency design standards, alternative fuels, hull and propeller optimization, and voyage optimization technologies. It references established instruments like the Energy Efficiency Design Index and potential extensions to market-based measures endorsed in submissions from the European Commission, the Clean Shipping Coalition, and proponents from the Republic of Korea and China. Technical approaches highlighted include adoption of low-carbon fuels evaluated by the International Organization for Standardization and research collaborations with institutions such as Marintek, Chalmers University of Technology, and the University of Strathclyde on battery, hydrogen, and ammonia propulsion concepts. Operational measures draw on best practices from pilot programs led by Lloyd's Register, DNV GL, and the Global Maritime Forum.
Implementation Mechanisms and Regulatory Instruments
Implementation pathways envisioned regulatory updates to instruments administered by the International Maritime Organization, including possible amendments to the MARPOL Annex VI regime and the Energy Efficiency Existing Ship Index as well as consideration of market-based mechanisms analogous to systems discussed in the European Emissions Trading System and proposals tabled by the International Chamber of Shipping and Federation of European Shipowners' Associations. The strategy called for development of monitoring, reporting and verification frameworks drawing on the IMO Data Collection System and cooperation with entities such as the International Labour Organization and World Bank for capacity building and financing.
Impact Assessment and Compliance Monitoring
The strategy mandated periodic impact assessments and reviews using data from the IMO Data Collection System for Fuel Oil Consumption of Ships, modelling by the International Maritime Organization secretariat, and scrutiny by external analysts including researchers at the International Energy Agency and universities such as University College London and Massachusetts Institute of Technology. Compliance monitoring concepts referenced implementation of shipboard reporting, port state control mechanisms practiced by the Paris MoU and Tokyo MoU, and verification frameworks similar to those used by the Carbon Disclosure Project to ensure transparency of emissions performance and progress toward the strategy's goals.
Stakeholder Engagement and Capacity Building
The strategy emphasizes partnerships with intergovernmental and non-governmental organizations including the United Nations Development Programme, the Global Environment Facility, the International Chamber of Shipping, Greenpeace, and the Clean Shipping Coalition to support technology transfer, training, and finance. It called for technical cooperation with flag states such as Panama and Liberia, regulatory support for port states including Singapore Port Authority partners and regional organizations like the European Maritime Safety Agency, and collaboration with classification societies including Det Norske Veritas and Lloyd's Register for standards development.
Challenges, Criticisms, and Future Revisions
Critics including delegations from the G77 and industry groups such as the International Association of Classification Societies have argued the strategy's targets lack binding legal force and adequate financing, while environmental NGOs including Friends of the Earth and Transport & Environment pushed for more rapid timelines and mandatory measures. Technical challenges cited involve fuel availability assessed by the International Energy Agency and lifecycle emissions accounting debated in submissions from Royal Netherlands Meteorological Institute and universities including University of Oslo. The strategy built-in a review clause for 2023 and beyond, prompting subsequent deliberations among the Marine Environment Protection Committee, the IMO Council, and member states to consider amendments informed by updated science from the IPCC Special Report on Global Warming of 1.5 °C and modelling by the International Maritime Organization and allied research institutions.