Initial IMO GHG strategy – role of alternative fuels in meeting the ambition?
Symposium on IMO 2020 and alternative fuels
IMO HQ, 18 October 2019
Dr Edmund Hughes
Head, Air Pollution and Energy Efficiency
Marine Environment Division
International Maritime Organization
IMO work to address GHG emissions from ships
▪ In September 1997 Air Pollution Conference adopted
resolution 8 on CO2 emissions from ships
▪ Resolution A.963(23) on IMO Policies and Practices Related to
the Reduction of Greenhouse Gas Emissions from Ships,
adopted by Assembly 23 in December 2003
➢ Assembly urged the Marine Environment Protection
Committee to identify and develop the mechanism or
mechanisms needed to achieve the limitation or reduction
of GHG emissions from international shipping and, in
doing so, to give priority to:…..
…..the evaluation of technical, operational and
market-based solutions
▪ Resolution A.1110 (30) Strategic Plan, adopted by Assembly in
December 2017
➢ Strategic Direction 3 Respond to climate change
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Initial IMO Strategy on Reduction of GHG emissions from ships - context
➢ In 2012, CO2 emissions from international shipping were approx. 800 million tonnes
accounting for 2.2% of global CO2 emissions
➢ ~300MT of fuel oil used by shipping in 2012
➢ Negligible energy demand for shipping is met by sustainable low/zero carbon energy
➢ Alternative energy sources and/or alternative fuels are key to reducing GHG emissions
➢ Demand is the key driver for growth in emissions
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Initial IMO Strategy on Reduction of GHG emissions from ships
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Initial IMO GHG Strategy – levels of ambition
.1 carbon intensity of the ship to decline through implementation of further
phases of the energy efficiency design index (EEDI) for new ships
to review with the aim to strengthen the energy efficiency design requirements for ships
with the percentage improvement for each phase to be determined for each ship type, as
appropriate;
.2 carbon intensity of international shipping to decline
to reduce CO2 emissions per transport work, as an average across international shipping,
by at least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008; and
.3 GHG emissions from international shipping to peak and decline
to peak GHG emissions from international shipping as soon as possible and to reduce the
total annual GHG emissions by at least 50% by 2050 compared to 2008 whilst pursuing
efforts towards phasing them out as called for in the Vision as a point on a pathway of
CO2 emissions reduction consistent with the Paris Agreement temperature goals.
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Candidate measures
➢ The Initial Strategy identifies a list of candidate
measures with the following timelines:
• Short-term measures could be finalized and agreed
between 2018 and 2023
• Mid-term measures could be finalized and agreed
between 2023 and 2030
• Long-term measures could be finalized and agreed
beyond 2030
➢ The revised IMO strategy is to be adopted in 2023.
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Level of ambition 1: carbon intensity of the ship
➢ EEDI adopted 2011, entered into force 1 January 2013
➢ Phase 0 (2013 to 2015) required EEDI = reference line
➢ Phase 1 (1/1/2015 to 31/12/2019) required EEDI = reference line - 10%
➢ Phase 2 (1/1/2020 to 31/12/2024) required EEDI = reference line - 20%
➢ Phase 3 (from 1/1/2025 onwards) required EEDI = reference line - 30%
➢ MEPC 71 established a Correspondence Group on EEDI Review Beyond Phase 2 to
consider a strengthening of the EEDI phase 3 requirements
➢ MEPC 74 approved, for adoption at MEPC 75, amendments to regulation 21.2 of Annex VI:
• Phase 3 (30% reduction rate) entry into effect is brought forward to 2022 (from
2025), for the following ship types:
• Gas carrier of 15,000 DWT and above
• Containership
• General cargo ship
• LNG carrier
• Cruise passenger ship having non conventional propulsion
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Level of ambition 1: carbon intensity of the ship
➢ Amendment, if adopted at MEPC 75, would enhance the phase 3 EEDI
reduction rates for containerships as follows:
• 50% for containership of 200,000 DWT and above
• 45% for containerships > 120,000 DWT and < 200,000 DWT
• 40% for containerships > 80,000 DWT and < 120,000 DWT
• 35% for containerships > 40,000 DWT and < 80,000 DWT
➢ MEPC 74 also agreed terms of reference for a Correspondence Group to
look into the introduction of a possible “phase 4” of EEDI requirements
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Level of ambition 2: carbon intensity of international shipping to decline -
technical measures for improving energy efficiency
➢ Improvement of hull form
(reduction of propulsion resistance)
➢ Improvement of engine/propeller
(improvement in propulsion efficiency)
➢ Hull appendage for energy saving
➢ Waste Heat Recovery
➢ Utilization of renewable energy, etc.
➢ Use of LEDs
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Carbon intensity of international shipping to decline - operational
measures for improving energy efficiency
➢ Trim & draft optimization
➢ Optimization of operating
plan for each ship or fleet
➢ Speed optimization
➢ Weather Routing
➢ Just in Time arrival in port
➢ Hull cleaning
➢ Propeller polishing
➢ Maintenance of engine
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Ports
➢ MEPC 74 adopted resolution MEPC.323(74) on Invitation to Member States to
encourage voluntary cooperation between the port and shipping sectors to
contribute to reducing GHG emissions from ships
➢ This resolution encourages the port sector to engage in the efforts to reduce GHG
emissions from ships. It identifies in particular four possible areas of interest:
• development of Onshore Power Supply facilities (preferably from renewable
sources);
• provision of safe bunkering of alternative low-carbon and zero-carbon fuels;
• promotion of port incentives schemes; and
• optimization of port calls, including facilitation of Just-in-Time arrival of ships.
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Level of ambition 3: at least 50% reduction of absolute GHG emissions by 2050
(requires approximately 85% CO2 reduction per ship)
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Initial IMO GHG Strategy – levels of ambition
……..the Initial Strategy identifies levels of ambition for the international shipping sector noting
that technological innovation and the global introduction of alternative fuels and/or energy
sources for international shipping will be integral to achieve the overall ambition……..
.1 carbon intensity of the ship to decline through implementation of further
phases of the energy efficiency design index (EEDI) for new ships
to review with the aim to strengthen the energy efficiency design requirements for ships with the
percentage improvement for each phase to be determined for each ship type, as appropriate;
.2 carbon intensity of international shipping to decline
to reduce CO2 emissions per transport work, as an average across international shipping, by at
least 40% by 2030, pursuing efforts towards 70% by 2050, compared to 2008; and
.3 GHG emissions from international shipping to peak and decline
to peak GHG emissions from international shipping as soon as possible and to reduce the total
annual GHG emissions by at least 50% by 2050 compared to 2008 whilst pursuing efforts
towards phasing them out as called for in the Vision as a point on a pathway of CO2 emissions
reduction consistent with the Paris Agreement temperature goals.
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The “4th propulsion revolution”?
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How to achieve the ambition of the Initial Strategy
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Programme of follow-up actions of the initial IMO strategy to 2023
(approved at MEPC 73)
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Relevant publications https://glomeep.imo.org/resources/publications/
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Future of shipping
➢ enabling environments need to be developed
➢ current status of maritime technology and future trends include:
• smarter, data driven, greener ships
• fully connected wireless onboard & digitally connected via satellite
• new cleaner fuels
• new flexible propulsion technologies
• new materials
➢ knowledge gap and readiness of maritime companies to effectively deploy new
technologies could be addressed through the use of testing/demonstration
facilities
➢ beyond the “hardware” aspect, the role of the seafarer needs greater
consideration without which technology cannot be effectively utilised
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Thank you for your attention
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