Reduction of Greenhouse Gas Emissions from Ships

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Introduction

In modern society, greenhouse gas (GHG) emissions, particularly those of carbon dioxide, are the primary driver of global warming. The goal of the agreement is to limit the increase in the total world temperatures to well under 2 degrees Celsius above pre-industrial conditions (Lima et al., 2020). According to Chircop (2019), A balance between emissions from sources and sinks of carbon dioxide is needed to maintain global warming below 2 degrees Celsius ranging from previous periods. The state aims to reach global peaks of pollutants as soon as practicable (Joung et al., 2020, pp. 1–7). The agreement sets the goal for all fossil fuel combustion, irrespective of their location, economic state, or industry. In order to achieve this goal, it imposes detailed obligations on nations to provide their economic development goals.

First, we will discuss the IMO initial plans to lower carbon dioxide emissions in accordance with discussions they made in the meeting. Second, the approaches passed by MEPC to lower emissions of greenhouse gases and the possible measures to take into account include the best scenarios for reducing the excess carbon dioxide that accumulates in the atmosphere (Hudiburg et al., 2019). The conclusions and summary of the IMO’s actions to lower emissions of greenhouse gases are in the final phase.

The IMO’s Initial Plan for Lowering GHG Emissions from Ships

Although not stated by the name, maritime transportation is needed to handle and minimize carbon pollution per the climate accord target. Shipping unquestionably beats out other transportation options regarding carbon efficiency (Joung et al., 2020, pp. 1–7). According to Chircop (2019), “international shipping contributed 2.7% of total CO2 emissions in 2007, but domestic shipping contributed 3.3%” (Marine Environment Protection Committee, 2018). according to (Van et al., 2029 pp. 123-134.), all greenhouse gas emissions are a problem, but the shipping industry’s primary source of GHG emissions is carbon monoxide. Considering the anticipated rise in global trade, the Second IMO GHG Study found that in a business-as-usual scenario, ship pollution will increase several times (Marine Environment Protection Committee, 2019). This study aims to provide short and medium behavior that can be used to cut carbon emissions and examines the development of new metrics on capacity-building, technical assistance, investigations, and advancement, including support for elements in the process and endorsement for action execution.

At MEPC 72, which took place in April 2018, an SEO campaign for decreasing GHGs from international vessels was approved. The IMO Initial Strategy defines the Organization’s goals for the next century as it reiterates its commitment to striving to phase out Global carbon emissions shipping as rapidly as practicable (Marine Environment Protection Committee, 2015). According to the Initial Strategy’s ambition level, it is planned to reduce the volume of all yearly GHGs by shipping by at least 50% by 2050 compared to 2008.

The Committee also decided to organize intersession working group meetings to discuss lowering ship-related GHG emissions (Marine Environment Protection Committee, 2015). After MEPC 71, which is slated to start in the middle of 2017, the first inter-sessional conference will likely take place. Therefore, in accordance with Breuer et al. (2021), the IMO Council must approve this. The Marshall Islands requested a measurable reduction goal for greenhouse gas emissions from marine trade in their proposal to the MEPC.

The Member States, which spoke during the conference, recognized the difficulties raised by the Marshall Islands and their importance, as well as the fact more should have been done given the Organization’s current efforts to limit emissions into the atmosphere (Marine Environment Protection Committee, 2018). IMO became the first organization to create laws governing energy efficiency that are applicable to the whole global market. Efficiency design standards for ships and related work power generation evaluations for existing vessels produced requirements with the proper revisions to MARPOL Annex VI.

The goals should be achieved by boosting the Energy Performance Index, increasing energy efficiency, and attempting to reduce new ship total emissions. It is necessary to establish a framework of principles and a checklist of follow-up measures that foresee prospective short-, medium-, and long-term activities, as well as expected timelines and their impact on the States required to bring out these strategies (Marine Environment Protection Committee, 2018). The “Initial IMO Plan on Decarbonisation from Ships” was adopted as Resolution MEPC as the first stage in the plan to reduce its carbon footprint. Table 1 below provides a discussion of the methods that were employed.

Figure 1: Collection of data on potential short, medium, and long-term actions based on documents submitted to ISWG-GHG5 and MEPC 74 (IMO) (MEPC68)

Number of methods	Candidate measure
1	Enhance existing ships’ energy efficiency by implementing the EEDI framework.
2	Develop the EEDI architecture for naval units considerably.
3	Enhance the fuel efficiency of current ships by implementing SEEMP (Polakis et al., 2019, pp. 93-135).
4	The best operational energy-saving indicators should be identified.
5	Create a system for vehicle speed and improvement.
6	Create regulatory controls to lessen methane leakage.
7	To limit emissions of polycyclic aromatic hydrocarbons, develop existing regulations.
8	Promote the creation of national implementation plans.
9	Promote port construction and operations that will help to reduce shipping’s GHG emissions (Dodanwala et al.,2020).
10	Start and promote research and development projects (Prada et al., 2020).

The IMO had several approaches to ensuring that GHG is regulated, as shown in Table 2 below.

Table 2: the regulation approaches by IMO

Approach	Type of measure	Major measures
technical approach	Improvement of efficiency of energy	Light materials Slender design Propulsion improvement devices Less friction Waste heat recovery,
	New alternatives	Sustainable biofuels LNG Hydrogen Ammonia Fuel cell Electricity Solar
Market approaches		ETS EIS (Efficiency Incentive Scheme) GHG Fund

Reduced Carbon Emissions from Global Shipping Using Cutting-Edge Engineering and Renewable Energy

In reaction to the Paris Agreement of 2015, the IMO announced the first strategy in April 2018 to lower GHGs produced by ships. This initial approach is to reduce the CI by 40% by 2030 and by 70% by 2050 in order to reduce carbon emissions as quickly as feasible during this century. Yearly emissions are to be reduced by 50% by 2050 compared to 2008 in order to achieve this objective (Marine Environment Protection Committee, 2017). To develop a coordinated response plan to the IMO’s regulation of GHGs, a number of industry-involved programs and international research efforts have been developed and put into action.

The MEPC has been hard at work revising its recommendations to facilitate the adoption of requirements for transshipment services’ fuel efficiency. Approved the updated 2014 Guidelines for Energy Efficiency Design Index (EEDI) Survey and Certification and its implementation as of September 1, 2015, while promoting their use sooner (Marine Environment Protection Committee, 2016). For the level-1 minimum power lines evaluation for cargo ships and refineries, the IMO approved changes to the 2013 Interim Guidelines for determining minimum propulsive power to preserve the maneuverability of ships in challenging circumstances.

Many things are the same between the island countries of the Pacific. In this way, what stands out most is that they are primarily coastal, have small economies, and are far away from major markets (Marine Environment Protection Committee, 2016). This report will focus on these common traits and ways to deal with the problems they cause that can be used in most situations. Concentrating on what these countries have in common and their issues together make it easy to forget how different they are. Here are a few things that stand out about their differences and similarities.

Findings

Over the past ten years, the Marine Environment Protection Committee (MEPC) of the Maritime Safety Committee has established and put into effect based on technological procedures to combat climate change from ships. Since January 2013, all vessels must comply with the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP). Thus, this is true regardless of the ship’s registration flag or the nationality of the ship owner.

Understanding the relevant external costs is necessary to overcome market distortions and guarantee that social advantages in the production of maritime services are at least equal to societal expenses; it must be seen as fundamental. (Marine Environment Protection Committee, 2015). International Maritime Organization (IMO) negotiations and discussions on the MBMs that might absorb the complete negative externalities of marine service to make them equivalent to the positive externalities have helped the naval industry make some headway in lowering GHG emissions.

Several countries have suggested different MBMs, most of which can be categorized as either a global system of bunker fuel taxes (METS) or an MBM. According to (Eksander and Frankhause, 2020 pp.750-756), it is difficult to predict how ship owners and operators will react to a marine fuel levy because it depends on market conditions and technological factors, developments, and operational upgrades. (Marine Environment Protection Committee, 2015). Reduced maritime traffic, improved ship designs and engines, improved weather navigation and sailing speeds, the use of alternative/renewable fuels, and changing vessel types are some possible methods for reducing the demand for petroleum products and the greenhouse gas emissions it results in.

Discussion

The Marshall Islands requested a specific goal relating to cutting greenhouse gas emissions from maritime trade to the Marine Environment Protection Committee (MEPC). Despite the Organization’s initiatives, the Member States that participated in the discussion agreed that additional steps could be taken to minimize emissions from ships. They also decided that the issues the Marshall Islands had brought up were essential.

While appreciative of the submission from the Marshall Islands, the Committee has decided that finishing up its current work, mainly focusing on completing a data collection system in order to reduce ship emissions further, should be the top priority for now. The proposal from the Marshall Islands could then be discussed in greater depth at a later meeting of the Committee (Joung et al., 2020, pp. 1–7). The Committee agreed that more thought needed to be given to the proposal, and they also expressed optimism about the upcoming Paris Climate Conference organized by the UN.

The MEPC stipulated that ships must have BWMS installed no later than October 28, 2020. As a result of the updated rules, they should be allowed, and the new Guidelines (G8) should be implemented as soon as possible. Thus, systems installed before the cutoff date may be approved using either the old or new criteria (Chircop, 2019). In accordance with the UNFCCC Paris Agreement and the national Transformation program, the MEPC has moved forward with various initiatives to aid in accomplishing the goals outlined in the inaugural IMO policy on the decrease of ship carbon dioxide emissions.

The MEPC has continued to develop on the excellent work the Organization has performed to address Emissions of greenhouse gasses shipping, and during MEPC 70, a strategy to reduce greenhouse gases from vessels was supported. (Marine Environment Protection Committee, 2019). This approach is expected to be adopted in 2018. The MEPC took notice of the working group’s consensus on a preliminary framework for the IMO Strategy. The Intersessional Working Party on Emission Reduction from Vessels met for a week (26–30 June) before coming together to hear a report on their discussions. A list of the current international ship emissions of GHGs and other pollutants with gross tons of at least 100 GT. The stock should include a list of each year’s total GHG emissions from 2015 to 2019 or as far back as statistics go.

To this end, the MEPC has authorized a methodology for evaluating the effects of new proposals made, consented to create several family trusts for GHG, and launched the Fourth IMO GHG Study. The Intersessional Working Group on Emission Reduction from Ships met for one week, from June 26 to June 30, and then met again to hear a summary of their discussions. Inventory of the contemporary international emission levels and other pollutants from ships with a global carrying capacity of 100 GT or greater (De Santo et al., 2020). A Steering Committee will be set up to act as a hub for MEPC, review and track progress, and ensure that the study meets its goals.

Conclusion

Because of the formation of the IMO GHG strategy and the subsequent agreement on a follow-up plan, the national shipyard and transportation sector will transform. These transformations will include increased regulation (EEDI/SEEMP), implementing Market-Based Measures (MBM), and utilizing alternative energy sources. These transformations will take place. Developing a national strategy and preparing short-, medium-, and long-term measures, as well as a systematic approach, are the final steps in implementing the IMO GHG reduction strategy in the appropriate sectors. These steps must be completed before the system can be fully implemented. The MEPC discussed a number of potential short-term actions, including reducing the energy consumption of ships, boosting their speed, and taking further operational and technological precautions. The working group concentrated on how to examine, arrange, and summarize suggestions for potential short-term solutions because there were so many suggestions. The inter-sessional working group will discuss possible short-term solutions in further detail at its upcoming meeting, including detailed strategies to reduce energy use onboard ships. The MEPC also considered specific suggestions for potential mid- and long-term activities, like initiatives to promote the use of low- and zero-carbon sources.

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