Interview with Edmund Hughes, Head, Air Pollution and Energy Efficiency, International Maritime Organization (IMO).
1. Do you believe that biofuels offer an innovative approach in shipping industry?
Biofuels are one option. Of course, there are wider considerations, such as availability, and sustainability of the production of biofuel and so on.
It is clear that the global introduction of alternative fuels and/or energy sources for international shipping will be integral to achieve the overall ambitions set out in IMO’s initial strategy for reducing GHG emissions from international shipping.
I think there is room for all options to be considered, including electric and hybrid power, hydrogen and other fuel types.
There is also a lot that can be done to improve energy efficiency of ships through operational measures. An IMO-industry alliance is looking at how the barriers to just-in-time ship operation can be mitigated. Currently, many ships expend hours or days waiting outside ports and running their diesel engines – just-in-time operations could significantly cut emissions.
2. Zero-carbon shipping: Illusion or reality?
In the initial IMO strategy, there is a clear ambition to pursue efforts towards phasing out GHG emissions from international shipping entirely, by the end of this century. This has to become a reality.
As United Nations Secretary-General Antonio Gutteres has said, “We need to put the brake on deadly greenhouse gas emissions and drive climate action…. The world is counting on all of us to rise to the challenge before it’s too late”
Research and development will be crucial, as the targets agreed in the IMO initial strategy will not be met using fossil fuels. There is a need to make zero-carbon ships more attractive and to direct investments towards innovative sustainable technologies and alternative fuels.
3. What are the useful steps to meet 2020 sulphur limit requirements and IMO’s 2050 decarbonisation goal?
To meet the 2020 sulphur limit from 1 January 2020, planning is essential. Failing to plan is planning to fail. IMO has already issued ship implementation planning guidance , to help shipowners prepare, and the Sub-Committee on Pollution Prevention and Response (PPR 6) in February agreed draft Guidelines for consistent implementation of the 0.50% sulphur limit under MARPOL Annex VI. Together with other relevant guidelines, this will form a comprehensive package of new and updated instruments that will assist industry and Administrations to effectively and uniformly implement the 0.50% sulphur limit.
In looking ahead to the 2050 goal for decarbonisation (which is for an at least 50% cut in annual GHG emissions from international shipping), from the IMO side, there is a clear roadmap and an approved programme of follow-up actions upto 2023, including considering the candidate short- mid- and long term candidate measures and working towards adoption of a revised strategy in 2023. That revised strategy should set out a clear path to the 2050 goal.
This year, Member States are expected to build on the initial strategy by presenting firm proposals in May to an intersessional working group and to the Marine Environment Protection Committee meetings. These are likely to include strengthening the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP).
4. What needs to happen between now and in the next three decades for ship deployment? And what needs to happen within this period to develop the supply infrastructure?
Some of the things that have been identified in the GHG strategy include looking at the
provision of ship and shore-side/on-shore power supply from renewable sources and developing infrastructure to support supply of alternative low-carbon and zero-carbon fuels. The need to further optimize the logistic chain and its planning, including ports is also identified as a candidate short-term measure, along with the initiation of research and development activities addressing marine propulsion, alternative low-carbon and zero-carbon fuels, and innovative technologies to further enhance the energy efficiency of ships.
In the mid-term, the strategy identifies candidate measures, including an implementation programme for the effective uptake of alternative low-carbon and zero-carbon fuels, including update of national actions plans to specifically consider such fuels. In this regard, there may need to be further consideration given as to how to incentivise the uptake of alternative fuels and innovative technologies.
Also identified as a candidate mid-term measure is the need to undertake additional GHG emission studies and consider other studies to inform policy decisions, including the updating of Marginal Abatement Cost Curves and alternative low-carbon and zero-carbon fuels.
5. Do you believe that the carefully chosen second generation biofuels used can contribute significantly to reducing CO2 emission?
Biofuels could be one of the options. If we are to achieve the goals set out in the initial strategy it will be important to develop and implement measures suitable for the existing fleet.
The advantage of such biofuels is their ‘drop-in’ capability to be used in the existing fleet meaning that they can readily replace hydrocarbon liquid fuels. However, as indicated before it is an imperative that such biofuels are produced from sustainable feedstocks and using sustainable energy supplies.
* Head, Air Pollution and Energy Efficiency, International Maritime Organization (IMO)