Decarbonization of the global shipping industry is a complex issue, and ideally Liberia’s view is to support a goal-based approach that will allow our industry to innovate, use alternative fuels and technologies to achieve the ambitious targets of the initial IMO GHG Strategy.
Liberia supports a holistic and flexible concept that encourages and rewards innovation and provides a pragmatic path for reduction of all GHGs emitted from ships. By this we wish to encourage and reward innovative technologies, design solutions and alternative fuels & propulsion systems.
Looking at IMO’s document “IMO Action to Reduce GHG Emissions from International Shipping” it is clear that IMO sees “Design and technical measures (EEDI)” and even more so the “innovative measures, fuels and technologies” being the two main contributors to fill the emission gap in our industry’s effort to meet the initial IMO GHG emission targets up till 2050.
Operational measures (SEEMP) is expected to be constant from now and up until 2050, i.e. with rather limited improvements in reductions expected.
In contrast to “Design and technical measures” and “Operational measures” the “Emissions gap to fill using innovative measures, fuels and technologies” is currently not regulated….it is the ‘unknown’! IMO have over recent years changed the international regulatory framework from being based on prescriptive rules and regulations to now being goal-based standards and risk assessment based approach to allow the application and approval of innovative design solutions and technologies, provided an equivalent level of safety as compared with the prescriptive rules and regulations can be demonstrated.
Studies have shown that in order to meet the 50% CO2 emission reduction target by 2050, then Zero Emission Vessels (ZEV) will have to be developed, build and enter in service by 2030, therefore, innovation, new technologies and alternative fuels must be adopted.
An interesting approach at the IMO ISWG-GHG 6 (Intersessional Working Group on Reduction of GHG Emissions from Ships) meeting last year was suggested by Greece that raised some valid points (ref. doc. ISWG-GHG 6/2/4) with respect to charterers that should also be held responsible for GHG emissions and thus the shipowners of bulk/tramp shipping cannot alone be held responsible to achieve the GHG reduction targets. Greece however propose prescriptive requirements to reduce GHG emissions with some exceptions for flag to deviate and allow alternative ways to achieve the required reductions.
Liberia’s view is that if innovative technologies, design solutions and alternative fuels & propulsion systems can achieve the required GHG emission reductions whilst maintaining the ‘normal’ service speed we see no reason for a mandatory speed reduction/limit, but rather a need for the regulatory framework to fully reward the energy efficiencies gained through innovation in areas such as alternative fuels, innovative technologies and design solutions.
However, Liberia also acknowledge Greece’s view and wish to bridge the gap, and therefore we need to ensure that achieving the initial IMO GHG emission targets are not only imposed as a burden and responsibility on the shipowners. The charterers and other industry stakeholders need to be responsible and accountable to contribute achieving these targets as well.
Liberia is involved in several ship design JDPs /JIPs and this is one way that we are supporting the industry to achieve GHG reductions through “Design and technical measures (EEDI)” and “innovative measures, fuels and technologies”. These JDPs / JIPs are mainly focusing on new ship designs, but these projects could equally be customized to upgrade existing ships to reduce GHG emissions.
As we are approaching the 7th meeting of IMO’s intersessional working group on the reduction of GHG emissions from ships (March 23-27, 2020), we note that there has been a variety of short-term measures that could be implemented as early as 2022, including:
• The establishment of an Energy Efficiency Existing Ship Index (EEXI);
• Enhancing the SEEMP and frequency of audits;
• The carbon intensity indicator (CII) approach (phased implementation or immediate implementation);
• Speed reduction;
• Measures to minimize methane slip for LNG-fueled ships;
• Usage of zero-carbon, or net zero-carbon, fuels; and
• Economic incentives (taxes, levies, trading schemes, subsidies, and R&D competitions).Overall, we believe that to achieve the Strategy targets our industry needs international collaboration among all stakeholders directly involved in and related to the maritime transportation ……this being shipowners, ship managers, shipyards, charterers, ship designers, classification societies, flag states, industry organizations, NGOs, engine manufacturers and many other stakeholders including land facilities and nations themselves for the benefit of their people.
* Senior Vice President & General Manager of the Liberian International Ship & Corporate Registry’s (LISCR) Piraeus office, managers of the Liberian Registry