Moves to close a loophole in enforcement of the cap on high-sulphur marine fuel, which comes into effect in January 2020, have been welcomed by the Clean Shipping Coalition (CSC). Ships will be banned at that time from burning any marine fuel with a sulphur content above 0.5%, but the ban does not prevent ships from carrying fuel exceeding the 0.5% limit. This opens up the possibility of massive avoidance by unscrupulous operators when operating out of sight on the high seas.
Leading environmental organisations and the global shipping industry have joined in calling for an explicit prohibition on the carriage of non-compliant marine fuels when the global 0.5% sulphur cap takes effect in 2020.
Some 35 world leaders have called for shipping emissions to be part of every country’s emissions reductions commitments under the Paris climate agreement. Sustainable transport group Transport & Environment (T&E) welcomed the leaders’ recognition of the need for economy-wide action, as mandated by the 2015 accord, with shipping being a key sector – responsible for around 3% of global CO2 emissions.
Today’s call by MEPs to ban the use of heavy fuel oil (HFO) in the Arctic and put in place greenhouse gas reduction measures by 2023 must be followed through with speedy action by the International Maritime Organisation (IMO), said sustainable transport group Transport & Environment (T&E). Both Arctic HFO and climate action will be discussed by the IMO environment committee in April 2018, and today’s vote by the European Parliament environment committee also demanded action at EU level if the IMO fails to act on either issue. 
EU governments and MEPs last night agreed that Europe should act on shipping emissions from 2023 if the International Maritime Organisation (IMO) fails to deliver effective global measures. Green transport group Transport & Environment (T&E) welcomed the agreement on an urgent environmental and sovereignty issue. It said Europe cannot indefinitely outsource its climate responsibility to the IMO given that the UN agency has repeatedly shown itself incapable of delivering the required level of ambition.
Calls for urgent action to reduce ship greenhouse gas emissions have been met with heavy push-back by many states and big industry groups meeting at the International Maritime Organisation (IMO). A group of Pacific Island and mainly European states clashed repeatedly with those saying that decisions on immediate measures should await the final iteration of the IMO’s comprehensive GHG strategy in 2023, rather than be part of the “initial” strategy in 2018. Green groups Seas At Risk and Transport & Environment, which are members of the Clean Shipping Coalition (CSC) , said the most obvious immediate measure is to regulate ship speed, with the feasibility and effectiveness of slow steaming having been proven during the recession.
Greenhouse gas emissions from three ship types – containerships, bulkers and tankers – could be reduced by a third, on average, by reducing their speed, according to a new independent study that will be presented to the International Maritime Organisation (IMO) next week. The cumulative savings  from reducing the speed of these ships alone could, by 2030, be as much as 12% of shipping’s total remaining carbon budget  if the world is to stay under the 1.5ºC global temperature rise, the CE Delft study for NGOs Seas At Risk and Transport & Environment, founding members of the Clean Shipping Coalition (CSC), found.
The efficiency of the 10% best ships reveals how stringent the requirements should be.
Almost three-quarters (71%) of all new containerships, which emit around a quarter of global ship CO2 emissions, already comply with the post-2025 requirements of the IMO’s Energy Efficiency Design Index (EEDI), a new study reveals. Additionally, the best 10% of new containerships are already almost twice as efficient as the requirement for 10 years time. These findings are part of a study based on analysis of the International Maritime Organisation’s (IMO) own data and conducted by Transport & Environment (T&E), a founding member of the Clean Shipping Coalition (CSC).
Recent improvements in the design efficiency of new ships went into reverse last year, a new independent study has found. According to the CE Delft study the average design efficiency of new bulk carriers, oil tankers and gas carriers was worse in 2016 than in 2015. The share of new ships complying with future efficiency standards also decreased in 2016. The design efficiency of containerships and general cargo ships appears to be stagnating after a period of improvement.
Today’s call by the European Parliament for a ban on the use of heavy-fuel oil (HFO) by ships when sailing in the Arctic should be met with swift action by the International Maritime Organisation, sustainable transport group Transport & Environment (T&E) has said. The IMO’s marine environment protection committee will next meet in July.