The global maritime transportation is undergoing a tremendous change – decarbonisation. As global pressure to address climate change intensifies, the International Maritime Organization (IMO) continues to advance its ambitious goals for reducing greenhouse gas (GHG) emissions through its GHG Strategy. This commitment is taken centre stage at the 82nd meeting of the Marine Environment Protection Committee (MEPC 82), being held from September 30-October 4, 2024. Discussions are focused on critical topics, including decarbonization and the reduction of greenhouse gas emissions from ships, among other important issues.
The IMO’s revised 2023 strategy commits the global shipping industry to net-zero emissions by or around 2050, with interim targets for 2030 and 2040. To meet these goals, reducing the carbon footprint of marine fuels is crucial. This is where Life Cycle Assessment (LCA) comes in. Rather than focusing solely on emissions generated during a ship’s voyage, LCA evaluates the entire life cycle of fuels; covering raw material extraction, fuel production, distribution, and combustion. While the LCA framework offers a comprehensive approach to measuring GHG impacts, implementing these guidelines effectively is no simple task.
One of the key challenges in implementing Life Cycle Assessment (LCA) for marine fuels is the complexity of assessing full lifecycle emissions. Fuels like hydrogen, ammonia, and methanol are promising for decarbonization, but their environmental impact depends on how they are produced. A pointed example is the recent study by the International Council on Clean Transportation (ICCT) which highlights that real-world methane emissions from LNG-fueled ships are higher than current regulations assume.
Similarly, biofuels can vary greatly in their greenhouse gas (GHG) intensity depending on the feedstock and production processes. For example, biofuels made from waste oils, like those used by Meriaura in Finland, typically have a lower GHG footprint compared to those produced from food crops.
However, a potential conflict arises with the EU’s Delegated Regulation (EU/2023/1640), which mandates a 3.5% share of advanced biofuels in transport by 2030. Some biofuels, despite being renewable, may not meet the strict criteria for “advanced biofuels” under this directive, leading to challenges for companies using lower-tier biofuels in meeting EU targets.
Another major challenge lies in the standardization of LCA guidelines across different Member States. There are wide disparities in technical capabilities, regulatory structures, and environmental priorities. The real risk is that shipping companies may invest in unsuitable or ineffective technologies, leading to inconsistent application of LCA practices across different regions, nations, and vessels.
The debate at MEPC 82 will likely address how to balance short-term reductions in emissions with the need to promote long-term investment in zero-carbon fuels. If too much emphasis is placed on transitional fuels like LNG, the adoption of truly sustainable technologies could be delayed.
Despite the challenges, MEPC 82 represents an opportunity for the shipping industry to solidify its commitment to decarbonization. How the IMO navigates these challenges will determine whether the global fleet can rise to meet the climate crisis head-on or risk being left behind in the race toward a zero-carbon future.
This article is written together with Dr. Deniece Aiken and published previously in her LinkendIn.
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