Progress in work on ships’ CO2 emissions 

As was expected, the discussions on CO2 at the 60th session of the IMO Marine Environment Protection Committee were characterised by considerable hesitation from a handful of critical countries that – on the basis of the lack of results from COP15 – problematized the work made within the IMO to develop binding global regulations on the shipping industry’s CO2 emissions.

General discussion
In his opening speech, the Secretary-General stressed that, though the Copenhagen Accord from COP15 in Copenhagen in December 2009 did not specifically mention shipping, the part played by the IMO and its work so far to regulate the shipping industry’s future CO2 emissions were recognised. Consequently, COP15 could not be considered a sign that the world community did not find it relevant for the IMO to continue its work. At the same time, the Secretary-General pointed to the IMO’s clear mandate to regulate international shipping.

In the light of the lack of results from COP15, the Secretary-General found that it was extremely important for the IMO to create visible results before COP16 in Mexico in December 2010. This could be done by the MEPC adopting, at its next session later in 2010, technical measures in the form of a so-called energy efficiency design index for new ships (EEDI) as well as by carrying out an evaluation of the market-based proposals in accordance with the work plan adopted by the MEPC in 2009.

During the initial discussions, a handful of countries were, however, still sceptical towards the IMO’s continued work – in the light of the lacking results from COP15. This group of countries wanted to await COP16. On the other hand, a majority of countries were of the opinion that regulations on the shipping industry’s CO2 emissions should be developed in the same way as other global regulations within shipping that were in accordance with the IMO principle of flag neutrality.

Energy efficiency design index (EEDI)
During the short time available for the working group on EEDI, it succeeded in creating progress despite considerable opposition. The working group continued its work finalising the energy efficiency design index for new ships as well as guidelines for calculating base lines for the ship types emitting the major part of CO2 from shipping. Finally, the working group succeeded in developing a first draft of regulations on how to incorporate the design index into the IMO’s International Convention for the Prevention of Pollution from Ships (MARPOL) with a view to making the regulations globally binding as quickly as possible.

The fact that several large developing countries wanted certainty about a new global climate agreement before concluding a binding agreement in the IMO made it uncertain whether it would be possible to approve the regulations at the next session – MEPC 61 – with a view to adoption in 2011. After prolonged discussions, the Committee decided to continue its work by holding an extraordinary working group meeting before MEPC 61 in June 2010.

Market-based instruments
At the session, the work plan for the development of a market-based instrument in the IMO adopted in 2009 was maintained. The work plan meant that the submitted market-based proposals should be evaluated in more detail with a view to pointing to one specific market-based proposal, preferably already at MEPC 61, on which to base further work. At the meeting, a majority decided to establish an expert group to head the evaluation and the Committee adopted a mandate and criteria for the work. It was decided that the analysis should include ten submitted market-based proposals, including the Danish proposal for a fuel contribution.

The expert group will have wide representation by experts nominated by a number of IMO member States as well as interest organisations having observer status in the IMO.