ESPO publishes its position paper on the port reception facilities for ship waste

For European ports, ship waste has been one of the main environmental priorities, as indicated in the ESPO 2017 Sustainability Report.

In its position paper on the revision of the Port Reception Facilities Directive, ESPO welcomes the Commission proposal and its objective to build upon the substantial progress achieved under the existing Directive. The existing Directive 2000/59 has contributed to decreasing significantly waste discharges at sea. The minimum fixed fee, which has to be paid by all ships calling at EU ports, regardless of whether they use the waste facilities or of the quantities they deliver, has delivered. As a result, only 2.5% of oily waste is not delivered at waste facilities in ports.

European ports support, in particular, the proposal’s objectives to increase efficiency and reduce administrative burden. The new Directive should, however, also make sure that efficient but responsible regime for managing ship waste is encouraged, in line with the ‘polluter pays’ principle.

European ports recognise that providing the right incentives is essential and port authorities are certainly willing to contribute. However, introducing a fee system whereby ships could deliver unreasonable amounts of garbage, including dangerous waste for 100% fixed fee, would be a severe and unacceptable divergence from the ‘polluter pays’ principle. It risks to discourage tackling waste at the source by reducing waste volumes onboard, which has been the cornerstone of the EU waste policy” says ESPO’s Secretary General, Isabelle Ryckbost.

ESPO therefore proposes to set a limit on waste covered by the 100% fixed fee. The fixed (flat) fee should cover normal quantities of waste delivered by a certain type and size of ship.  Ports should be allowed to charge on top of that if unreasonable quantities are delivered. Furthermore, dangerous waste, which usually needs special and costly treatment, should not be covered by the 100% indirect fee.

European ports believe, moreover, that any provisions leading to better enforcement of the obligation for ships to deliver waste at shore are welcome. The alignment of specific elements of the Directive with the International Convention for the Prevention of Pollution from Ships (MARPOL) is supported by ESPO. European ports also welcome that new types of waste, such as scrubber waste, have been addressed by the proposal.

The proposal is currently being discussed in the Council and the European Parliament. ESPO looks forward to working with the Parliament’s rapporteurs and the shadow rapporteurs, the Bulgarian Presidency, the Council and the Commission in view of achieving a new and efficient legislative framework that would further reduce ship generated waste discharged at sea and increase waste quantities delivered at ports.

The document can be downloaded from the ESPO website.

Source: ESPO Press Release

Railway connectivity is the key to boosting the Spanish port system

During the month of April the Spanish Ministry of Development (Fomento) requested the EU for funding to help support the transfer of goods from the road to the railway. The Port of Valencia will allocate this investment to the rail connection between Zaragoza and Sagunto, the new line between the ports of Seville and Sines, and the restructuring of SNCF in France.

Statistics published in the fourth month of the year showed that rail freight traffic in Spain has grown 6% in 2017, good news for the sector, although the figures of Renfe Mercancías for February 2018 are not as positive. In this regard, the operator has registered a 17% drop, to which all its traffic except intermodal have contributed.

This fact contrasts with the conclusions reached by the Corell Foundation, which argues that the differences in regulation and costs between the different modes of transport currently prevent a truly competitive and efficient intermodal transport system from being implemented in Spain.

In this regard, the Ministry of Development still awaits the approval of the European Commission to be able to include annual funding worth 25 million euros to facilitate the modal transfer of goods from the road to the railway in the budgets for 2018. Brussels has already given its approval to the subsidies proposed by Sweden, having considered them in accordance with the EU rules on state financing.

On the other hand, CETM Multimodal, Railgrup and Feteia-Oltra have signed an agreement in April to promote innovative projects in the field of multimodal transport.

Port and Railway Connections

Also in Spain, Adif will increase the carrying capacity on the line between Zaragoza, Teruel and Sagunto, a line in which the Port Authority of Valencia plans to invest around 100 million euros, of which one part will be allocated to rail access to Port of Sagunto.

Its objective is to attract more traffic from Aragon, which only uses its facilities to channel 16% of its maritime exports. Currently, the region finds its main outlet in the shores in Catalonia, and it is in the Port of Barcelona where 61% of the rail traffic has Aragón as its origin or destination.

In the south, MSC has already started the service between the ports of Seville and Sines, with a frequency of two round trips per week and a capacity of about 100 TEUs for each one. Meanwhile, in Cádiz, the City Council and the Port Authority have signed an agreement to connect the new container terminal of the port using the railroad.

In addition, in Vigo, the Port Authority and Adif will work on the definition of the project connecting the vehicle terminal with the railway. As for the future line that will link the city with Portugal, it was announced that it will admit the passage of trains of 750 meters.

Changes at the European level

Another neighboring country, France, has been in the news due to the restructuring of the SNCF public railway company, which has caused a wave of mobilizations among the unions for what they consider a privatization of the operator.

The plan involves the recapitalization of the 4,300 million euros debt accumulated by the merchandise subsidiary, to form an independent company, wholly owned by SNCF, but segregated from SNCF Logistics. To finance this whole process, the Gallic government plans to tax heavy vehicles, a measure that has been rejected by transport associations.

Both Spain and France continue to make progress in the implementation of railway motorways along the Atlantic and Mediterranean axes. In fact, the call for expressions of interest addressed to those interested in the exploitation of this type of service has already been officially published.

At the European level, it is worth mentioning the initiative of the Ferrmed Association, which has set up three multisectoral work groups to improve the infrastructure, operation and mobile material in the Trans-European Rail Network to reduce transport costs by more than 25% .

Source: Cadena de Suministro.

Marrakesh: North African transport professionals introduced to TransLogMED by the Escola Europea

The Escola’s efforts to continue to promote the ambitious TransLogMED project across the Mediterranean waters go further next week as its staff travels to Marrakesh to participate in the 7th edition of the International Logistics and Transport Tradeshow LOGISMED, from 9th to 11th May.

Being the largest landmark logistics trade show in Morocco, and having ascertained itself over the last 7 years as the largest gathering of transport and logistics professionals in Africa and the Mediterranean, LOGISMED proves the perfect venue to introduce the objectives and goals of the TransLogMED project to the visitors. The Escola Europea – Intermodal Transport will promote the project in its own booth, positioned next to one of its partners and stakeholders, Grandi Navi Veloci (GNV) (section D, booths D1 and D2).

The project office is also holding the TransLogMED project’s Action Committee in Marrakesh on the second day of the show, bringing together the project’s stakeholders and reviewing the past year’s accomplishments. During the meeting an overview of the goals for the current year will be listed, separated by the different participating countries (Morocco, Tunisia, Algeria, Jordan, and Egypt).

From the 7th to the 9th May, Eduard Rodés, the director of the Escola, will introduce the project at the Union for the Mediterranean (UfM) Conference on Maritime Transport and Logistics which will take place in Ismailia, Egypt.

Among the project’s to-date achievements, the director of the Escola highlighted the huge success of the MOST (Motorways of the Sea Training) Tunis edition, which took place in April 2018. The course was organised jointly with the Institut Méditerranéen de Formation aux Métiers Maritimes, with the help of the Escola’s usual collaborators (Port of Barcelona, Ports of Genoa, Ports of Rome, Grandi Navi Veloci (GNV) and Grimaldi Lines) and the Office of the Merchant Navy (l’Office de la Marine Marchande), Cotunav, Stam and Transglory. The training was carried out on board of two vessels, one from GNV and the other from Cotunav, and took place on the short sea shipping crossing between La Goulette and Genoa.

The long-term objective of TransLogMED is to foster the development of the motorways of the Sea between the Mediterranean countries, which will in turn help promote inclusive growth and youth employability, as well as sustainable development in the region. The project focuses in particular on: Increasing efficiency in logistics and transport, particularly in door to door and platform to platform multimodal solutions; Enhancing the competencies and capabilities of the transport and logistics operators; and creating a knowledge network as the activities become regular, together with a best practices exchange platform that brings together experts from both Northern and Southern Mediterranean countries. The project took off in 2017 and will finish in 2021.

For more information you can consult the project page https://www.escolaeuropea.eu/projects/translogmed/ and the Escola’s website https://escolaeuropea.eu or write to info@escolaeuropea.eu.

Natural gas consolidates itself as the future of energy

Natural gas seems to have become strong in some segments of transport due to its own merits and, in view of how the associated technology is evolving.

In the opinion of many experts, natural gas is to play an important role in the short and medium term in the decarbonisation of the world economy, as a mere energy of transition towards a future dominated by electric power.

However, in view of the current technological and industrial development, the panorama of a transport powered by electricity as the main energy source, while waiting for the batteries to gain autonomy and lighten their weight, only seems realistic in the very long term, while the option of having an energy mix that can serve as an effective alternative to oil derivatives is gaining strength.

In contrast, in recent years the applications of natural gas, both in land and maritime transport, have not stopped growing and, in view of the investments committed in different areas for the coming years, it does not seem that this energy will go to decay.

Moreover, it seems, as some experts indicate, that natural gas will witness an important takeoff in the decade of 2020.

Truck manufacturers have multiplied their supply of gas vehicles in recent years, while they have been bringing the performance of engines powered by this energy to those of other comparable units that use diesel as fuel, just in a segment of activity in which electric batteries cannot compete due to their lower autonomy and their weight, which comes at the cost of load capacity.

On the other hand, in maritime transport, natural gas seems to be truly established as an alternative technology for the future, just when the sector is facing a radical change in its levels of polluting emissions. This is evidenced by both the acquisition of new ships propelled by natural gas that have made different shipping companies, as well as investments in facilities to supply gas vessels and carry out bunkering operations in ports in different areas of the world.

In maritime transport, investments tend to move large sums of money over long periods of time, so the sector is looking for proven and reliable technologies that can be profitable in the medium and long term, something that they seem to have found in natural gas.

History has shown that the most realistic technologies have been imposed on more avant-garde and risky proposals, precisely because of their greater capacity to adapt to the real needs of markets, companies and people.

Natural gas seems to have become strong in some segments of transport due to its own merits and, in view of how the state of the art is evolving in the past, it seems that it is here to stay.

Source: Cadena de Suministro

Grimaldi receives the ‘Naval Award of the Year’ for its services of vehicle transport

The Grimaldi Group has received the ‘Naval Award of the Year’ at the fourth edition of the North American Automotive Awards, which have been held in the US city of Detroit, Michigan.

The Italian shipping company has become one of the main providers of integrated maritime transport logistics services for vehicle manufacturers.

This award, given annually by the Three6Zero Group, aims to recognize global excellence in the supply chain of the automotive sector. In total, 21 companies and professionals have been awarded for their achievements in the sector or for the development of new ways of thinking and working.

With 70 years of experience, the Italian shipping company, based in Naples, has become one of the main providers of integrated maritime transport logistics services for vehicle manufacturers.

Currently, it offers various maritime services both for ro-ro cargo and for the transport of containers to North American destinations. Its Grimaldi Lines brand operates regular connections from the eastern and western Mediterranean, and also from the coasts of West Africa, while its brand Atlantic Container Line, ACL, covers a weekly route that passes through several ports of northern Europe before reaching the American continent.

Source: Cadena de Suministro

More than 40 European associations come together to claim more investment for transport

These associations consider that “a larger EU budget for investment for transport is the best plan for Europe”.

More than 40 European associations representing the transport sector and sectors linked to this activity have signed the so-called Ljubljana Declaration, a document in which they demand more investment in transport within the EU budget after 2020. This took place during the celebration of the European TEN-T Days, the most important annual meeting of European Transport Corridors held from Wednesday to Friday in the capital of Slovenia, the place of origin of the European Transport Commissioner, Violeta Bulc.

The document, which was published on Thursday, calls on European policy makers to increase the EU budget for the Connecting Europe Facility (CEF) in order to facilitate the completion of the main network, which will require 500,000 million euros between 2021 and 2030. The associations consider that the Trans-European Transport Network (TEN-T) “establishes the right priorities in terms of sustainability and cohesion and can contribute to solving the current transport challenges”. “Investing in TEN-T projects has a particularly high European added value,” says the document.

They also request that the investment be focused on ” better and more innovative transport”. To achieve this, it proposes to accelerate “investments in digital, innovative and sustainable transport projects” to move towards a “more ecological, truly integrated, modern, accessible to all, more secure and efficient” transport system.

The associations propose that the EU “continue to provide subsidies” to finance transport projects at the core of the TEN-T network. “The subsidies are essential to complete the network,” explains the document, which states that “most transport projects with high socioeconomic value do not generate enough income to cover the total investment costs.”

The Ljubljana Declaration concludes with a plea in favour of CEF funds, which are “essential to complete the TEN-T network and attain ecological transport, which will benefit all Europeans”. “An insufficient budget for transport will jeopardise the completion of the TEN-T basic network. A larger EU budget for transport is the best investment plan for Europe, ” states the document.

Source: El Vigia

 

The Escola Europea inaugurates its Classroom of the Stars

On Thursday the 5th of April the Escola Europea – Intermodal Transport held the inauguration ceremony for its new Classroom of the Stars (Aula dels Estels) in Barcelona.

The Escola has, since its founding, strived to offer formative excellence based on original and innovative formats through unique and practical courses. The inauguration of the new classroom has cemented the centre’s strategy and emphasized that the institution will continue this line of innovation and excellence. The partners of the Escola were clear that “training is a tool for advancement and progress”, as stressed by its president Sixte Cambra, of the Port of Barcelona. The Aula dels Estels will give the Escola an additional tool to continue its mission of providing excellent training to students and professionals alike.

The ceremony of the new classroom, located in the maritime terminal of Drassanes of the Port of Barcelona, with fantastic views of the area, was complemented by an interesting conference in which professional experts in conflict resolution, team cohesion, leadership and neuroeducation shared their knowledge with the attendees.

 

The educational focus of the Escola is based on research: students attend lectures and practical workshops and work on a case study in groups, which encourages collaborative work and group cohesion as a means to optimise the development of logistics chains.

The Escola Europea gains 175 alumni following three courses for University and professional students

This March and April the Escola Europea has opened its doors to students from universities and professional training centres in France and Spain.

On the 24th of March, 76 students of logistics and supply chain from the Promotrans centres in Lille and Toulouse (in France) arrived in Barcelona to embark on the MOST (Motorways of the Sea Training) Management course.

On the 14th of April 42 students of logistics and maritime business from Tecnocampus Mataró (affiliated with the University Pompeu Fabra in Barcelona) also began the 4-day long MOST Management course, which takes place in Barcelona, on board of a Grimaldi Lines Ro-Pax vessel on the crossing between Barcelona and Civitavecchia, and in Civitavecchia.

The aim of the MOST course is to offer complete and concise training in intermodal maritime logistics, short sea shipping services and the motorways of the sea. The courses are aimed at both professionals and students of logistics, transport and international commerce. In both cases, the students began the theoretical training in intermodal transport and logistics in Barcelona, and then boarded the Ro-Pax vessel Cruise Roma to continue the training along the short sea shipping route between the two Mediterranean cities.

The Port of Barcelona, the Ports of Rome and Grimaldi Lines collaborated with the Escola in the organisation of these courses. The teaching staff comprised professionals from the European transport sector as well as academic experts.

This week, the recently inaugurated classroom of the Escola Aula dels Estels was filled with 57 students of transport management, logistics and international commerce coming from the EAE Business School of Barcelona. The students took part in the Escola’s MOST Intermodality course.

Unlike the other two courses, this training did not include a trip on board of the ferry. Nevertheless it also offered a balanced rotation between theoretical lectures and practical workshops. The contents of the theoretical classes focused on intermodal logistics and the motorways of the sea; the port of Barcelona as a principal node for intermodal transfers; innovation in the transport sector; the management of port terminals and the Border Inspection Point and the presentation of an intermodal transport real case. The practical visits helped the students visualise the concepts explained during the lectures as they are applied in real life. Aside from the maritime visit of the port during which the different terminals of the Port of Barcelona were pointed out, the group could visit some of the terminals and witness their operations from the perspectives of their employees. The terminals that were visited were: Grimaldi Lines (including a workshop of a ro-pax vessel’s hold), Autoterminal, APM Terminal, the Border Inspection Point (PIF – according to its Spanish acronym), and LOGISTAINER, a logistics warehouse.

“I liked it a lot. It was very interesting to see in practice all the aspects of the operations described in the theoretical classes.”

“Without a doubt I would recommend this course to anyone interested in the subject! For my part I have learned and I have had a good time. I will certainly remember this experience”

With these comments, a student of EAE Business School and another of Tecnocampus confirmed the high level of satisfaction felt by the students at the end of the training.

The educational focus of the Escola is based on research: students attend lectures and practical workshops and work on a case study in groups, which encourages collaborative work and group cohesion as a means to optimize the development of logistics chains.

The European Parliament focuses on working conditions in the transport sector

The processing of the new legislative package on the road is complicated, but the sector will defend the application of specific regulations and not the Directive for posted workers.

To move towards an integrated mobility system in Europe, with an automated procedure for collecting and circulating data between operators, professionals, users and administrations, it is necessary to harmonize working conditions in the transport sector.

This is one of the main ideas presented by the MEP Izaskun Bilbao during the Road Transport Seminar held in mid-April at the European Parliament’s headquarters in Madrid, where she stressed that the Directive for posted workers is not adapted to the variables that define this activity.

In Bilbao’s opinion, the profession of a professional driver has experienced “a degradation of their working and social conditions” in recent years, which was motivated by a non-specific regulatory framework and by its heterogeneous application in the different Member States. All this has led to a serious problem of ‘social dumping’ and excessive protectionism, increasing both the fragmentation of the market and the administrative burdens to which transport is subjected to.

The processing of the new legislative package of the road appears, in his opinion, complicated, but the sector will call for a specific regulation, and not the Directive created specifically for displaced workers.

Decarbonization and the European Single Window

In this context, the MEP denounced “the precariousness that is being installed in the sector” and that puts road safety at risk, as well as the objectives of decarbonisation and the possibility for workers to improve their skills related to the technological revolution.

In the short term, it is “urgent” to give visibility to the European commitment to sustainability and implement global regulatory frameworks that are accompanied by local measures. He also referred to the creation of a European Agency to regulate this mode of transport before 2025, in particular the European single window, the implementation of which will significantly reduce administrative burdens.

Source: Cadena de Suministro

GHG Emissions Policy Gets Varied Response from Environmental and Ocean Freight Shipping

Guidelines for Change Still Controversial – Too Little or Too Much? 

Nobody could accuse the International Maritime Organization (IMO) of rushing into a decision regarding its avowed intent to cut pollution from cargo and passenger vessels. The greenhouse gas (GHG) emissions legislation has caused controversy since first suggested and has been something of a no win situation fparor the IMO as shipping lines, the freight community and environmentalists have all been publicising their views. On Friday April 13 we finally heard what the IMOs ‘Initial Strategy’ is to be, and the controversy, although muted, continues.

The IMO Marine Environment Protection Committee (MEPC) has announced that all participating member states have now finally agreed to reduce CO2 emissions as against 2008 levels by 50% by the year 2050. This decision comes after heated lobbying from all sides and has variously been hailed as ‘landmark’, ‘realistic’ and ‘far from perfect’ depending on who you listen to.

One has to have some sympathy with the IMO on this, it was always going to be impossible to please everybody and whilst viewed as a lumbering monolith by some, others consider the organisation the only chance to make collective decisions which have a truly global influence. Whatever your view, the details of Friday’s decision make it plain there is still a long way to go.

The new agreement comments that shipping must strive to assist in reaching the aim of the Paris Climate Agreement’s temperature goal, keeping the rise in global warming well below 2° C. Critics will say that the new agreement lacks detail with no specifics regarding timeframe for the reductions and this is a table of ambition rather than a prescriptive policy. Regulations will only be drawn up after yet another two rounds of studies due for completion by 2022.

IMO Secretary-General Kitack Lim hinted that, despite resistance from several states, progress was already being made. The move toward cleaner ships is already under way as technology progresses and some will see a degree of prevarication in the IMO’s stance, simply waiting for the industry to sort the problem itself. He commented:

“I encourage you to continue your work through the newly adopted Initial GHG Strategy which is designed as a platform for future actions. I am confident in relying on your ability to relentlessly continue your efforts and develop further actions that will soon contribute to reducing GHG emissions from ships.”

Just as the use of emission scrubbers, lower sulphur fuels and electrically powered vessels help with air quality, so the steadily rising amount of goods transported has the opposite effect. Last week we heard environmental operation Transparency International roundly criticise IMO policy, saying the industry holds too much sway over the organisation. Certainly the International Chamber of Shipping (ICS) which called for a 50% reduction, rather than the more swingeing cuts which some states preferred, seems to have got its way.

ICS says that the efficiency goal that has been agreed by IMO Member States for the sector as a whole, a 40% improvement by 2030, compared to 2008, and a 50-70% improvement by 2050, is extremely ambitious but probably achievable. But only if governments recognise the enormity of this challenge and facilitate the rapid development of new technologies and fuels. ICS Secretary General Peter Hinchliffe commenting:

“This is a ground breaking agreement, a Paris Agreement for shipping, that sets a very high level of ambition for the future reduction of CO2 emissions. We are confident this will give the shipping industry the clear signal it needs to get on with the job of developing zero CO2fuels, so that the entire sector will be in a position to decarbonise completely, consistent with the 1.5 degree climate change goal.”

“The agreed IMO objective of cutting the sector’s total GHG emissions by at least 50% before 2050, as part of a continuing pathway for further reduction, is very ambitious indeed, especially when account is taken of current projections for trade growth as the world’s population and levels of prosperity continue to increase.”

The UK Chamber of Shipping lauded the agreement and set out the view of many UK shipping groups whilst emphasising the size and importance of the sector. CEO Guy Platten said:

“This agreement commits the shipping industry to reducing its carbon emissions by at least 50% by 2050. But crucially this should be seen as a stepping stone towards decarbonisation in the long term, something which must be continue to be a major focus in the years ahead. Shipping moves 90% of global trade, and people understand the link between trade and prosperity, but rightly they demand we do it in a sustainable and responsible way. Climate change is real and we have a responsibility to play our part in preventing further damage to the environment.

“The shipping industry has already made great strides. Battery-powered ferries operate in Scotland, Scandinavia and elsewhere. Huge investment has gone in to better hydrodynamics, more efficient engines and lower carbon fuels. But make no mistake, these marginal gains alone are not enough to meet the 50% target, and certainly will not be enough meet the public’s expectations of a more fully decarbonised industry.”

“In truth, there is widespread understanding that in the long-term the industry needs to be powered by carbon-free fuel, and that will almost certainly mean a mix of battery, hydrogen and other zero-carbon fuels. Whilst battery and hydrogen cell technology does exist, their current capabilities are not sufficient to become the dominant fuels of the industry at this time. So research and development is now required on a massive scale.

“Last year the UK Government put £250 million of investment into battery R&D but that was targeted almost exclusively at the automotive sector. We need to see that kind of government-industry collaboration now applied to the shipping industry. Other countries are already investing heavily in developing carbon free fuels for ships.

”The UK could, of course, leave them to it. But if the future vision for the industry includes much greater use of carbon free fuel in international shipping, having that technology developed in the UK will mean huge opportunities to create jobs and generate wealth. The UK Government should pledge therefore to make the UK a world leader in carbon free fuels through investment in research and development.”

The international view was put by the World Shipping Council (WSC) which welcomed the agreement calling it ‘an ambitious strategy’ whilst requesting the IMO now initiates a formal Research and Development Programme itself. This was initially proposed when the WSC, and other organisations, submitted a paper last year to MEPC describing the need for a substantial, focused, and sustained programme. WSC President and CEO John Butler took the long view on reducing GHG emissions from shipping, saying:

“As hard as it was to reach political agreement this week, what comes next will be harder. We have to shift from a political mindset to an engineering mindset. There are no quick fixes here, but we can solve this problem. To do that we must establish a maritime research and development effort that will deliver the tools necessary to transform the industry. That is the next step for the IMO.”

For its part BIMCO says it is very satisfied with the strategy and that change in the industry was already well under way with emissions now decoupled from the growth in the world economy. The organisation, the largest of the international shipping associations representing ship owners with 56% of the world’s fleet by tonnage on its books says it sees zero carbon emissions as a realistic goal for the second half of this century, but reiterated that investments in research and technology are required to get there. Deputy General Secretary, Lars Robert Pedersen, commented:

“In BIMCO we believe that the industry can deliver on this target, even if we don’t exactly know how, yet. The strategy shows that there is only one road ahead, and that is the road towards decarbonisation. The strategy reinforces existing IMO regulations to enhance the energy efficiency of ships and sets out the long-term goals. This will guide the development of new technology and the design of new ships. Now we have to focus on the mid-to-long term. We have to find the technology and procedures that will drive us towards zero GHG emissions.”

Even environmental pressure group Greenpeace was receptive to the proposals but said that although the deal lists possible mitigation measures, the lack of an action plan for their development and the tone of discussions at the IMO does not give the organisation much confidence that measures will be adopted soon. Greenpeace urges the industry to transform these goals into concrete, urgent steps to decarbonise in full as soon as possible and by 2050 at the latest. Greenpeace International political advisor Veronica Frank, observed

“The plan is far from perfect, but the direction is now clear, a phase out of carbon emissions. This decarbonisation must start now and targets improved along the way, because without concrete, urgent measures to cut emissions from shipping now the Paris ambition to limit warming to 1.5 degrees will become swiftly out of reach.

“The IMO plan is a first step in the right direction, but much more needs to be done to achieve climate stability. The initial deal will be revised in 2023 and reviewed again in 2028, giving opportunities to strengthen the targets.”

Source: Handy Shipping Guide