reduction of GHGs from bunker fuels by working through the IMO.
34 The goals of
the 2030 Agenda for Sustainable Development recognized the need for urgent action
on climate change, including the promotion of sustainable transport systems.
35
The Paris Agreement adopted a core ambitious objective for the global response
to climate change, in the context of sustainable development and poverty eradication, to hold ‘the increase in the global average temperature to well below 2
C above
pre-industrial levels and pursuing efforts to limit the temperature increase to 1.5
C
above pre-industrial levels’, including fostering low GHG emissions development
and related finance flows.
36 The goal would be pursued by reflecting “equity and the
principle of common but differentiated responsibilities and respective capabilities, in
the light of different national circumstances” (CBDR-RCNC).
37 The Paris Agreement did not expressly address international shipping, but there was an implicit
understanding among state parties that the IMO would lead the industry to develop
its contribution to mitigation and in line with the temperature goal.
In 2009 a major IMO GHG study indicated concerns about the potential trajectory
of emissions from shipping.
38 In 2007 shipping reportedly emitted 3.3% of global
CO 2 emissions (international shipping accounting for 2.7%) and that by 2050
emissions could grow by 150% to 250% with world trade, assuming a business as
usual scenario. A third study completed in 2014 showed that CO 2 emissions would
increase significantly.
39 Although shipping’s (and especially international shipping)
contribution to GHGs appears small, in reality it is comparable to Germany’s or the
United Kingdom’s total emissions, essentially marking the industry as a major
global contributor. Regulating this industry posed special problems because of its
global and transnational nature. It was not practical to attempt to capture the
emissions of this industry in the nationally determined contributions under the
Paris Agreement.
The IMO experienced difficulty in addressing GHG emissions over a protracted
period of time. It commenced consideration of air pollution as a consequence of
concerns over oil fuel quality in the 1980s. In 1991 the Assembly adopted a
resolution
40 that included air pollution among other issues and led to the amendment
of MARPOL through the adoption of Annex VI. This decision was in line with a
string of global instruments adopted to address air pollution and producing external
34 Kyoto Protocol to the United Nations Framework Convention on Climate Change, 1997, art 2(2).
35 United Nations General Assembly Resolution, Transforming our World: The 2030 Agenda for
Sustainable Development, 2015, preamble and paras 14, 31 and 27, and Goal 7.
36 Paris Agreement, 2015, art 2(1).
37 Ibid art 2(2).
38 Second IMO GHG Study 2009: Update of the 2000 IMO GHG Study—Status Report from the
Steering Committee, Note by the Secretariat, IMO Doc MEPC 59/4/4 (8 April 2009).
39 Third IMO GHG Study 2014—Executive Summary, Note by the Secretariat, IMO Doc MEPC
67/6 (1 July 2014), annex.
40 Prevention of Air Pollution from Ships, IMO Assembly Resolution A.719(17) adopted
6 November 1991.
Governance of International Shipping in the Era of Decarbonisation: New. . .
105
34 The goals of
the 2030 Agenda for Sustainable Development recognized the need for urgent action
on climate change, including the promotion of sustainable transport systems.
35
The Paris Agreement adopted a core ambitious objective for the global response
to climate change, in the context of sustainable development and poverty eradication, to hold ‘the increase in the global average temperature to well below 2
C above
pre-industrial levels and pursuing efforts to limit the temperature increase to 1.5
C
above pre-industrial levels’, including fostering low GHG emissions development
and related finance flows.
36 The goal would be pursued by reflecting “equity and the
principle of common but differentiated responsibilities and respective capabilities, in
the light of different national circumstances” (CBDR-RCNC).
37 The Paris Agreement did not expressly address international shipping, but there was an implicit
understanding among state parties that the IMO would lead the industry to develop
its contribution to mitigation and in line with the temperature goal.
In 2009 a major IMO GHG study indicated concerns about the potential trajectory
of emissions from shipping.
38 In 2007 shipping reportedly emitted 3.3% of global
CO 2 emissions (international shipping accounting for 2.7%) and that by 2050
emissions could grow by 150% to 250% with world trade, assuming a business as
usual scenario. A third study completed in 2014 showed that CO 2 emissions would
increase significantly.
39 Although shipping’s (and especially international shipping)
contribution to GHGs appears small, in reality it is comparable to Germany’s or the
United Kingdom’s total emissions, essentially marking the industry as a major
global contributor. Regulating this industry posed special problems because of its
global and transnational nature. It was not practical to attempt to capture the
emissions of this industry in the nationally determined contributions under the
Paris Agreement.
The IMO experienced difficulty in addressing GHG emissions over a protracted
period of time. It commenced consideration of air pollution as a consequence of
concerns over oil fuel quality in the 1980s. In 1991 the Assembly adopted a
resolution
40 that included air pollution among other issues and led to the amendment
of MARPOL through the adoption of Annex VI. This decision was in line with a
string of global instruments adopted to address air pollution and producing external
34 Kyoto Protocol to the United Nations Framework Convention on Climate Change, 1997, art 2(2).
35 United Nations General Assembly Resolution, Transforming our World: The 2030 Agenda for
Sustainable Development, 2015, preamble and paras 14, 31 and 27, and Goal 7.
36 Paris Agreement, 2015, art 2(1).
37 Ibid art 2(2).
38 Second IMO GHG Study 2009: Update of the 2000 IMO GHG Study—Status Report from the
Steering Committee, Note by the Secretariat, IMO Doc MEPC 59/4/4 (8 April 2009).
39 Third IMO GHG Study 2014—Executive Summary, Note by the Secretariat, IMO Doc MEPC
67/6 (1 July 2014), annex.
40 Prevention of Air Pollution from Ships, IMO Assembly Resolution A.719(17) adopted
6 November 1991.
Governance of International Shipping in the Era of Decarbonisation: New. . .
105