Latest news with #InternationalMaritimeOrganisation
Mint
2 days ago
- Business
- Mint
India to notify new rules to meet IMO's zero emission regulations; to get ports and shipping green compliant
The Union government is planning new rules for ships and ports to meet the forthcoming International Maritime Organisation (IMO) emission regulations, according to two persons aware of the matter. This move will have a significant bearing on the country's ambitious maritime development agenda. The new regulations will have an impact on design, construction and operation costs of ships; along with structural design of existing and new mega ports and shipyards. It will also include new fuel standards for ships and a global pricing mechanism for emissions. The rules will specify norms for putting up green fuel filling stations at ports including programmes for training of manpower in related activities, the two persons in the know said. The rules will also suggest design parameters for new ships being built at Indian shipyards so that they have dual fuel options for ships or design ships that are completely built to use green fuel such as compressed natural gas/liquefied natural gas, methanol, ammonia, green hydrogen and even electricity. Currently, diesel is the primary fuel for vessels, ferries and tugboats plying on inland waterways, certain coastal routes and on international routes. The rules will also have provisions for phased reduction in carbon dioxide (CO2) emission, and a time-bound plan for green upgrade of ports; with mandatory engagement of classification societies for earlier compliance assessment. 'The directorate general of shipping (DGS) under ministry of ports, shipping and waterways has already issued guidance note on IMO's Net Zero Framework and Greenhouse Gas Fuel Intensity (GFI)-based compliance measures to enable stakeholders across across the Indian maritime ecosystem to understand, prepare for, and comply with the forthcoming regulatory requirements under the IMO's Revised GHG Strategy 2023,' said the first person quoted above. 'The Guidance Note shall serve as an initial orientation document until formal rules and national-level implementation guidance including operational guidelines, compliance templates, and capacity-building frameworks are notified by the directorate in line with forthcoming IMO decisions,' he added. The new IMO regulations for the shipping industry aims to achieve net-zero emissions from international shipping by or around 2050, subject to national circumstances through mid-term measures comprising a technical Global Fuel Standard (GFS) and a market-based GHG (green house gas) pricing mechanism. The GFI-based mechanism, expected to formally come into force in March 2027 and effectively from 2028, mandates aprogressive reduction in the lifecycle carbon intensity of fuels used by ships above 5,000 GT engaged in international voyages. The mechanism is applicable to all ships flying the flag of a party to MARPOL (International Convention for the Prevention of Pollution from Ships). MARPOL is the primary international convention, developed by the IMO, aimed at preventing marine pollution from ships. 'The IMO regulations will have significant operational, economic, and strategic implications for shipowners, ports, training institutes, classification societies, and fuel suppliers. The new regulations will prepare the industry to comply with International obligations while also establishing national-level policies on green shipping,' said the second person quoted above. According to the Directorate General of Shipping, the total compliance cost for India is projected at $87-100 million annually by 2030, assuming partial reliance on remedial units. This is equivalent to a 14% increase in fuel cost and 5% increase in freight rates—well within industry operating margins. But, India may also benefit from IMO regulations, given its target of producing 5 million tonnes (MT) of green hydrogen by 2030. This enables production of 28 MT of ammonia and 26.3 MT of methanol, which qualify under the IMO's GFI reward system. Green fuels with lower lifecycle emissions earn compliance credits and shipping rewards, boosting India's export potential and investment in clean bunkering infrastructure. Query mailed to the ministry of ports , shipping and waterways (MoPSW) remained unanswered till press time. The country is already taking big strides towards greening its maritime structure, which includes the development of green hydrogen hubs and the initiation of alternate fuel programmes at ports. 'Kandla and Tuticorin ports are set to become the country's first green hydrogen and green ammonia refuelling hubs for green shipping,' said Rajiv Jalota, former chairperson of Mumbai Port Authority and advisor at Indian Ports Authority. The government has also initiated a green tug programme under which harbour tugs powered by cleaner and more sustainable fuels would be used at all major ports. 'Moreover, Harit Sagar, green port guidelines have been issued by the shipping ministry that targets reduction of carbon emissions at major ports through focused implementation and close monitoring of green initiatives. Ports are being encouraged to plan infrastructure for green bunkering and digital inspection protocols to streamline compliance verification. These should allow India to comply with any global regulations without having any adverse impact on the industry,' he added. The main issue with the proposed IMO regulation on net zero emissions is the distribution of money collected by the organisation by levying penalties on ships that are non-compliant with emission standards, he said. 'While discussions are still on how to distribute funds accumulated by IMO to countries such as India to help its industry get technology and fuel required to reduce emissions by the industry,' Jalota said. To facilitate the Indian shipping sector in smoothly embracing the 2027 IMO regulations, there is a need for a concerted, multi-stakeholder approach, said Pushpank Kaushik, CEO & head of Business Development at Jassper Shipping, a Hyderabad-based global shipping and logistics firm. The government needs to offer transparent regulatory road maps complemented by green finance interventions, tax breaks, and retrofitting incentives. 'Refurbishment of domestic shipyards is vital, and their inclusion in the Harmonized Master List of Infrastructure Sub-sectors is a welcome and opportune step,' Kaushik added. As significant is building capacity, Indian seafarers and technical staff need to be equipped to deal with new propulsion technologies and alternative fuels. Use of digital fleet management systems to track emissions and optimize operational efficiency will also be critical. 'India will also have to partner with global maritime organizations and utilize tools such as the IMO Net-Zero Fund to fund green infrastructure and training of the workforce,' he added. With sound policies, collaborations, and investments, regulatory compliance can be a dynamic driver of maritime innovation and world leadership, he said. According to the DGS, all stakeholders—including Indian shipowners, managers, port authorities, fuel suppliers, classification societies, and training institutions have been advised to review the Guidance Note issued by it in detail and initiate necessary preparatory measures. This includes monitoring ship-level fuel intensity data; reviewing procurement strategies for low-GHG fuels; enhancing technical training on GFI methodologies; planning green infrastructure upgrades at ports and engaging with classification societies for early compliance assessment. The immediate impact of IMO regulations would be limited on the Indian Maritime segment, given that out of India's current fleet (Indian flagged) strength of 1,524 registered vessels; only 212 ships (14%) qualify as foreign-going and are of above 5,000 gross tonnage (GT). Also, of these, only 135 ships are regularly engaged in overseas trade and would be subject to IMO compliance. While the global shipbuilding market is dominated by China, South Korea and Japan; India currently has 28 shipyards. But, Indian yards are already exploring retrofitting solutions and green ship designs. The regulation incentivizes demand for dual-fuel ships, alternative propulsion, and emission monitoring systems-creating new opportunities for domestic innovation and international competitiveness. Also, exporters chartering foreign ships will indirectly bear additional freight costs if vessels are non-compliant. Indian exporters are encouraged to factor GHG compliance in chartering decisions to minimise long-term freight inflation risks, the first person said.
New Indian Express
3 days ago
- General
- New Indian Express
Centre plans to fix ship lifespan after Kerala wreck; MSC told to set up claims desk
KOCHI: The Union government is working on a proposal to fix the lifespan of vessels operating in Indian waters. Responding to queries regarding the shipwreck near Kerala coast, Director General of Shipping Shyam Jagannathan said age was not a factor and the ship complied with international norms. However, he said there is a need to enhance the inspection regime to ensure that vessels operating in Indian waters comply with the maritime norms. 'We have some concerns about some old vessels operating in Indian waters. We are working on a proposal to fix the lifespan of vessels. Also, we have to enhance the inspection regime. We will be further monitoring the operations of these vessels,' he said. According to experts, old cargo vessels can encounter operational issues due to outdated technology, wear and tear, and corrosion. While it is mandatory for vessels to undergo dry docking every five years to ensure seaworthiness, improper maintenance can pose challenges. If maintained properly, the lifespan of a cargo ship may extend to 30 years. However, corrosion, wear and tear of mechanical parts and absence of modern navigational equipment raise questions about their fitness. 'The safety and environmental requirements of ships are governed by the norms of International Maritime Organisation. There are no international norms that decide the cut-off date for the operations of a ship. It depends upon the commercial decision of the owner. If the vessel is fit to be certified as operational by competent agencies, it will be permitted to operate,' said Shyam Jagannathan. 'The seaworthiness of a vessel is not determined by its age but the certification. If the vessel is duly certified by the authorities concerned, it is considered good for operations. The vessels undergo periodical dry docking as per regulatory requirements. The vessel registration, classification and regulation cannot be India specific,' said Capt Philip Mathews, a master mariner with thirty years experience.
India Today
3 days ago
- General
- India Today
Elsa-3 capsized due to improper container loading, says maritime expert
The sinking of the Liberian-flagged container ship MSC Elsa-3 off the Kerala coast on May 25 has raised urgent questions about maritime safety and environmental Naveen Singhal, a Singapore-based Marine and Management Consultant and an empanelled specialist with the International Maritime Organisation (IMO), has attributed the disaster to improper container loading practices.'The vessel had some stability issues. It had begun listing to its starboard on Saturday. One of the things could be that maybe some of the container lashings. There's a very common practice where declared container loads are incorrect. What is stated in the cargo manifest may actually not be so—there may be actually much more than that. This incorrect weight declaration is an old story,' Captain Singhal He highlighted that shippers sometimes under-declare container weights to reduce freight costs, a practice that can have catastrophic consequences. 'If you have a top-heavy load, obviously it's going to create problems and lead to capsizing situations. This is a problem that's not just in Asian countries, it's an international problem. This problem is there in Europe and the US and it's not easy to handle this,' he said. He highlighted that shippers sometimes under-declare container weights. (Photo: PTI) Captain Singhal pointed out that while cranes (gantries) can weigh containers as they are loaded, the sheer speed of operations—often a container a minute—makes it difficult to verify every this needs to eventually be fully automated, wherein the incorrect calculations, incorrect weight declared in containers is captured right at the time when it's lifted in the gantry so that it sends an alarm and the ship staff knows, but that system doesn't exist today,' he ENVIRONMETAL FALLOUTAs for the environmental fallout, Captain Singhal said, 'The vessel has sunk in deep waters. It was carrying calcium carbide and calcium carbide has a reaction with water, but now that the vessel is sunk, so whatever reaction will be there will be deep, but it's likely that it generates some acetylene gas. So even if it does generate, it'll just bubble up over the surface.'He added, 'About six to eight containers have been washed ashore of which a few have landed on the coast and the 13 of them supposedly contain hazardous cargo. Now what is the nature of this hazardous cargo also has different grades. So what the nature of this hazardous cargo is still not known.' Regarding liability and response, Captain Singhal clarified, 'All of this will be handled by the Protection and Indemnity insurance (P&I insurance) provided by a P&I club. The hull and machinery is covered by the marine insurance company, cargo cover for cargo owners. The P&I club covers the open-ended risks which traditional insurers are loath to insure. This includes third-party damage to cargo—environmental damage caused by oil spills and pollution.'advertisement'The nodal agency to coordinate this entire operation will be the Director General of Shipping. The DG Shipping has offices all over the coast and Cochin is the one which will be monitoring closely the entire operations post the incident. It is in India's Exclusive Economic Zone or EEZ. To that extent, the government of India has a role in monitoring and calling for an investigation to be conducted by the flag state, Liberia,' he incident underscores the urgent need for stricter oversight and technological upgrades in global shipping to prevent similar disasters in the future.(With inputs from Sandeep Unnithan)
New Indian Express
3 days ago
- General
- New Indian Express
Technical failure in ballast management system led to failure of sunk ship: Shipping regulator
KOCHI: Dismissing the sabotage theory behind the capsize of container vessel MSC Elsa 3, the Director General (DG) of Shipping Shyam Jagannathan on Wednesday said the ship sank due to the failure of its ballast management system, which ensures the vessel's stability. The containers that fell off the ship when it sank off Kochi coast on Sunday and were floating in the Arabian Sea would be retrieved in 48 hours, Jagannathan said, adding that environmental damage was minimal. 'The oil spill is limited and the Coast Guard is cleaning it. The oil in the ship bunker will be removed by July 3,' he said. 'Our primary inference is that the vessel sank due to mechanical failure of the ballast management system. Safety and environmental requirements of the ships are governed by norms set by International Maritime Organisation (IMO) and this vessel complied with international norms. We have no evidence of other reasons. Failure of the ballast system may be due to lack of operational understanding. When the vessel listed to 26 degrees, there was a complete blackout due to failure of internal power generation. This virtually incapacitated all operations of the ship,' said chief surveyor of Union government Ajith Sukumaran. About the cargo, Jagannathan said there were 13 containers carrying hazardous cargo of which 12 had calcium carbide, while one had rubber chemical antioxidants.
Scoop
4 days ago
- Business
- Scoop
First-ever Global Shipping Emissions Levy Approved, But Pacific Push For Stronger Deal Fails
But a Pacific push for stronger deal failed at the International Maritime Organisation meeting in Londom last companies will soon have to pay for carbon emissions produced by its vessels for the first time, but the new deal agreed by the global maritime watchdog is still significantly lower than what was demanded by Pacific Island nations. The shipping emissions framework was finalised by the International Maritime Organisation (IMO) at its meeting last month in London. While it is yet to be ratified, a formal vote in October on its adoption is expected to be successful. The IMO is the UN agency responsible for the safety and security of shipping and the prevention of marine and atmospheric pollution by ships in international waters. Once implemented, the proposed global emissions scheme would subject ships to a charge on their greenhouse gas emissions. After a certain threshold, that charge is increased, as set out by the finalised framework. Ships would also have the ability to trade carbon credits under the scheme. Overall, the scheme is expected to generate about US$10 billion a year – a fraction of the $60b a year Pacific and Caribbean nations wanted in their own carbon levy pitch for the framework. UCL Energy Institute's Dr Tristan Smith, a professor of energy and transport, told RNZ Nine to Noon that, while agreement on a global emissions scheme is significant and likely a world-first, it could have been more robust. 'In climate terms, and as a scientist, it's always frustrating because you know what needs to be done in order to keep us on the temperature goals that we've talked about in the Paris agreement,' he said. However, achieving that in practice, he said, 'is always incredibly difficult because of the politics of climate negotiations'. 'We also had a particularly difficult time this year with the geopolitical situation, referring to the fact that the Trump administration has taken a strong anti-climate stance, which put the US in a very different position to how they were in previous administrations, and changed the dynamics of the IMO a bit.' Membership of the IMO includes 176 states and more than 150 intergovernmental and non-governmental organisations. Dr Smith said the end result of negotiations between various member parties on the proposed scheme resulted in a significantly lower carbon price for shipping emissions than what he believed was needed. 'In the final package, we've got about a $15 per ton of greenhouse gas emitted price that's coming in, and we thought that we needed somewhere between 100 and $150. 'It's a significant reduction, but it still exists and it's still a global agreement, which I believe makes it the first global carbon price.' As recently as February, Pacific nations had proposed a more ambitious global shipping emissions scheme. Not only had the agreed IMO framework failed to meet that, it had also failed in achieving the IMO's own greenhouse gas strategy which it revised in 2023. Smith said Pacific nations wanted a much tougher scheme to effectively drive the transition of the shipping sector to a low carbon model by charging higher costs for greenhouse gas emitters. 'Their vision was to have this transition of the shipping sector driven by a carbon levy – a universal price on greenhouse gas emissions that charged for every ton of greenhouse gas emissions about $150. 'Then coupling that with a mandate that reinforced the fact that this was going to be driven by stringent regulation [like] a hard fine or a penalty if you weren't reducing your emissions and driving a very steep reduction in greenhouse gas emissions, reaching nearly full decarbonisation by 2040.' Dr Smith said that 'steepness' in the reduction of greenhouse gas emissions and 'power' through a heavy levy was missing. He said that in turn had effectively hampered the rate at which decarbonisation of the shipping industry would likely occur. 'Because we could really subsidise some of the very expensive, or currently very expensive solutions…at the early stage of decarbonisation and really enable companies to have the confidence to invest in scale. 'But also use significant amounts of revenue to help low income countries, not just [small island developing states and least developed countries] like the Pacific island states, but also middle income countries, low income countries, which will need support as we go through the transition.' He said these countries would need assistance to modernise and shift their their own shipping industries to a low-carbon model. The cost of doing that, as well as the economic impacts of increasing transport prices, must be factored in, he added. The finalised framework, which needs two-thirds of the IMO membership vote in October to be ratified, would cover all ships bigger than 5000 gross tons, such as largo cargo ships, in international waters if implemented. Dr Smith believes that eventually it would also cover ships smaller than 5000 gross tons. At that point, all vessels that trade internationally would be captured by the shipping emissions scheme. 'It doesn't drive or change what national governments do with domestically operated ships. So coastal vessels servicing the coast of New Zealand, or ferries within New Zealand wouldn't be affected by this regulation. That's down to the national government to decide what to do,' he said. 'In some ways though, that exactly illustrates why it's such a significant agreement, because it's the missing emissions in international waters that no one was counting that are now, at least in a framework here.' Dr Smith expectes the October vote on the final framework to be successful, despite previous opposition from several larger nations like Saudi Arabia, China, and Brazil. Following that, the scheme was set to be fully implemented in 2027. The UN said that timeframe would give 'the industry time to adapt to new requirements and invest in alternative fuels and technologies'.
