Marine Environment Protection Committee signals renewed momentum on IMO Net-Zero Framework

The International Maritime Organization’s Marine Environment Protection Committee (MEPC 84) met in London between April 27th and May 1st, with discussions focused on the development of “mid-term measures” to address greenhouse gas emissions from international shipping under the IMO Net-Zero Framework.

Nearly 100 delegations intervened. Member states agreed to continue negotiations on the basis of previously approved draft amendments, while allowing for further submissions and revisions ahead of the next session.

An intersessional working group will be established to address outstanding issues and support convergence. Two intersessional meetings are scheduled for September 1st to 4th and November 23rd to 27th, alongside a technical workshop on “chain of custody” models to support fuel traceability and emissions verification.

The Committee is expected to return to the issue at MEPC 85, scheduled for November 30th to December 3rd, with the second extraordinary session set to resume on December 4th, subject to confirmation.

Analysis from UCL Shipping and Oceans Research Group indicates that a majority of member states now support using the Net-Zero Framework as the basis for further work, reversing the dynamics observed at the previous extraordinary session. Several countries shifted positions or clarified previously neutral stances, while a number of delegations did not take a position, pointing to continued fluidity ahead of potential adoption.

UCL researchers further note that alternative proposals, including technical-only approaches advanced by Argentina and Japan, did not secure sufficient support to form a negotiating baseline. This limits the scope for parallel negotiating tracks and reinforces the centrality of the Net-Zero Framework in ongoing discussions.

The analysis suggests limited appetite among member states to reopen negotiations from first principles, with discussions instead expected to focus on targeted refinements to the existing framework.

The Committee also approved the terms of reference for the Fifth IMO GHG Study, adopted guidelines for methane and nitrous oxide emissions measurement from marine diesel engines, and advanced amendments to the NOx Technical Code addressing non-carbon fuels.

Delegates further agreed to develop a standalone legally binding instrument on biofouling to limit the transfer of invasive aquatic species.

Commission reports record maritime emissions in 2024 driven by Red Sea rerouting

The European Commission has published its 2025 report on greenhouse gas emissions from maritime transport, based on data collected under the EU Monitoring, Reporting and Verification framework, covering the period 2018 to 2024.

The report finds that emissions from ships calling at European Economic Area ports reached 144.9 million tonnes of CO2 in 2024, the highest level recorded since the MRV system was introduced. This represents a 12.9% increase compared with 2023 and a 5.7% increase compared with pre-pandemic levels in 2019.

For the first time, the reporting framework also captures methane and nitrous oxide emissions, which together accounted for an additional 3.7 million tonnes of CO2-equivalent emissions.

The increase in emissions occurred despite relatively stable port activity, with the total volume of goods handled in EU ports decreasing marginally by 0.2% in 2024. The Commission attributes the rise primarily to the Red Sea crisis, which led to a reduction in transits through the Suez Canal and widespread rerouting of vessels via the Cape of Good Hope. This resulted in a 9.3% increase in distance travelled and an 8.6% increase in time spent at sea.

Container shipping accounted for the largest increase in emissions, rising by 46% year on year, driven by longer routes, higher demand for containerised goods, and an increase in fleet deployment. Container ships represented 37% of total emissions in 2024, the highest share recorded under the MRV system.

Emissions also increased across several other segments, including oil tankers, chemical tankers, general cargo ships, and vehicle carriers, largely reflecting higher activity on extra-EEA routes. In contrast, emissions from liquefied natural gas carriers declined by 24%, in line with reduced LNG imports to Europe.

Extra-EEA voyages accounted for 70.6% of total emissions in 2024, up from 65.7% in 2023, reflecting the shift in trade patterns and routing. Fuel consumption remained dominated by conventional fossil fuels, which accounted for more than 91% of total use, while LNG represented 7.5% of fuel consumption. The use of alternative fuels, including methanol and liquefied petroleum gas, increased in relative terms but remained marginal overall.

The report also confirms that average vessel speeds have not structurally declined over the reporting period, with several ship types recording higher speeds compared with 2018, although a majority showed slight decreases compared with 2023.

On the policy side, the Commission highlights the integration of maritime transport into the EU Emissions Trading System as from January 1st, 2024, and the entry into force of the FuelEU Maritime Regulation from 2025, both of which rely on the MRV system for compliance.

The report notes that implementation of the MRV framework remains robust, with improved punctuality in reporting and high compliance rates. In 2025, more than 99% of required emissions allowances were surrendered within the deadline, and only 2% of inspected ships failed to provide valid compliance documentation.

European shipowners warn of widening gap between clean vessel investment and fuel availability

European Shipowners has warned that Europe risks falling behind on sustainable maritime fuel production despite European shipowners leading global investment in alternative fuel-powered vessels.

According to ECSA’s 2026 update on the economic value of European shipping, European shipowners control 34.5% of global shipping tonnage on a five-year rolling average basis, representing 570.5 million gross tonnes across 22,403 vessels.

The report notes that the European-controlled fleet has grown by 11% since 2018, although the global fleet expanded by around 30% over the same period, largely driven by growth in the Asia-Pacific region. Europe’s share of global gross tonnage declined from 38.5% in 2018 to 32.8% in 2025.

European shipowners currently account for 44% of the global orderbook for sustainable fuel-powered vessels by tonnage, with 54% of the European orderbook designed to operate on sustainable fuels.

However, ECSA states that 74% of projected global sustainable fuel production capacity is located in the Asia-Pacific region, compared with 10% in Europe. It further notes that less than 5% of Europe’s projected sustainable fuel production pipeline is currently intended for maritime use.

The organisation argues that this imbalance raises energy security and industrial competitiveness concerns, particularly as shipping contributes approximately €9 billion annually in EU ETS revenues.

ECSA calls for reinvestment of ETS revenues into European sustainable fuel production and maritime fuel availability, warning that European shipping’s decarbonisation pathway increasingly depends on fuel supply chains developing outside Europe.

The report also highlights the strategic role of shipping in European trade and supply chains. According to the analysis, shipping carries 76% of the EU’s external trade, while European shipping supports approximately 1.7 million jobs and generated an estimated economic impact of €148.7 billion in 2023.

The report further emphasises the sector’s role in food, energy and industrial security, noting that 89% of EU oil imports and 87% of gas imports are transported by sea, while European shipowners hold major shares in global tanker, LNG carrier, bulk carrier and container ship fleets.

ITF ministers adopt recommendations on freight digitalisation and urban mobility

Transport ministers meeting at the International Transport Forum 2026 Summit in Leipzig adopted two new policy recommendations focused on digital freight connectivity and urban transport systems.

The recommendations were adopted by the Council of Ministers of Transport of the International Transport Forum during the annual summit held under the theme “Funding Resilient Transport”.

On freight transport, ministers endorsed a framework aimed at accelerating the digitalisation of cross-border logistics systems. The recommendation calls for the replacement of paper-based procedures with electronic documentation, interoperable digital platforms and automated data exchange systems.

It also calls on governments to establish cybersecurity and information security standards for freight systems, support harmonised data standards and API interfaces, and develop governance and funding structures capable of supporting long-term digital connectivity.

The recommendation frames digitalisation as a means to reduce administrative burdens, improve supply chain resilience and facilitate international trade flows.

On urban mobility, ministers adopted a separate recommendation addressing digitalisation, new mobility services and metropolitan transport governance.

The text calls for interoperable standards for real-time passenger information and integrated ticketing systems, including in peri-urban areas, alongside the development of Mobility-as-a-Service frameworks integrating public transport with shared and active mobility services.

The recommendation also highlights growing security risks linked to digitalised transport systems, warning that increased reliance on connected infrastructure may expose urban mobility systems to disruption, surveillance risks and operational interference.

Ministers further called for monitoring the impacts of ride-hailing, shared mobility and platform-based services on congestion, emissions, public transport ridership and affordability, while supporting the “safe uptake” of micro-mobility services including e-scooters and e-bicycles.

The recommendation additionally emphasises metropolitan-level planning frameworks, long-term infrastructure funding, and improved coordination between transport and land-use planning.

The policy texts are non-binding but reflect political consensus among ITF member countries and are expected to inform future national and international transport policy discussions.

European Rail Passengers’ Federation calls for binding EU rules on cross-border rights and ticketing

The European Rail Passengers’ Federation has set out its position ahead of the European Commission’s forthcoming rail passenger package, calling for binding EU rules to guarantee passenger rights across operators and to mandate full access to ticketing data.

The position paper addresses three expected legislative files: the revision of the Rail Passengers’ Rights Regulation, the Single Digital Booking and Ticketing Regulation, and the Regulation on Multimodal Digital Mobility Services.

The federation argues that passenger rights should apply across an entire journey provided minimum connection times are respected, irrespective of the number of railway undertakings or tickets involved. It calls for a system under which passengers affected by disruption can continue their journey on the next available route, including with alternative operators, without additional cost.

It further calls for minimum connection times to be set on a neutral basis, published transparently, and enforced as the basis for determining eligibility for passenger rights across multi-operator journeys.

The federation rejects reliance on “through-tickets” or industry-led arrangements as insufficient, citing gaps linked to fragmented booking systems, discount schemes, and differing ticketing conditions. Existing voluntary schemes, including journey continuation agreements between operators, are described as lacking enforceability and scope.

On ticketing, the federation calls for an obligation on all railway undertakings to make their full inventory available for resale under fair, non-discriminatory terms. It argues that access to complete ticketing data is necessary to enable platforms to offer passengers full route comparisons and purchase options across borders.

The paper emphasises that no categories of tickets should be excluded from such obligations, warning that partial access would prevent the emergence of comprehensive booking platforms capable of supporting cross-border travel.

The federation also questions the cross-border relevance of proposals requiring national incumbent platforms to sell all domestic rail services, arguing that such measures do not address fragmentation across multiple member states.

The proposals are framed as necessary to support modal shift to rail, reduce barriers to cross-border travel, and strengthen the functioning of the single market.