THECHAMBEROFSHIPPINGANNUALREVIEW2011–2012


decisions were deferred, the considerable scope for future disagreement remains. Essentially, there were three main outcomes: l The creation of a second Kyoto Protocol commitment period by developed countries from 2013;


l Decision by governments to negotiate a new agreement with a goal of concluding a deal by 2015 for implementation by 2020; and


l The formal launch of a green climate fund with the aim of generating US$100 billion each year by 2020 to support climate change mitigation and adaptation projects in developing nations.


emissions should be included in UK targets and budgets. The Chamber welcomed this work and agreed that shipping should not be excluded from carbon targets in the future. The review makes clear, however, the significant difficulties in attempting to apportion emissions accurately to a single country’s shipping fleet in what is such a uniquely global industry. The Chamber has worked closely with the Committee on Climate Change to gain greater clarity on the level of emissions from the UK fleet and supports the recommendation that the UK government should work closely with the EU to further refine this work. The CCC will set out its views on the three


options outlined in its review in spring 2012, all of which include shipping in carbon targets but offer differing levels of inclusion in UK carbon budgets. The Chamber strongly advocated that any solution must be global rather than regional to avoid distorting world trade and potentially damaging an industry that is vital to the future prosperity of the United Kingdom. The President and members of the Chamber


met with the Secretary of State for Energy and Climate Change to reinforce the message that any solution to reduce carbon emissions from shipping must be global and proportional, prior to him attending the meeting of the United Nations Framework Convention on Climate Change (UNFCCC) in Durban in December 2012. The convention, in strategic political terms, was more successful than many had feared, though as most


IT IS OUR VIEW


THAT ANY CONTRIBUTION BY SHIPPING MUST BE PROPORTIONAL TO ITS GLOBAL CONTRIBUTION TO GREENHOUSE GASES, CURRENTLY APPROXIMATELY 2.7 PER CENT


Whilst the UNFCCC welcomed the work done by the IMO in introducing an Engine Efficiency Design Index (EEDI) and Ship’s Energy Efficiency Management Plan (SEEMP), there was nothing more definite for shipping, leaving an air of uncertainty for the future. A regional solution – one is currently being considered by the EU – is seen by some as being more likely as a result. That the second Kyoto Protocol commitment period was agreed principally by EU Member States and five other European countries suggests that this European commitment makes a regional solution more likely. Furthermore, the deferment of a new agreement


to 2015 with implementation in 2020 may well encourage many governments to take regional action out of frustration at such slow progress. It is even more important therefore that the International Maritime Organization builds on its successes of 2011 and uses the outcome of Durban to forge swiftly ahead, rather than stall, which would only serve to encourage those in favour of regional action. With respect to financing of the Green Fund, it


is likely that ongoing work will take into account last year’s report by the UN Secretary-General’s High- level Advisory Group on Climate Change Financing (AGF), and the recommendations by the World Bank prepared for the recent G20 Summit, both of which identified shipping as a major source of money. It is our view that any contribution by shipping must be proportional to its global contribution to greenhouse gases, currently approximately 2.7 per cent. The year 2012 will be another crucial time for


this debate as regional, national and international governments and agencies shift their focus onto shipping. The Chamber will continue to engage vigorously at every level with the message that any solution must be proportional and global.


ENVIRONMENT 13 Employment 13


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