Podcasts about International Maritime Organization

SHIPPING has a serious efficiency problem. There is the obvious uncertainty and chaos within the International Maritime Organization-led decarbonisation plans. But this is not just a carbon efficiency problem — the current direction of geopolitical drivers generally are making shipping, and global trade, significantly less efficient. US President Donald Trump and Chinese leader Xi Jinping's latest tit-for-tat trade showdown is just the latest in a long list of frictional forces making seaborne trade more costly, more complicated and less efficient.

Last week, President Trump struck a blow for freedom against “global governance.” He rallied fifty-seven members of the International Maritime Organization to prevent for at least a year the imposition of “international taxation” on this and other sovereign nations. That's the very good news.  The bad news is that, to date, the United States has not acted to oppose the creation of another, ominous instrument of globalist domination – namely, the institution of surveillance, data aggregation and AI algorithms to monitor and control populations worldwide.  We must not tolerate the imposition here of digital platforms, like “Real IDs,” that can serve as the information infrastructure for Chinese-style “social credit systems.” Ditto a central bank digital currency, like the so-called “Stable Coin,” that would enable the state to punish its perceived enemies by cutting off their access to funds. This is Frank Gaffney.

Global shipping contributes about 3% of global greenhouse gas emissions, equivalent to the total emissions of Japan or Germany. The sector, including its contribution to climate change, is governed by the International Maritime Organisation or the IMO, which is a UN agency based in London in the United Kingdom.Last week, the International Maritime Organisation gathered to vote on a proposal to reduce emissions from ships that had been agreed to in principle earlier this year. And ahead of the gathering, most people intimately involved in the process thought the proposal would pass. But that wasn't the case. The US stepped in at the last minute and pressured all those gathered to delay the vote on the proposal for another 12 months.This week on Cleaning Up, host Bryony Worthington sits down with Professor Tristan Smith, a leading expert on shipping decarbonisation from UCL Energy Institute, to unpack the dramatic events at the latest International Maritime Organization meeting — where the United States' last-minute intervention derailed a landmark vote on cutting emissions from ships.Together, they explore:How global shipping, responsible for around 3% of greenhouse gas emissions, became a critical test case for international climate policyWhy the IMO's proposed carbon intensity regulation could have marked the beginning of the end for oil and LNG as marine fuelsThe “Tariff diplomacy” and other threats that reshaped global negotiationsWhat this means for COP30 and other multilateral agreements.Bryony and Tristan also dive deep into possible solutions: from e-fuels, ammonia, and battery electrification to nuclear propulsion — weighing what's practical, what's political, and what's merely wishful thinking.Leadership Circle:Cleaning Up is supported by the Leadership Circle, and its founding members: Actis, Alcazar Energy, Davidson Kempner, EcoPragma Capital, EDP of Portugal, Eurelectric, the Gilardini Foundation, KKR, National Grid, Octopus Energy, Quadrature Climate Foundation, SDCL and Wärtsilä. For more information on the Leadership Circle, please visit https://www.cleaningup.live.Links and more:Is Shipping the Easiest "Hard-to-Abate" Sector? - Ep143: Johannah Christensen: https://www.youtube.com/watch?v=umPAonV20cMThe IMO website: https://www.imo.org/Michael's Substack on the IMO decision: ​​https://mliebreich.substack.com/p/imo-members-choose-between-the-us

This is a free preview of a paid episode. To hear more, visit www.globaldispatches.orgThe ceasefire in Gaza is hanging by a thread. One idea on the table: an International Stabilization Force made up of troops from around the world. The Security Council is deep in negotiations over a resolution to authorize it — but even if it passes, will the mission ever deploy? Mark and Anjali have their doubts.Meanwhile, the Trump administration just blew up a global deal to put a price on carbon in international shipping — a move that would have pushed the industry toward zero emissions. Mark and Anjali break down this latest clash between Washington and the U.N.Those conversations are behind the paywall for our subscribers. Up first, they sit down with Heba Aly, director of a new coalition called Article 109, which is taking on a bold mission: reforming the U.N. Charter itself. Get a discounted subscription: https://www.globaldispatches.org/40percentoff

Watch The X22 Report On Video No videos found (function(w,d,s,i){w.ldAdInit=w.ldAdInit||[];w.ldAdInit.push({slot:17532056201798502,size:[0, 0],id:"ld-9437-3289"});if(!d.getElementById(i)){var j=d.createElement(s),p=d.getElementsByTagName(s)[0];j.async=true;j.src="https://cdn2.decide.dev/_js/ajs.js";j.id=i;p.parentNode.insertBefore(j,p);}})(window,document,"script","ld-ajs");pt> Click On Picture To See Larger Picture The UN has now put the carbon tax on hold, they have delayed for another year. Soon they won't even be talking about it. Biden/Obama put the country into a recession, Trump is bringing us out of it. Trump has now reported that tariff system is bringing in more money into this country. The parallel economic system is overshadowing the [CB]. The D's are now trapped in their shutdown. They thought that MAGA would fold and give in to their demands. Now that the No Kings protest is finished they are trapped and do not know how to get out of it. Trump is letting everyone know the 9th peace deal is coming. It is going to get bumpy, there might even be a scare event but in the end there will be peace. Everything is right on schedule.   Economy  https://twitter.com/StephenMoore/status/1980346671600136381   the UN's proposed carbon levy on international shipping emissions—often referred to as a "global carbon tax" under the International Maritime Organization's (IMO) Net-Zero Framework—is not dead. It has been delayed by one year due to strong opposition from the U.S., Singapore, and other nations, pushing the adoption vote from October 2025 to October 2026. This postponement could further delay implementation until 2030 if additional hurdles arise.The levy aims to fund low- and zero-emission fuels by imposing fees on high-emission shipping (potentially raising $10 billion annually), but critics argued it would disproportionately burden exporters like the U.S., adding up to $150 billion in costs over a decade.   (function(w,d,s,i){w.ldAdInit=w.ldAdInit||[];w.ldAdInit.push({slot:18510697282300316,size:[0, 0],id:"ld-8599-9832"});if(!d.getElementById(i)){var j=d.createElement(s),p=d.getElementsByTagName(s)[0];j.async=true;j.src="https://cdn2.decide.dev/_js/ajs.js";j.id=i;p.parentNode.insertBefore(j,p);}})(window,document,"script","ld-ajs"); https://twitter.com/ProfMJCleveland/status/1980324660366741740   A key example given is Jennifer Alba, who in 2021 bought a used 2018 Subaru Outback with a six-year loan totaling about $565 per month (after a $1,500 down payment). She now owes roughly $16,000 on it but can't sell the car because its current market value has dropped below that amount due to the post-pandemic decline in used car prices. This illustrates the broader issue: borrowers locked into loans from when prices and easy credit were peaking, now facing vehicles worth less than their remaining balances. gold decline https://twitter.com/KobeissiLetter/status/1980335071992180765 https://twitter.com/X22Report/status/1980686357367230717   Political/Rights   https://twitter.com/JeffVaughn/status/1980374658089382335 New: Another Leftist Narrative Further Erodes As Pirro Announces Two More Arrests in 'Big Balls' Case One of the most infuriating things about the Edward Coristine case beyond the assault itself has been the leftist mockery of the former DOGE staffer, who reportedly came to the defense of a young woman in the early morning hours of Sunday, August 3rd, amid an attempted carjacking in Washington, D.C. According to the police report, there were 10 attackers. Photos taken in the aftermath showed Coristine, who is also known by the nickname "Big Balls," looking bloody and battered from an apparent assault.  the alleged attackers weren't "preteens." The first two who were arrested were both 15 years old. Unfortunately, those two got away with a slap on the wrist thanks in part to their age. The interim U.S. Attorney for D.C., Jeanine Pirro,

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit veson.com for more information. Arguably the most important week in the history of the International Maritime Organization ended in stalemate after an extraordinary meeting of the Marine Environment Protection Committee voted to adjourn proceedings for a whole year. Last week was supposed to be the week shipping ratified the IMO's Net-Zero Framework and in doing so become the first industry to adopt a global carbon price. Despite confidence that the yes side “had the numbers”, efforts to thwart the framework by the US and Saudi Arabia were partially successful. Lloyd's List senior reporter and decarbonisation expert Declan Bush takes you inside the IMO and details a turbulent four days that could define the UN body and its ability to lead on climate change.

Transport Topics is the news leader in trucking and freight transportation. Today's briefing covers J.B. Hunt executives' optimism, Volvo Group's North America Q3 truck sales results and a surprising decision coming from the International Maritime Organization. Learn more about your ad choices. Visit podcastchoices.com/adchoices

A landmark deal to cut global shipping emissions has been put on hold for a year after Saudi Arabia and the U.S. succeeded in ending the talks. Bisi Adebayo speaks to the International Chamber of Shipping and the General Secretary of the International Maritime Organization.Why is the US Chamber of Commerce trying to stop the Trump administration charging businesses US$100,000 for each foreign skilled worker visa? In South Africa gambling has become one of the country's fastest-growing industries - but at what cost?Plus, how are some American states helping start-ups and researchers to make graphic processing units, the supercharged chips that power AI ?

We analyze CSX's recent Q3 earnings, noting that while adjusted operating income fell 8% due partly to a non-cash write-down and export coal decline, the operational story shows significant strength. The railroad is running better than ever, reporting a 1% growth in overall volume fueled by a robust 5% surge in intermodal traffic, alongside key operational improvements like an 8% decrease in terminal dwell time. Global markets continue to see chaos, as trans-Pacific container freight rates plummet due to overcapacity and worsening US-China trade friction, causing Asia-US West Coast rates to fall to pre-pandemic levels. Furthermore, the UN's International Maritime Organization postponed action on a global carbon tax following US opposition, a delay analysts warn risks stalling green investments and potentially leading to higher future freight rates down the line. Domestic capacity tightness is intensifying at the US-Mexico border, driven by policy changes like the pause on new foreign commercial driver visas and new English proficiency interviews, leading to a massive 18% jump in Laredo's Outbound Tender Reject Index. Compounding the labor issue, the industry is seeing a strong push to reimplement rigorous CDL training centered on the crucial Smith System's five key principles, arguing that proactive human override is essential for safety over the current priority of speed of qualification. On the equipment innovation front, Wabash National is expanding its Trailers as a Service platform with the new offering, TaaS Pools, designed to provide short-term, on-demand capacity for maximum flexibility, particularly for 3PLs. Unlike traditional leasing, TaaS Pools includes embedded management and maintenance, backed by TrailerHawk technology, which is critical for guaranteeing trailer uptime when capacity is tight. Learn more about your ad choices. Visit megaphone.fm/adchoices

“Global governance” is a seemingly benign euphemism for destroying our sovereignty and constitutional Republic. After all, if unelected, unaccountable elites and hostile international institutions can tell nations what to do, representative government here will eventually wither away, along with Americans' freedoms.  Today, the United States will be defending our founders' principle of “no taxation without representation” as a UN body called the International Maritime Organization tries to grant itself taxing authority. If globalists' priorities need no longer depend for funding on voluntary dues paid by member nations – especially ours, their ability inexorably to impose a world government agenda will be basically unchecked. Given Communist China's increasingly dominant – and toxic – role in advancing global governance, the stakes couldn't be higher.  Thank you, President Trump, for defending our Constitution against all enemies, foreign and domestic!  This is Frank Gaffney.

We analyze CSX's recent Q3 earnings, noting that while adjusted operating income fell 8% due partly to a non-cash write-down and export coal decline, the operational story shows significant strength. The railroad is running better than ever, reporting a 1% growth in overall volume fueled by a robust 5% surge in intermodal traffic, alongside key operational improvements like an 8% decrease in terminal dwell time. Global markets continue to see chaos, as trans-Pacific container freight rates plummet due to overcapacity and worsening US-China trade friction, causing Asia-US West Coast rates to fall to pre-pandemic levels. Furthermore, the UN's International Maritime Organization postponed action on a global carbon tax following US opposition, a delay analysts warn risks stalling green investments and potentially leading to higher future freight rates down the line. Domestic capacity tightness is intensifying at the US-Mexico border, driven by policy changes like the pause on new foreign commercial driver visas and new English proficiency interviews, leading to a massive 18% jump in Laredo's Outbound Tender Reject Index. Compounding the labor issue, the industry is seeing a strong push to reimplement rigorous CDL training centered on the crucial Smith System's five key principles, arguing that proactive human override is essential for safety over the current priority of speed of qualification. On the equipment innovation front, Wabash National is expanding its Trailers as a Service platform with the new offering, TaaS Pools, designed to provide short-term, on-demand capacity for maximum flexibility, particularly for 3PLs. Unlike traditional leasing, TaaS Pools includes embedded management and maintenance, backed by TrailerHawk technology, which is critical for guaranteeing trailer uptime when capacity is tight. Learn more about your ad choices. Visit megaphone.fm/adchoices

LISTEN and SUBSCRIBE on:Apple Podcasts: https://podcasts.apple.com/us/podcast/watchdog-on-wall-street-with-chris-markowski/id570687608 Spotify: https://open.spotify.com/show/2PtgPvJvqc2gkpGIkNMR5i WATCH and SUBSCRIBE on:https://www.youtube.com/@WatchdogOnWallstreet/featured  The United Nations wants to tax the world — literally. In this episode:The UN's new “net zero shipping tax” that would cost $10–12 billion a yearHow the International Maritime Organization plans to charge up to $380 per metric ton of emissionsWhy this is “No taxation without representation” 2025 edition — a global tax we never voted forThe Trump administration's warning to walk away from the UN entirelyAnd why this so-called “green fund” is really just another slush fund for bureaucrats and global elitesLet's just call this what it is: a scam dressed up in climate virtue. It's time to tell the UN to pack its bags — and take the traffic jam out of New York with it.

This week, countries may approve a carbon tax on the global shipping industry. The International Maritime Organization is poised to approve new levies on ships for their emissions, but the Trump administration argues it's a harmful tax. William Brangham has a profile of Andrew Forrest, a key business player who's attracting attention for his efforts to make industry greener. PBS News is supported by - https://www.pbs.org/newshour/about/funders. Hosted on Acast. See acast.com/privacy

This week, countries may approve a carbon tax on the global shipping industry. The International Maritime Organization is poised to approve new levies on ships for their emissions, but the Trump administration argues it's a harmful tax. William Brangham has a profile of Andrew Forrest, a key business player who's attracting attention for his efforts to make industry greener. PBS News is supported by - https://www.pbs.org/newshour/about/funders. Hosted on Acast. See acast.com/privacy

We begin with the domestic "Compliance Crunch," a sudden and significant contraction in US trucking capacity driven by intensified immigration enforcement actions causing non-citizen drivers to exit the market, independent of demand. This rapid capacity disappearance resulted in a noticeable -6.7% decrease in unique US DOT numbers between September and October 2025, leading to intense regional volatility where spot rates in places like Gary, Indiana, skyrocketed up to 42%. The squeeze gets tighter in drayage, as ocean carriers and ports strictly enforce accessorial charges to maintain revenue, shifting higher storage and waiting costs to shippers, compounded by new rules restricting non-domiciled CDLs. Globally, we detail the major turbulence brewing over maritime carbon regulation, following the US administration's forceful rejection of the International Maritime Organization's proposed Net-Zero Framework. The US administration labeled the NZF a "European-led neocolonial export" and threatened severe retaliatory measures, including blocking vessels from US ports and imposing extra fees, warning that the global carbon tax could hike shipping costs by 10% or more. Amid this volatility, supply chain leaders must leverage technology that drives actionable resilience and prediction, moving beyond mere visibility dashboards that only show chaos after it happens. AI-powered procurement platforms like Arkestro are helping teams shift from costly, reactive compliance to proactive, predictive sourcing, which can cut sourcing time by 60% to 90% by predicting negotiation outcomes and streamlining bids. On the ground, collaboration platforms such as C3 Hive are becoming the essential connective environment, sitting between a company's transportation, warehouse, and yard management systems to synchronize information and actions across the supply chain. Customers typically report a 90% drop in just calls and emails within two weeks of deployment, proving this action-oriented tech is replacing the phone as the messy integration layer. Finally, we look inside the warehouse walls, where intelligence platforms are rapidly advancing, highlighted by Dexory securing $165 million in funding to accelerate its AI-powered warehouse intelligence platform. Dexory uses autonomous mobile robots that scan over 10,000 locations per hour, creating a real-time digital twin of the warehouse, which speeds up the shift to truly adaptive, self-learning warehouses. Learn more about your ad choices. Visit megaphone.fm/adchoices

We begin with the domestic "Compliance Crunch," a sudden and significant contraction in US trucking capacity driven by intensified immigration enforcement actions causing non-citizen drivers to exit the market, independent of demand. This rapid capacity disappearance resulted in a noticeable -6.7% decrease in unique US DOT numbers between September and October 2025, leading to intense regional volatility where spot rates in places like Gary, Indiana, skyrocketed up to 42%. The squeeze gets tighter in drayage, as ocean carriers and ports strictly enforce accessorial charges to maintain revenue, shifting higher storage and waiting costs to shippers, compounded by new rules restricting non-domiciled CDLs. Globally, we detail the major turbulence brewing over maritime carbon regulation, following the US administration's forceful rejection of the International Maritime Organization's proposed Net-Zero Framework. The US administration labeled the NZF a "European-led neocolonial export" and threatened severe retaliatory measures, including blocking vessels from US ports and imposing extra fees, warning that the global carbon tax could hike shipping costs by 10% or more. Amid this volatility, supply chain leaders must leverage technology that drives actionable resilience and prediction, moving beyond mere visibility dashboards that only show chaos after it happens. AI-powered procurement platforms like Arkestro are helping teams shift from costly, reactive compliance to proactive, predictive sourcing, which can cut sourcing time by 60% to 90% by predicting negotiation outcomes and streamlining bids. On the ground, collaboration platforms such as C3 Hive are becoming the essential connective environment, sitting between a company's transportation, warehouse, and yard management systems to synchronize information and actions across the supply chain. Customers typically report a 90% drop in just calls and emails within two weeks of deployment, proving this action-oriented tech is replacing the phone as the messy integration layer. Finally, we look inside the warehouse walls, where intelligence platforms are rapidly advancing, highlighted by Dexory securing $165 million in funding to accelerate its AI-powered warehouse intelligence platform. Dexory uses autonomous mobile robots that scan over 10,000 locations per hour, creating a real-time digital twin of the warehouse, which speeds up the shift to truly adaptive, self-learning warehouses. Learn more about your ad choices. Visit megaphone.fm/adchoices

In this episode of the Biofuels Report, marine fuel reporters Luis Gronda and Natália Coelho explore the International Maritime Organization's proposed carbon levy for shipping, global reactions to the plan, and what it could mean for the future of marine fuels and emissions targets.

This week's Open Mic guest is Ben Kruger, Senior Vice-President at Roeslein Renewables.  The International Maritime Organization is set to vote on policy that would embrace greater use of renewable fuel in the global shipping industry. Kruger says this move would present a tremendous opportunity for the domestic renewable fuel industry and biodiesel from soybeans and other sources. Kruger says a positive vote by the IMO and steps by Washington to pursue the opportunity could bring $5 to 10 billion dollars to the rural economy. 

In this latest In Conversation episode, we explore the critical juncture of decarbonsation in the shipping industry with Joey Ng, Global Head of Decarbonisation and Fuel Transition for Braemar. In conversation with Marcus Hand, Editor of Seatrade Maritime News Joey shares insights on the International Maritime Organization's (IMO) Net Zero framework, the challenges and opportunities it presents, and the readiness of shipping companies to adapt to these changes. The discussion also covers the importance of data in driving the industry forward and the evolving role of brokers in navigating the complexities of carbon shipping levies. The conversation includes:The decarbonisation of shipping is reaching a critical junctureThe IMO Net Zero Framework and outcomesAre shipping companies ready to with upcoming regulations?Joey's practical experiences working in decarbonisationThe decarbonisation panel at the Marine Fuels360 eventsThe role of a brokers in carbon levies on shippingListen to the full episode now

The Switch, a leading supplier of permanent magnet shaft generators, celebrates its 500th shaft generator order. This milestone underscores the company's pivotal role in supporting the maritime industry's transition to cleaner, more efficient shipping. "Reaching 500 orders is a milestone not just for The Switch, but for the shipping industry as a whole," said Jussi Puranen, Product Line Director for Electric Machines. "Every shaft generator we deliver directly reduces CO? emissions, helping shipowners cut fuel consumption and comply with tightening environmental regulations. This number reflects both our customers' commitment to sustainability and our team's dedication to cost-effective, tailor-made engineering. Considering that we delivered our first shaft generator only ten years ago, it also shows how fast the green transition in shipping is taking place." Reducing CO2 emissions with permanent magnet shaft generators Shaft generators harness the main engine's power to produce electricity for a vessel's onboard systems, significantly reducing reliance on auxiliary diesel generators that run with lower fuel efficiency. Permanent magnet shaft generators improve fuel efficiency and cut greenhouse gas emissions, making them a key technology toward meeting the International Maritime Organization's (IMO's) target of achieving net-zero emissions by around 2050. Permanent magnet shaft generators are estimated to cut carbon emissions compared to conventional shaft generators with electric excitation by over 100,000 metric tons per year - equivalent to the emissions of over 22,000 passenger cars with internal combustion engines. The savings are even greater compared to conventional genset-based systems - over 600,000 metric tons of CO2 annually, equal to the carbon emissions of about 140,000 passenger cars. Over 300 The Switch permanent magnet shaft generators are already fully operational, serving a diverse fleet of container ships, gas carriers, bulk carriers, tankers and car carriers. These have accumulated more than 5 million operating hours with no vessel downtime due to failures. The Switch invests in ongoing research and development to further improve the efficiency and reliability of its solutions so that shipowners stay ahead of evolving environmental standards. "Field-proven technologies like permanent magnet shaft generators are vital stepping stones as the industry navigates toward a net-zero future," added Miika Reinikka, CEO of The Switch. "We are proud to help our end customers sail more sustainably and look forward to celebrating the next 500 deliveries." See more breaking stories here. More about Irish Tech News Irish Tech News are Ireland's No. 1 Online Tech Publication and often Ireland's No.1 Tech Podcast too. You can find hundreds of fantastic previous episodes and subscribe using whatever platform you like via our Anchor.fm page here: https://anchor.fm/irish-tech-news If you'd like to be featured in an upcoming Podcast email us at Simon@IrishTechNews.ie now to discuss. Irish Tech News have a range of services available to help promote your business. Why not drop us a line at Info@IrishTechNews.ie now to find out more about how we can help you reach our audience. You can also find and follow us on Twitter, LinkedIn, Facebook, Instagram, TikTok and Snapchat.

Why is the shadow fleet growing? Why do Chinese owners continue to sail their vessels through the Red Sea? And what happens if the International Maritime Organization does not adopt the Net-Zero Framework next month? In an age where uncertainty is simply part of doing business, Lloyd's List gathered some of its expert analysts and journalists to brief selected guests on the key issues of the day during London International Shipping Week. Listen to the highlights of the event in this edition of the Lloyd's List podcast. If you want to learn more, you can download the slides produced by our expert panel, featuring Lloyd's List Intelligence data and figures. Featuring on this episode are: Richard Meade, editor-in-chief, Lloyd's List Bridget Diakun, senior maritime risk analyst, Lloyd's List Cichen Shen, APAC editor, Lloyd's List Declan Bush, senior reporter, Lloyd's List

The battle lines are being drawn ahead of next month's critical meeting and vote at the International Maritime Organization on its Net Zero Framework. The outcome of the extraordinary meeting of the Marine Environment Protection Committee (MEPC) is far from certain.In this episode, we delve into the heated discussions surrounding the International Maritime Organization's upcoming vote on its Net Zero Framework. Join Marcus Hand, Editor of Seatrade Trade Maritime News, as he analyses the contrasting positions by highlighting statements from the American Bureau of Shipping (ABS) and the Getting to Zero Coalition, among others.The episode looks at the impact Trump Administration's “unequivocal rejection” of the IMO's Net Zero Framework and the impact of its threat of retaliation on states that give it their support. With emissions rising and differing opinions on the path forward, this episode is essential for understanding the future of shipping and the prospects for global environmental commitments.

Day three of London International Shipping Week sees the circus descend on the headquarters of the International Maritime Organization, which is playing host to the week's headline conference. Lloyd's List editor-in-chief Richard Meade, who moderated a session on decarbonisation, and senior reporters Joshua Minchin and Declan Bush were joined by Cargill Ocean Transportation president and chair of the Global Maritime Forum Jan Dieleman to reflect on the day's discussions and ask whether next month's crucial Net-Zero Framework vote would go through. Plus, Joshua asks whether shipping is suitably reassured by the several, passionate promises by military leaders this week that their forces are determined to protect shipping.

The EU's two big green regulations on shipping have had many consequences, whether intended or otherwise. But their original purpose was as a threat. Four years ago the International Maritime Organization had been dragging its feet on agreeing any kind of meaningful limits on CO2 from ships. So Brussels effectively told the regulator: reduce your emissions, or we will. The European Commission extended its emissions trading system to cover half of emissions from voyages to and from the EU. It also pitched a green fuel standard called FuelEU Maritime, which fines companies unless they phase in greener fuels over time. The ETS started at the beginning of 2024 and the first credits are due to be handed over by September 30. FuelEU is being phased in too, with its own set of deadlines in the coming years. Shipping has been preparing ever since. But now the EU could be close to getting its original wish. A global net zero framework for cutting emissions is on its way from the IMO, though it needs to be formally adopted in October. So, now we have a global regime on the horizon, shouldn't Europe fall into line? The commission has said will consider changing its ways – if it considers the IMO system ambitious enough for the planet. So, what will it do? Joining Declan on this week's podcast are: Magda Kopczyńska, Directorate-General for Mobility and Transport, European Commission Simon Bennett, Deputy Secretary General, International Chamber of Shipping

This is Frank Gaffney with the Secure Freedom Minute.  Next year, we'll celebrate the 250th birthday of a nation founded to ensure there's “no taxation without representation.”  Unfortunately, the United Nations is poised to start levying taxes our representatives can't prevent, putting its pursuit of world government on steroids.  It begins with the International Maritime Organization imposing costs on shipping producing greenhouse gas emissions. Tens of billions of dollars would thus be generated, redistributing wealth from American and other consumers to feed the UN's climate change slush fund and agenda. This initiative would not only fundamentally transform the UN by ending its reliance on member states' funding, which affords them a measure of control. It will also create a precedent for many more taxes to fund its globalist priorities.  The Trump administration has opposed this global tax. It must now impose real sanctions to prevent it from being imposed on us.  This is Frank Gaffney.

In April, the International Maritime Organisation held the 83rd session of its Environment Protection Committee, where it established a system of penalties and rewards to advance shipping decarbonisation. This follows 2023 industry commitments to reduce emissions by 30% by 2030. Alasdair speaks with Simon Bullock about whether the recent agreement is strong enough to meet climate goals and explores practical actions that can be taken now without relying on greenwashing, expensive infrastructure, or scarce biofuels. Simon Bullock is an interdisciplinary climate change Research Associate at the Tyndall Centre, University of Manchester. He recently completed his doctorate, with his thesis focusing on "Accelerating shipping's climate change transition, and the role of UK shore power. Further reading:  Ten ways to cut shipping's contribution to climate change, The Conversation, 2021 Update on the latest International Maritime Organization climate meeting, The Conversation, 2025 The need for action now on shipping and climate, Climate Policy, 2025 Click here for our website to read all our most recent Land and Climate Review features and pieces.

Appropriately, I am publishing today's episode from an airport - JFK. This is because it is about the positioning, navigation and timing vertical, specifically about how GPS can be spoofed and jammed, affecting air travel safety. Also appropriately, the recording with Dana Goward, President of Resilient Navigation and Timing Foundation, was occasionally of poor quality. The bandwidth gods have added a bit of ambience reflecting the jamming we talked about. I found Resilient Navigation and Timing Foundation through a Wired article - "A GPS Blackout Would Shut Down the World". Yes, I'm at the podcasting stage where I read Wired articles and just reach out to the people/organisations profiled ;-) Wired used a provocative but truthful title which, perversely, we can be proud of. This is because a vertical in The Geospatial Index is Positioning, Navigation and Timing (PNT) companies. Companies, theory and technology in this vertical have, in Dana's words, produced a silent utility that the whole world has a critical dependence on. Well done to our industry, we are as vital as the water, power, sewer, telecom utilities! The PNT vertical is more well populated than others - 26 companies. There is a flyer in there recently, NextNav. I mentioned them during the episode with Dana and he gave some useful off the cuff commentary on the validity of their offering compared to other more economical solutions. It was a fascinating episode. If you've ever wondered about those maps showing GNSS spoofing and jamming, Dana, a highly accomplished pilot, gave us a lengthy commentary on what they mean and spoke to some geographies where there is a strong risk of this silent utility failing to work properly. A note about running the podcast. It is an experience of talking with some highly accomplished and capable guests. Reading Dana's profile, on gps.gov no less, gives one pause. I got lucky here - I did not read this profile before talking with him. I am glad, because I would have been a deer in the headlights. Some quotes: "...he served as the maritime navigation authority for the United States with 12 different business lines budgeted at over $1.3B/yr, and represented the United States at the International Maritime Organization, International Assn. of Lighthouse Authorities, U.N. anti-piracy working group, and other international forums." He has received a humanitarian award for a coastguard chopper rescue: "...Helicopter Association International's Igor Sikorsky Humanitarian Service Award for his rescue of two fisherman at the height of Hurricane Chantal..." As such, Dana has intimate, professional pilot experience of the risks of GNSS spoofing and jamming. As leader of the maritime navigation authority of the world's largest economy, he has the same degree of knowledge from the perspective of an administrator. This means his call to action as a leader regarding resilience of this silent utility is worth listening to. His charity, Resilient Navigation and Timing Foundation, is also worth joining. One has to wonder when the US will become tired of the embarrassment of being behind the Chinese. Even in the domain of navigation system resilience, the States is behind. I am grateful to Dana for identifying the problem as not being money or technology, but a lack of leadership. He has put himself in front of us as the leader on this issue. Let's listen and study what he has to say, we might find the required actions are straightforward to implement: https://rntfnd.org/.

Cargo ships are significant sources of global air pollution because of their fuel oil.  Most ships burn heavy fuel oil that is loaded with sulfur, so when it is burned it produces noxious gases and fine particles that can harm human health and the environment.  The International Maritime Organization enacted a mandatory cap of 0.5% […]

Earlier this month, the International Maritime Organization agreed its net zero framework at the 83rd meeting of its Marine Environment Protection Committee. If you're not sure what was agreed or the impact it will have on shipping, make sure you listen to our MEPC post-mortem episode of the podcast, which is available here. A lot of shipping's decarbonisation chips have been placed on e-fuels. This is where an electrolyser is used to split hydrogen from water and combine that so-called green hydrogen with nitrogen to make ammonia, or CO2 to make synthetic methane or methanol. E-fuels are by far the most expensive option, but they're also seen as the best way to decarbonise the industry in the long term, but not by everyone. So are we placing far too much stock in e-fuels? Or can they live up to their salvatory status and deliver shipping to net zero in time? Joining Declan on the podcast this week are: Michael Liebreich, Bloomber New Energy Finance founder Dr Tristan Smith, University College London associate professor in energy and transport

The United Nations plot to impose global taxes on international shipping was approved at a meeting of the International Maritime Organization this month, setting the stage for the first-ever global tax to fuel global government, warns The New American magazine’s Alex Newman in this episode of Behind The Deep State. The Deep State has been ... The post UN Global Tax Advances to Fuel Global Tyranny appeared first on The New American.

The International Maritime Organization recently agreed to a global deal to tackle shipping emissions after over a year of tense and fraught talks, with the US dramatically exiting discussions. The agreement includes mandatory marine fuel standards and a carbon trading mechanism. It will need to be adopted in October, but some countries still vocally oppose the measures. In this episode of Energy Evolution, host Eklavya Gupte speaks with Commodity Insights journalist Max Lin, Edmund Hughes from the International Bunker Industry Association (IBIA), and Georgios Kasimatis from DNV Maritime to gain insight into the complexities of these regulations and their implications for the decarbonization of the maritime sector. Energy Evolution has merged with Platts Future Energy, and episodes are now regularly published on Tuesdays. 

The International Maritime Organization recently agreed to a global deal to tackle shipping emissions after over a year of tense and fraught talks, with the US dramatically exiting discussions. The agreement includes mandatory marine fuel standards and a carbon trading mechanism. It will need to be adopted in October, but some countries still vocally oppose the measures. In this episode of Energy Evolution, host Eklavya Gupte speaks with Commodity Insights journalist Max Lin, Edmund Hughes from the International Bunker Industry Association (IBIA), and Georgios Kasimatis from DNV Maritime to gain insight into the complexities of these regulations and their implications for the decarbonization of the maritime sector. Energy Evolution has merged with Platts Future Energy, and episodes are now regularly published on Tuesdays. 

Alex Newman is an award-winning international freelance journalist, author, researcher, educator and consultant. He is senior editor for The New American. In addition, he's co-author of Crimes of the Educators, author of Deep State: The Invisible Government Behind the Scenes and author of, Indoctrinating Our Children to Death. He is also founder and CEO of Liberty Sentinel and a national syndicator of radio and TV programs including Behind the Deep State which airs on WVCY television and vcy.tv.From the World Health Organization, to USAID, to the U.N.'s Office for the Coordination of Humanitarian Affairs, it's no secret that President Trump has been pulling funding away from globalist organizations. This means they desperately want access to your money. In order to do that, there's a powerful, yet little known agency called the International Maritime Organization that is in the process of imposing the first global tax on humanity. With this tax they will have direct access to independent funding. This is basically a global shipping fuel tax supposedly designed to thwart carbon emissions and climate change. Keep in mind, if they can tax world shipping, there's nothing that can stop them from moving on to tax agriculture, air travel, energy production, civilian transportation and other things. With that income they can then fund armies, police, social engineering programs, propaganda campaigns and much more.

Alex Newman is an award-winning international freelance journalist, author, researcher, educator and consultant. He is senior editor for The New American. In addition, he's co-author of Crimes of the Educators, author of Deep State: The Invisible Government Behind the Scenes and author of, Indoctrinating Our Children to Death. He is also founder and CEO of Liberty Sentinel and a national syndicator of radio and TV programs including Behind the Deep State which airs on WVCY television and vcy.tv.From the World Health Organization, to USAID, to the U.N.'s Office for the Coordination of Humanitarian Affairs, it's no secret that President Trump has been pulling funding away from globalist organizations. This means they desperately want access to your money. In order to do that, there's a powerful, yet little known agency called the International Maritime Organization that is in the process of imposing the first global tax on humanity. With this tax they will have direct access to independent funding. This is basically a global shipping fuel tax supposedly designed to thwart carbon emissions and climate change. Keep in mind, if they can tax world shipping, there's nothing that can stop them from moving on to tax agriculture, air travel, energy production, civilian transportation and other things. With that income they can then fund armies, police, social engineering programs, propaganda campaigns and much more.

On Friday, some 20 years of decarbonisation work at the International Maritime Organization culminated in a historic agreement, with countries voting 63-16 in favour of an emissions fuel standard with a built-in carbon price. If it Is formally adopted in October, this will be the first binding global carbon price on any industry; a genuinely momentous achievement that will change the future of shipping. What they've come up with is highly complex and is going to take the industry a while to fully digest. But fear not, we have three brave experts willing to help make sense of it and tell us, hopefully, what comes next. Marie Fricaudet is a senior research fellow at the UCL Energy Institute Aoife O'Leary is a lawyer, economist, and the chief executive of Opportunity Green And Rico Luman, a senior sector economist at ING Bank

As the UN's shipping body, the International Maritime Organization, meets to decide on a pivotal levy that will tax ships for using polluting fuels, host Graihagh Jackson and BBC Climate Reporter Esme Stallard discuss whether this will be enough to cut the industry's significant carbon emissions. From the Port of Rotterdam, we find out how the industry is already trying to reduce its carbon footprint. And are alternative shipping fuels really as green as it's claimed. We dive into the issue, along with more of April's climate news. The BBC's Climate Editor Justin Rowlatt speaks to one of COP30's top officials, a new study on carbon-gobbling forests in China and the latest on India's heatwave. Presenters: Graihagh Jackson and Esme Stallard Producer: Beth Timmins Editor: Sophie Eastaugh Sound mixing: Tom Brignell Production Coordinator: Brenda Brown

The global methanol market is seeing emerging demand for low-carbon transportation fuels, with particular focus on marine fuels, driven by a need to decarbonize global shipping without disrupting supply chains. While conventional methanol has a history of being used as a transportation fuel, there are many new technologies designed to produce methanol with lower carbon intensity than conventional, oil-based marine fuels. However, cost of production and supply availability remain barriers to adoption. Global research lead for methanol and derivatives Olivier Maronneaud and chemicals price reporter Andre Mikhail discuss methanol's potential as a low-carbon fuel, the current production landscape, and the need for effective regulation to bridge the cost gap between sustainable fuels and fossil. Links:International Methanol Producers and Consumers Association conference International Maritime Organization 83rd meeting eMethanol FOB Rotterdam $/mt FRGMD00 Marine Fuel 0.5% FOB Spore Cargo $/mt AMFSA00

Even before Donald Trump pronounced the end of gloablisation, the shipping industry was effectively operating in a self-induced state of paralysis. Uncertainty over a looming trade war, the regulatory cost of carbon and just how long the global current disruption can hide a fundamentally unbalanced shipping market had led executives across the industry to conclude that doing nothing for the moment is likely to be the safest bet they could make. That pause is now a hard stop. What occurred last week was not just the US starting a global trade war, or sparking a rout in stock markets. It was the world's hyper power firmly turning its back on the globalisation process it had championed, and from which it handsomely profited in recent decades. What is president Trump going to do next? What can Europe realistically do in response? Are we going to have peace in the Middle East and is the Red Sea opening anytime soon? Does Russia somehow come in from the cold? It's not just clarity from the International Maritime Organization shipowners are searching for now… Joining Richard on the podcast this week are: Chris Wiernicki, chief executive of American Bureau of Shipping Knut Orbeck Nielsen, chief executive of DNV Maritime Eman Abdalla, global operations director at Cargill Ocean Transportation Nick Brown, chief executive, Lloyd's Register Adam Kent, managing director at Maritime Strategies International

The exhaust produced by ocean-going ships can contribute to our warming climate. Most ships burn fossil fuels, so they spew out atmosphere-warming compounds. But some of their contribution to global warming may be a result of lower emissions—not of carbon, but of sulfur.One of the compounds produced by burning fossil fuels is sulfur dioxide. Sunlight can cause it to interact with other compounds. That can yield droplets of acid rain, plus tiny grains of sulfur. Water can condense around those grains, forming clouds. The sulfur can stay in the air for days, so it can contribute to clouds for a long time.The sulfur-based clouds are bright, so they reflect a lot of sunlight into space. That helps keep down the surface temperature.In 2020, the International Maritime Organization passed some new regulations. It required shipping to cut sulfur emissions by 80 percent—reducing acid rain and cutting air pollution around ports.A recent study looked at the possible impact that's had on global warming. Researchers analyzed more than a million satellite images of ocean clouds. They compared those to maps of global temperature increases. And they used computer models to study what it all means.The work found a big drop in ship-created clouds. And the drop correlated with areas of greater warming. The researchers concluded that the loss of clouds could have added about a tenth of a degree Fahrenheit to global temperatures—and could add more in the years ahead.

MONDAY February 17 kicks off the first of a crucial series of climate talks at the International Maritime Organization. There are just two intersessional working group meetings, and one Marine Environment Protection Committee left to approve regulations to bring shipping to net zero by or around 2050. Hundreds of negotiators will be working day and night to agree on some combination of a carbon price tool and a greenhouse gas fuel standard. The rules have to close the price gap between fossil and green fuels, kickstart investment in renewable supply chains, and also help poorer countries and low-lying islands cope with the costs of climate change. This has been talked about this for many years now, but 2025 is different. The IMO's 2023 GHG Strategy requires it to approve its mid-term measures in April and adopt them in October, to then come into force by 2027. So, what can we expect? ISW-GHG is not open to the press, but it's where much of the real political horse-trading takes place. The IMO's 176 member states are split roughly between those in favour of a carbon levy per tonne of CO2 equivalent, combined with a green fuel standard, and those who only want a fuel standard alone. Declan Bush takes you behind the doors of the IMO ahead of an important week for the shipping industry. Joining Declan on this week's episode are: Guy Platten, secretary general, International Chamber of Shipping Jesse Fahnestock, decarbonisation director, Global Maritime Forum

Decarbonisation is one of the most written-about topics in Lloyd's List. Read our daily briefing on any given day and it will more than likely contain at least one story dedicated to the industry's journey towards net zero. And there's good reason for that too. It dominates shipping headlines and touches every corner of our industry and 2025 could be a pivotal year in shipping's long history. Not only are there major changes to the European Union's FuelEU and Emissions Trading System about to come into force, but many believe the world's first international carbon levy could be agreed at the International Maritime Organization during meetings of its Marine Environment Protection Committee later this year. So, how likely is it that shipping gets a firm agreement from the IMO that carries some weight? And, if nothing is agreed, then what does the future of the regulator look like? To talk you through what could be a momentous year in securing shipping's future, here's multimedia editor and former sustainability editor Declan Bush, and Lloyd's List editor-in-chief, Richard Meade.

After enduring social unrest, geopolitical tensions and the Covid-19 pandemic, this Asian financial and shipping hub — long seen by many as in decline — has finally found an opportunity to stage a comeback. The Action Plan on Green Maritime Fuel Bunkering and accompanying incentive scheme unveiled a few weeks ago is seen by the local shipping community as a step by the Hong Kong government in the right direction — but only a step. The ambition is big, because behind it is not just a Hong Kong story, but a China story. Here, promoting renewables and ensuring energy security are closely intertwined, and its massive scale and cost advantage in this sector has led people to believe that the country will become the world's largest supplier of low-emission fuels, such as green methanol and ammonia. Hong Kong, a former British colony and the most outward-looking and free trading part of Chinese territory, despite Beijing's tightening grip over the past decade, should become one of the most important exporters, or a trading hub for these fuels to reach the world, some argue. In the words of Hong Kong Chamber of Shipping chairman Hing Chao, the vision is to “provide a Chinese solution to global maritime decarbonisation¨ through Hong Kong. Can this vision succeed? What more does Hong Kong need to do? For example, does it need to implement its own carbon pricing mechanism with neighbouring Chinese ports, say those in the Hong Kong-Macao-Guangdong Greater Bay Area, or GBA, before the International Maritime Organization's mid-term measures roll out? More importantly, can China fulfil its ambition to become the “world's factory” for green fuels? What challenges need to be overcome? Also, will geopolitics, which is accelerating the reconfiguration of global trade and supply chains, and arguably also affecting the pace of global decarbonisation, hinder the realisation of this ambition? Joining Cichen on this week's episode are: Hing Chao, chairman of the Hong Kong Chamber of Shipping and Wah Kwong Maritime Transport Roberto Giannetta, chairman of the Hong Kong Liner Shipping Association Sanjay Kuttan, chief strategy officer of the Global Centre for Maritime Decarbonisation

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit veson.com/decision-advantage for more information. Ten years or so ago, when the University of Plymouth ran their first cybersecurity symposium, the number attendees barely made double figures. This week, held in the main hall of the International Maritime Organization on London's Albert Embankment, the same event attracted more than 300, from shipping companies in almost every sector. Clearly, the topic has gained attention and traction, partly down to the repeated warnings of horror stories the industry continues to receive, right the way up to hackers being able to remotely control very large crude carriers. There have been several high-profile cyber incidents in shipping since the devastating NotPetya attack which cost Maersk more than $250m in 2017. The Port of Seattle, the Port of Lisbon and class society DNV can all count themselves of cyber attacks in the last two years. But the apocalyptic vision that has been painted for the industry time and time again hasn't materialised yet. So, how worried should we really be about cybersecurity in shipping? Joining Joshua on the podcast this week are: Kevin Jones, professor of computer science and director of the Maritime Cyber Threats Research Group, University of Plymouth Daniel Ng, chief executive of Cyberowl Svante Einarsson, head of cybersecurity maritime for EMEA and APAC, DNV Knut Ørbeck-Nilssen, maritime chief executive, DNV

The global climate circus heads to Baku, Azerbaijan this weekend for the start of the annual COP confab. That's the Conference of the Parties, meaning signatories to the United Nations Framework Convention on Climate Change — or COP 29. Shipping will be there, but don't expect much in the way of headline conclusions this year. If there is going to be any progress from this meeting, it's going to focus on the New Collective Quantified Goal on Climate Finance. So why are we talking about COP this week? The reality is that COPs have never really been about shipping, but what happens inside COP has a direct bearing on what happens next in terms of shipping's long term regulatory future. This year specifically COP is taking place just six months before the International Maritime Organization sits down agree the economic and technical measures to hit the industry's 2050 net zero targets. What happens in COP has at least some bearing on what happens in the IMO and perhaps more importantly, shipping's ability to make connections across the energy departments out in Azerbaijan over the next two weeks are going to be crucial to the process that follows whatever comes out of the IMO. Shipping may not be a huge part of COP, but COP matters hugely to shipping. Joining Richard on the podcast this week are: Dr Tristan Smith, University College London Katharine Palmer, Shipping Lead, UNFCC Climate Champions

Once a year, an industry alliance of first-movers and green investors gather in a room for shipping's answer to Davos, the annual Global Maritime Forum. And it's always an interesting conversation. These are shipping's optimists. The progressive cohort of industry leaders who have collectively invested billions of dollars in decarbonisation projects and spawned voluntary projects advancing everything from transparent green finance and insurance to diversity programmes and climate-aligned chartering. But it's not easy being an optimist in shipping right now. There are the obvious geopolitical headwinds blowing in of course, but there is also a growing sense that the industry in wait and see mode. Shipping's green first-movers are increasingly unlikely to move further without a sufficiently robust regulatory framework from the International Maritime Organization next year. Scratch below the surface of the conversations about progress and innovation, and it's apparent that we're not yet at a stage where, even without the regulation, the industry is yet aligned on who ends up footing the bill for what is going to be a very expensive transition to green fuels and even basic efficiency investments. And yet, despite all that, when the GMF gathered in Tokyo earlier this month there was a palpable sense of optimism in the room and genuine evidence that progress is not just possible, it is now inevitable. So, has the shipping industry really moved from laggard to leader in the race to decarbonise? Joining Richard on this week's episode are: Eman Abdalla, global operations director ocean transportation division, Cargill Laure Baratgin, head of commercial operations, Rio Tinto Matthieu de Tugny, head of marine and offshore, Bureau Veritas Nick Brown, chief executive, Lloyd's Register Arsenio Dominguez, secretary-general, IMO Johanna Christensen, chief executive, Global Maritime Forum

Navigating the Future of Maritime Sustainability In this special episode, we are honoured to welcome Arsenio Domínguez, the Secretary-General of the International Maritime Organization (IMO). Recorded during the 82nd Marine Environment Protection Committee (MEPC) session in London, this conversation offers a rare glimpse into the mind of a visionary leader who is spearheading global efforts to protect our oceans. Arsenio shares his thoughts on the maritime industry's critical challenges, from driving change to advancing innovative sustainability solutions.  This episode is a must-list for anyone interested in maritime policy, sustainability, and the future of ocean health. Whether you work in the maritime industry, are a policy enthusiast, or are passionate about protecting our planet, this conversation will inspire and inform you.

This episode of the Lloyd's List Podcast was brought to you by Veson. Visit https://veson.com/decision-advantage/ for more information. There is a very detailed series of policy discussions happening right now inside the walls of the International Maritime Organization. The question of whether the IMO can stick to its timetable and agree the basic architecture of shipping's energy transition via a fuel standard and some kind of levy is of course important. It's important in terms of demand signals to fuels producers, regulatory certainty for an industry in limbo, but it's also going to determine whether we continue to have global regulation for shipping. If what the IMO agrees is not ambitious enough, shipping still faces the likely proliferation of national and regional bloc legislations to come. But what gets agreed inside the Marine Environment Protection Committee, is not the final step of shipping's decarbonisation journey. It's not even the starter. There's a long list of practical and political factors for shipping to consider beyond an IMO discussion, and the industry needs to be preparing itself for a gruelling series of changes over several years. The bigger picture is that shipping is still not yet fully on the radar of the wider energy transition discussions like the Global African Hydrogen Summit that took place in Namibia last month. There are still a lot of dots to be joined between government, ports, fuel suppliers and shipping as one of many industries in the queue for green fuels. The industry is entering a phase that requires different approaches to its understanding of fuels supply and procurement and the coming regulation. The cliché “it's a marathon not a sprint” is overused. But shipping is facing a decarbonisation ultra-marathon, and it needs to start training now.

AI-driven autonomous ships raise legal questions, and shipowners need to understand autonomous systems' limitations and potential risks. Reed Smith partners Susan Riitala and Thor Maalouf discuss new kinds of liability for owners of autonomous ships, questions that may occur during transfer of assets, and new opportunities for investors. ----more---- Transcript: Intro: Hello and welcome to Tech Law Talks, a podcast brought to you by Reed Smith's Emerging Technologies Group. In each episode of this podcast, we will discuss cutting edge issues on technology, data and the law. We will provide practical observations on a wide variety of technology and data topics to give you quick and actionable tips to address the issues you are dealing with every day.  Susan: Welcome to Tech Law Talks and our new series on AI. Over the coming months, we'll explore the key challenges and opportunities within the rapidly evolving AI landscape. And today we will focus on AI in shipping. My name is Susan Riitala. I'm a partner in the asset finance team of the transportation group here in the London office of Reed Smith.  Thor: Hello, I'm Thor Maalouf. I'm also a partner in the transportation group at Reed Smith, focusing on disputes.  Susan: So when we think about how AI might be relevant to shipping, One immediate thing that springs to mind is the development of marine autonomous vessels. So, Thor, please can you explain to everyone exactly what autonomous vessels are?  Thor: Sure. So, according to the International Maritime Organization, the IMO, a maritime autonomous surface ship or MASS is defined as a ship which, to a varying degree, can operate independently of human interaction. Now, that can include using technology to carry out various ship-related functions like navigation, propulsion, steering, and control of machinery, which can include using AI. In terms of real-world developments, at this year's meeting of the IMO's working group on autonomous vessels, which happened last month in June, scientists from the Korean Research Institute outlined their work on the development and testing of intelligent navigation systems for autonomous vessels using AI. That system was called NEEMO. It's undergone simulated and virtual testing, as well as inland water model tests, and it's now being installed on a ship with a view to being tested at sea this summer. Participants in that conference also saw simulated demonstrations from other Korean companies like the familiar Samsung Heavy Industries and Hyundai of systems that they're trialing for autonomous ships, which include autonomous navigation systems using a combination of AI, satellite technology and cameras. And crewless coastal cargo ships are already operating in Norway, and a crewless passenger ferry is already being used in Japan. Now, fundamentally, autonomous devices learn from their surroundings, and they complete tasks without continuous human input. So, this can include simplifying automated tasks on a vessel, or a vessel that can conduct its entire voyage without any human interaction. Now, the IMO has worked on categorizing a spectrum of autonomy using different degrees and levels of automation. So the lowest level still involves some human navigation and operation, and the highest level does not. So for example, the IMO has a degree Degree 1 of autonomy, a ship with just some automated processes and decision support, where there are seafarers on board to operate and control shipboard systems and functions. But there are some operations which can be automated at times and be unsupervised. Now, as that moves up through the degrees, we get to, for example, Degree 3, where you have a remotely controlled ship without seafarers on board the ship. The ship will be controlled and operated from a remote location. All the way up to degree four, the highest level of automation, where you have a fully autonomous ship, where the operating systems of the ship are able to make their own decisions and determine their own actions without human interaction. action.  Susan: Okay, so it seems like from what you said, there are potentially a number of legal challenges that could arise from the increased use of autonomy in shipping. So for example, how might the concept of seaworthiness apply to autonomous vessels, especially ones where you have no crew on board?  Thor: Yeah, that's an interesting question. So the requirement for seaworthiness is generally met when a vessel's properly constructed, prepared, manned and equipped for the voyage that's intended. Now, in the case of autonomous vessels, they're not going to be able to. The kind of query turns to how a shipowner can actually warrant that a vessel is properly manned for the intended voyage where some systems are automated. What standard of autonomous or AI-assisted watchkeeping setup could be sufficient to qualify as having excised due diligence? A consideration is of course whether responsibility for seaworthiness could actually be shifted from the shipowner to the manufacturer of the automated functions or or the programmer of the software of the automated functions on board the vessel as you're aware the concept of seaworthiness is one of many warranties that's regularly incorporated in contracts for the use of ships and for carriage of cargo. And a ship owner can be liable for the damage that results if there's an incident before which the ship owner has failed to exercise due diligence to make the ship seaworthy. And this, in English law, is judged by the standard of what level of diligence would be reasonable for a reasonably prudent ship owner. That's true even if there has been a subsequent nautical fault on board. But how much oversight and knowledge of workings of an autonomous or AI-driven system could a prudent ship owner actually have? I mean, are they expected to be a software or AI expert? Under the existing English law on unseaworthiness, a shipowner or a carrier might not be responsible for faults made by an independent contractor before the ship came into their possession or before it came into their orbit. So potentially faults made during the shipbuilding process. So to what extent could any faults in an AI or autonomous system be treated in that way? Perhaps a ship owner or carrier could claim a defect in an autonomous system came about before the vessel came into their orbit and therefore they're potentially not responsible for subsequent unseaworthiness or incidents that result. There's also typically an exception to a ship owner's liability for navigational faults on board the vessel if that vessel has passed a seaworthiness test. But if certain crew and management functions have been replaced by autonomous AI systems on board, how could we assess whether there's or not there has actually been a navigational fault for which the owners might escape liability or pre-existing issue of unseaworthiness, so a pre-existing hardware or software glitch? This opens up a whole new line of inquiry as to at what might have happened behind the software code or the protocols of the autonomous system on board and the legal issues of responsibility of the ship owner and the subsequent applicable liability for any incidents which might have been caused by unseaworthiness are going to involve a significant legal inquiry and in new areas where it comes to autonomous vessels.  Susan: Sounds very interesting. And I guess that makes me think of, I guess, a wider issue that crewing is only part of, which would be standards and regulations relating to autonomous vessels. And obviously, as a finance lawyer, that would be something my clients will be particularly interested in, in terms of what standards are there in place so far for autonomous vessels and what regulation can we expect in the future?  Thor: Sure. Well, the answer is at the moment, there's not very much. So as I've mentioned already, the IMO has established a working group on autonomous vessels. And the aim of that IMO working group is to adopt a non-mandatory goal-based code for autonomous vessels, the MASS code, which will aim to be in place by 2025. But like I said, that will be non-mandatory, and that will then form the basis for what's intended to be a mandatory MASS Code, which is expected to come into force on the 1st of January 2028. Now, the MASS Code working group last met in May of this year. And it reports on a number of recommendations for inclusion in the initial voluntary MASS Code. Interestingly, one of those recommendations was for all autonomous vessels, so even the fully autonomous degree four vessels, to have a human being, a person in charge designated as the master even if that person is remote at all times so that may rule out a fully autonomous non-supervised vessel from being compliant with the code. So mandatory standards still very much under develop in development and not currently in force until 2028 at the moment that doesn't mean to say there won't be national regulations or flag regulations covering those vessels before then.  Susan: Right. And then I guess another area there would be insurance. I mean, what happens if something happens to a vessel? I mean, I'm looking at it from a financial perspective, of course, but obviously for ship owners as well, insurance will be the key source of recovery. So what kinds of insurance products would already be available for autonomous vessels?  Thor: Well, good to know that some of the insurers are already offering products covering autonomous vessels. So just having Googled what's available the other day, I bumped into Ship Owners Club, which holds entries for between 50 and 80 autonomous vessels under their All Risks P&I cover. And it seems that Guard is also providing hull and machinery and P&I cover for autonomous vessels. And I can see that their industry is definitely taking steps to get to grips with cover for autonomous vessels. So hull and P&I cover is definitely out there. So we've covered some of the legal challenges and insurance and what autonomous vessels are. I wonder, Susan, what other more specific challenges people interested in financing autonomous vessels might face?  Susan: Sure. Yeah. So, I mean, I guess I'll preface that by saying that I'm an asset finance lawyer. So instinctively, when I think about financing autonomous vessels, I'm thinking about the assets itself. So either financing the construction or the acquisitions of of the vessel. But in terms of autonomous vessels in particular, there are boundless investment opportunities beyond just the vessel itself, you know, on the financing, some of the research and development, some of the corporate finance of the companies designing and building those vessels, and the technology used to operate them. So there's, I imagine, a vast opportunity here for an investor who's keen to get involved. From a commercial perspective, autonomous vessels are pretty new. They're pretty untested. Obviously, you've talked a lot about the fact that a lot of the regulation isn't really completely there yet. There's a lot of development still to come. So it takes quite a brave investor to put funding into it. And so far, at least, the return on investment is a bit uncertain. It's not like investing in a tanker or a bulk carrier where you've got a known market. Everyone knows what the problems are. Everyone knows what the risks are, how to mitigate them. So in a lot of ways, this is all still very, very new, both for the owners and for the finances. But investors are very interested in sustainability solutions. They're interested in what the next big thing is. So I imagine that the autonomous ships are quite likely to appeal with potentially better safety records, being more sustainable. That in turn would then make the asset better value for the investors and less likely to result in insurance claims or reputational damage resulting from incidents and that sort of thing. From a legal perspective, it doesn't immediately seem that there would be a huge difference in taking a mortgage over an autonomous ship versus a manned one. But then it becomes a bit more complicated if we start to think about enforcing that mortgage. So in the traditional way to enforce a mortgage, the mortgagee will arrest the vessel in a suitable port. Depending on where the vessel is, the lender may need to instruct the borrower or the manager to sail the vessel to a suitable port. And if the borrower fails to do this, the lender can become a mortgagee in possession, take over the ship, sail it into a friendly port and apply for traditional sale. But how are you going to do that if you can't just go on board and say to the master, hey, I've arrested this ship, I'm going to take over now. And thinking about, for example, the degree three vessels where you'd have a remote operator redirecting the ship, what happens? Presumably the mortgagee would have to go to them and say we'd like you to redirect this vessel what if they refuse can the lender take over can they override the autonomous system or the remote operation would they have to. Would there be cybersecurity issues, issues with password and access and things like that? I mean, these are all kind of big questions at the moment that no one's tried to do this yet. So it isn't really clear how all of this would fit in with the existing law on the rights of a mortgagee in possession, which is a very well-tested legal concept, but it does assume physical control of the ship, which is not as obvious in an autonomous scenario as it would otherwise be. And a conducted issue to that would be, what I already mentioned, is kind of the absence of a clear market, and this would be relevant in the context of a judicial sale. So at least at the outset, valuing autonomous vessels could be a bit difficult. And until there's a clearly defined secondhand market, it might be difficult to lend us to determine whether it's even worth enforcing in terms of the potential return they would get, because it's difficult to analyze how much you might be able to get for the vessel. Not aware of any cases where someone has tried to do this. So the existing law will definitely need to develop and it's going to be very interesting times as we navigate these changes in the market in relation to autonomous vessels.  Thor: Yeah, I can see that autonomy definitely throws up a whole bunch of issues for financing.  Susan: Definitely. I mean, at the moment, we don't entirely know all the answers, but we're definitely looking forward to finding out.  Thor: Right.  Susan: Thank you so much for joining us for our AI podcast today.  Outro: Tech Law Talks is a Reed Smith production. Our producers are Ali McCardell and Shannon Ryan. For more information about Reed Smith's emerging technologies practice, please email techlawtalks@reedsmith.com. You can find our podcasts on Spotify, Apple Podcasts, Google Podcasts, reedsmith.com, and our social media accounts.  Disclaimer: This podcast is provided for educational purposes. It does not constitute legal advice and is not intended to establish an attorney-client relationship, nor is it intended to suggest or establish standards of care applicable to particular lawyers in any given situation. Prior results do not guarantee a similar outcome. Any views, opinions, or comments made by any external guest speaker are not to be attributed to Reed Smith LLP or its individual lawyers.  All rights reserved. Transcript is auto-generated.

The maritime industry transports over 80% of goods worldwide and is essential to the deployment of climate technologies.  At present, the industry contributes approximately 2 to 3% of global emissions, but this figure is projected to grow without major changes to the industry and its ancillary services. However, decarbonizing the maritime industry is unusually challenging.  As the president of Marine and executive vice president at Wärtsilä, Roger Holm's team helps power one out of every three ships worldwide. In light of new EU regulations and the International Maritime Organization's goal of net neutral carbon emissions by 2050, Wärtsilä is now focused on solving the decarbonization riddle for clients that operate ships that can last for decades and need to be able to adapt to a wide range of infrastructure and fuels in ports. In this episode, Roger Holm chats with Hilary Langer and shares why Wärtsilä approaches maritime decarbonization at the systems level, why clients are increasingly focused on sustainability, and where he sees the greatest potential for carbon and cost savings. Links:Wärtsilä Marine SolutionsEuropean Commission - Reducing emissions from the shipping sectorWorld Resources Institute - Decarbonizing International ShippingNYTimes Gift Link – Shipping Contributes Heavily to Climate Change. Are Green Ships the Solution?Bloomberg - How the Shipping Industry Aims to Reach Net Zero by 2050Episode recorded August 14, 2024 Email your feedback to Chad, Gil, and Hilary at climatepositive@hasi.com or tweet them to @ClimatePosiPod.

While aviation may be converging on one main pathway to decarbonization — sustainable aviation fuel — maritime shipping may require a more diverse set of solutions: a portfolio of fuels, energy efficiency, and on-board carbon capture and storage. But each technology has operational and capital challenges. So what will it take to scale them up? In this episode, Shayle talks to Dr. Lynn Loo, CEO of the Global Centre for Maritime Decarbonisation. Ocean-going shipping consumes about 300 million tons of fuel per year, accounting for 3% of global emissions. But with significant regulatory pressure from bodies like the International Maritime Organization, shipping companies are exploring a range of options. Shayle and Lynn cover topics like: Conventional fuels, like heavy fuel oil and marine gas oil The inadvertent climate impact of cutting sulfur emissions The pros and cons of lower-carbon fuels, like LNG, biofuels, methanol, and ammonia The challenges for infrastructure and operations, especially involving the low volumetric energy density of new fuels  On-board carbon capture and storage How energy efficiency reduces the impact of low volumetric energy density Recommended resources International Maritime Organization: Fourth Greenhouse Gas Study 2020 Catalyst: Heavy duty decarbonization Catalyst: Putting a halt to geoengineering — by accident Catalyst is brought to you by Anza Renewables, a data, technology, and services platform for solar and storage buyers. Anza's real-time market intel equips buyers with the essential data they need to get the best deals. Download Anza's free Q2 Module Pricing Insights Report at go.anzarenewables.com/latitude  Catalyst is brought to you by Kraken, the advanced operating system for energy. Kraken is helping utilities offer excellent customer service and develop innovative products and tariffs through the connection and optimization of smart home energy assets. Already licensed by major players across the globe, including Origin Energy, E.ON, and EDF, learn how Kraken can help you create a smarter, greener grid at kraken.tech. Catalyst is brought to you by Antenna Group, the global leader in integrated marketing, public relations, creative, and public affairs for energy and climate brands. If you're a startup, investor, or enterprise that's trying to make a name for yourself, Antenna Group's team of industry insiders is ready to help tell your story and accelerate your growth engine. Learn more at antennagroup.com.