The growing geopolitical tension in the Middle East has once again placed international shipping at the center of a high-risk zone. Recent attacks on vessels transiting the Strait of Hormuz, attributed to Iran’s offensive in the context of its conflict with the US-Israeli axis, have raised alarms in the global maritime community and prompted an urgent statement from the International Maritime Organization (IMO) .

Given this scenario, its Secretary General, Arsenio Domínguez, expressed particular concern about the human impact the escalating conflict is having on commercial shipping. “I am deeply concerned about the safety and well-being of the approximately 20,000 seafarers and 15,000 cruise ship passengers affected in the Persian Gulf, following the recent attacks against international shipping in the Middle East and the Strait of Hormuz,” he warned.

The official stressed that, beyond the implications for global trade—especially on a strategic oil shipping route—the situation poses a direct threat to those operating at sea. “Beyond the economic impact of these alarming attacks, this is a humanitarian issue . No attack against innocent seafarers is ever justified,” he stated.

The Strait of Hormuz is one of the most critical energy corridors on the planet. A substantial portion of the crude oil that supplies global markets passes through this maritime zone, located between Iran and Oman, so any disruption or operational risk has immediate effects on logistics chains and international energy flows.

According to information published by the IMO on significant incidents in the Persian Gulf and Strait of Hormuz region, the conflict in the Middle East has already had direct consequences for the safety of international shipping. Since the start of the military escalation in late February, eight attacks against merchant ships have been recorded, resulting in casualties among the crews, including at least two sailors killed and several wounded, in addition to other incidents involving damage to vessels and situations that have created hazards to navigation.

Documented cases include attacks on ships such as the SKYLIGHT and the MKD VYOM , with crew members injured or killed, confirming that the violence has directly affected the commercial fleet that travels along one of the world’s most strategic energy routes.

In this context, Domínguez reiterated that the IMO remains ready to collaborate with governments, shipowners, and other stakeholders in the maritime industry to protect crews and ensure the continuity of operations. The organization—responsible for establishing global maritime safety and security regulatory frameworks— seeks to contribute to a coordinated response to the growing uncertainty in the region.

At the same time, the Secretary-General made a direct appeal to the shipping industry to strengthen its operational protocols in the area. “I reiterate my appeal to all shipping companies to exercise the utmost caution when operating in the affected region ,” he stated.

The warning comes at a time when several shipping companies are evaluating route diversions, additional security measures , or have even already implemented temporary suspensions of certain transits through the region, in an attempt to reduce the exposure of their crews and assets.

For the head of the IMO, the immediate priority must be to reduce the tension that threatens one of the main hubs of global maritime trade. “I urge all parties to step up their efforts to de-escalate the situation as soon as possible, so that shipping can return to normal,” he concluded.

The development of the conflict and security in the Strait of Hormuz will be crucial for the stability of international maritime transport in the coming weeks, in a context where geopolitics is once again testing the resilience of global logistics chains.

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The International Maritime Organization (IMO) approved a standard on marine fuels for ships on Friday, as well as a global greenhouse gas (GHG) emissions pricing mechanism, seeking to achieve decarbonization in global shipping by 2050.

These measures, approved by the Marine Environment Protection Committee (MEPC) at its 83rd session (MEPC 83) in London, England, are expected to be adopted next October before coming into force in 2027.

The standard will be mandatory for large seagoing vessels exceeding 5,000 gross tons, which, according to the IMO, emit 85% of total carbon dioxide (CO2) emissions from international shipping.

With this policy, which was supported by 63 countries, the tax is expected to generate between $30 and $40 billion in revenue by 2030, approximately $10 billion annually .

Furthermore, the agreement is projected to help reduce absolute GHG emissions in the shipping sector by 10% by 2030.

Starting in 2028, ships will be required to switch to low-carbon fuel blends or pay for their excess emissions. Ships that continue to use conventional fossil fuels will be charged a fee of $380 per ton on the most emissions-intensive portion of their fuels, and $100 per ton on any remaining emissions above a certain threshold.

This new agreement was reached following the approval of amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) , in its Annex VI, which deals with air pollution caused by ships.

“The approval of the draft amendments to MARPOL Annex VI establishing the IMO net-zero emissions framework represents another step in our collective efforts to combat climate change and modernize shipping, and demonstrates once again that IMO is delivering on its commitments,” said IMO Secretary-General Arsenio Domínguez.

MARPOL Annex VI currently has 108 Parties, covering 97% of the world’s merchant fleet by tonnage.

“The objective is to achieve the climate targets set out in the IMO’s 2023 Strategy on Reducing GHG Emissions from Ships, accelerate the introduction of zero- and near-zero GHG-emitting fuels, technologies, and energy sources, and support a just and equitable transition,” the United Nations agency stressed .

According to the draft rules, the implementation of a global standard to reduce the GHG intensity of marine fuels is included .

“Vessels that emit above GFI thresholds will be required to purchase recovery units to offset their shortfall emissions, while those using zero- or near-zero GHG emission technologies will be eligible for financial rewards,” the regulations state.

According to the statement, ships emitting above the established thresholds can offset their emissions deficit by transferring surplus units from other ships; utilizing surplus units they have already accumulated; and using recovery units acquired through contributions to the IMO’s Net-Zero Fund .

The IMO has established the Net-Zero Fund to collect contributions from emissions pricing, the proceeds of which will be used to reward low-emission vessels and support innovation, research, infrastructure, and just transition initiatives in developing countries .

Also, in funding training, technology transfer, and capacity building to support the IMO’s 2023 GHG Strategy, as well as mitigate the negative impacts on vulnerable States.

Among the outcomes of MEPC 83 were the approval of a proposal to designate the Northeast Atlantic Ocean as an Emission Control Area and agreement to designate two new Particularly Sensitive Marine Areas off the Pacific coast of South America. In addition, the draft work plan for the development of a regulatory framework for the use of on-board carbon capture systems was approved.

According to the World Economic Forum (WEF) , more than 80% of the world’s traded goods move by ship, and maritime transport accounts for between 2% and 3% of global greenhouse gas emissions, so this measure could represent a step forward in global decarbonization goals.

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The countdown to maritime decarbonization is on, and time is running out. The global challenge is to achieve zero greenhouse gas (GHG) emissions in maritime transport activities, which contributes 3% of total emissions and represents 5% of international oil demand. The next 25 years will be crucial to achieving this ambitious goal, in a sector that navigates at different speeds and has set specific deadlines (a 30% reduction in GHG emissions by 2030, 80% by 2040, and net zero by 2050).

As part of the agenda for greater maritime sustainability, the 175 member countries of the International Maritime Organization’s (IMO) Marine Environment Protection Committee are expected to discuss and agree on specific measures to be implemented in the medium term at the next meeting (April 7-11, 2025). On the technical side, the goal is to establish a standard for measuring the energy efficiency of existing vessels; and on the economic side, the introduction of a tax on vessels and their GHG emissions (with proposals ranging from $30 to $120 and $150 to $300 per ton of emissions), for now for vessels over five thousand gross tons and only on international voyages.

According to the United Nations Conference on Trade and Development (UNCTAD) , the IMO could raise up to $127 billion annually from 2027 to 2030 with a tax of $150 to $300 per tonne of GHGs, while revenues would average $103 billion from 2031 to 2040 and $36 billion from 2041 to 2050.

A tax of $30 to $120 per ton would raise $30 billion annually in the 2027-2030 period , and $34 billion and $6 billion in the 2031-2040 and 2041-2050 periods, respectively.

This proposal envisions allocating the revenue raised to least developed countries to support their efforts to combat climate change, focusing on developing strategies and measures for the maritime sector. However, the administrative aspects of who would distribute these funds and how are still unclear ; these points could be defined at the IMO committee meeting if the tax is implemented.

Supporting the tax are countries in Africa, the Caribbean, the Pacific and Asia , including several maritime powers and key players such as Panama, the Marshall Islands, Liberia, Greece, Malta, Japan and the Republic of Korea, as well as the International Chamber of Shipping.

“With this tax, there will be a very clear path, where significant investments will go toward scalable zero-emission fuels, that is, hydrogen derivatives,” says Tania Miranda, director of the Environment and Climate Change Program at the Institute of the Americas (IOA) , in an interview with T21.

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The International Maritime Organization (IMO) reported on Tuesday that it has made progress in negotiations for the adoption of a set of binding global rules on the IMO Net Zero Emissions Framework , in order to achieve the greenhouse gas (GHG) emissions reduction targets set out in the IMO 2023 Strategy on Reducing GHG Emissions from Ships.

By the end of the 82nd session of the IMO Marine Environment Protection Committee, held from 30 September to 4 October 2024, Member States had identified new areas of convergence in their positions . They developed a draft legal text that will serve as a basis for ongoing discussions on the proposed “medium-term measures” for GHG reduction, scheduled for adoption in 2025.

These proposed “medium-term GHG reduction measures” (which build on the “short-term measures” adopted earlier) include a target-based maritime fuel standard that will phase in mandatory use of lower GHG-intensive fuels and a global maritime GHG pricing mechanism. They aim to drive the transition of the international shipping sector to achieve net-zero GHG emissions by or around 2050 at the latest, i.e. close to 2050.

Setting up the IMO Net Zero Emissions Framework

The draft legal text developed by MEPC 82 integrates input and proposals from Member States and international organizations on possible amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL Annex VI). If adopted, these amendments will incorporate the proposed new measures into international law.

The session also discussed the possible establishment of an IMO GHG intensity registry and an IMO funding fund/mechanism to facilitate the implementation of the technical and economic elements of GHG reduction measures.

Closing the session, IMO Secretary-General Arsenio Dominguez praised the constructive atmosphere of this week’s discussions.

“I appreciate the continued commitment that they have shown. It has allowed us to identify new areas of convergence in defining the legal framework of the “IMO Net Zero Emissions Framework”, which will effectively guide the next round of dialogue. I am confident that an agreement will be reached at the next session,” he said.

The MEPC will hold its next session (MEPC 83) from 7 to 11 April 2025, at which the amendments are expected to be approved by Members, prior to their formal adoption in October 2025.

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Shipping company Maersk said that further efforts to drive maritime transport towards zero emissions require government support.

Following the milestone of the Alette Maersk, which was the first container ship powered by low-carbon methanol fuel to cross the Pacific Ocean, a new problem arose: when the ship docked in the Port of Los Angeles from China, there was nowhere in the United States to buy more green fuel , forcing it to rely heavily on petroleum-based marine fuel for the return trip.

Against this backdrop, AP Moller-Maersk officials said the industry, which accounts for about 3% of global greenhouse gases, needs more and cheaper green fuel if it is to decarbonise at the pace scientists and world governments say is necessary to combat climate change.

“We are short on time,” said Maersk CEO Vincent Clerc.

In detail, Maersk aims to achieve net-zero greenhouse gas emissions by 2040 and has become a leader in the energy transition of its sector with five green methanol ships in the water and another 20 on order.

Still, that represents just a fraction of its 700 owned and chartered ships . The new ships are also dual-fuel, meaning they are equipped to run on fossil fuels when needed, such as when green methanol is too expensive or unavailable.

Fuel now costs two to three times more than fossil fuels, Maersk officials said, and global production is currently minimal.

Maersk also plans to replace up to 60 additional ships with dual-fuel vessels that run on renewable fuels, including liquefied biomethane. That low-emission fuel from renewable sources is controversial because it is chemically identical to fossil methane, so any leaks release a potent greenhouse gas.

Clerc said Maersk has asked the administration of U.S. President Joe Biden to use the Inflation Reduction Act to incentivize green marine fuel , as it has done for the trucking and aviation sectors.

Maersk, together with CMA CGM, Hapag-Lloyd and MSC, have proposed a regulatory framework to the International Maritime Organization that includes a plan to impose a “green breakeven fee” on shipping lines that gain a competitive advantage by sticking to lower-cost fossil fuels.

“We need regulations and laws that level the playing field,” said Saba Takidar, senior business partner for sustainability at Maersk.

With information from  Portal Portuario , a media outlet specializing in ports and maritime transport in Chile.

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