Regulatory certainty through a stable and predictable climate policy framework is key for both short- and long-term decarbonisation efforts of maritime stakeholders. This chapter maps and assesses the policy measures adopted by selected jurisdictions to support the decarbonisation of the maritime sector, focusing on shipping and shipbuilding. By providing a cross-country comparison of policies, it aims to enhance transparency and enable benchmarking of policy target areas and instruments across different regions. This is further complemented by in-depth analyses of policies in selected economies and international efforts, with a focus on regulation by the International Maritime Organisation (IMO) and green shipping corridors.
The Role of Shipbuilding in Maritime Decarbonisation
Impacts of Technology Developments and Policy Measures
Abstract
This chapter maps and assesses policy measures adopted by selected economies to support the decarbonisation of the maritime sector, focusing on shipping and shipbuilding. The main conclusions from the policy mapping exercise are the following:
Almost 80% of countries have maritime decarbonisation strategies, with focus on the shipping sector: decarbonisation strategies primarily target the shipping sector but 26% of measures include shipbuilding as a secondary target within broader maritime strategies. 5 out of 25 governments do not have a comprehensive strategy specifically tailored to the maritime sector, which can pose the risk of diluting policy coherence and reducing targeted implementation.
Implementation of mandatory decarbonisation measures remains limited: most countries focus their policy efforts on developing comprehensive roadmaps and strategies, as well as diverse government support programmes aimed at advancing decarbonisation across various domains. While there are few mandatory measures across jurisdictions, the IMO is currently in the process of adopting legally binding mid-term measures.
Policies tend to focus on innovation, alternative fuel uptake and supporting infrastructure: the most common policy target areas are fostering innovation and technology adoption within the sector. This encompasses both onboard technology enhancements and the development of onshore infrastructure, particularly regarding alternative fuel supply. This focus underscores policymakers’ recognition of the interdependence between technology uptake in the global fleet and the requisite support infrastructure on land.
Policies on increasing access to finance are currently limited: while some policymakers have adopted measures to facilitate finance and investment for maritime decarbonisation (including five taxonomies for green finance), the policy focus on finance is less than other areas, could benefit from further efforts given the importance of mobilising capital for the transition.
Governments target policy support for digitalisation across the maritime sector: a significant number of policies target digitalisation, covering aspects from operational technology in shipping to the integration of digital processes in shipbuilding. The policy support extends to the development and adoption of smart technologies, with a clear emphasis on fostering innovation within this domain.
Regulatory certainty and pathway clarity through a foreseeable and reliable climate change policy environment are necessary for long-term decarbonisation by shipping and shipbuilding companies. Climate and environmental regulation can delay ship orders when there is uncertainty on ambitions and instruments or accelerate ship replacement/ retrofitting and increase demand for alternative fuels and low/zero-emission technologies by imposing new energy efficiency or carbon intensity standards to comply with. Be they policy-pull (e.g., regulation and emissions standards) or technology-push (e.g., research and development (R&D) support), policy instruments can be powerful tools to help establish clear standards for credible net-zero commitments and incentivise low/zero-emission technology innovation and uptake in the global fleet.
The following section provides an assessment the type of policy measures employed across selected economies to help decarbonise the maritime sector. The identification of relevant horizontal and sectoral policies is based on the Climate Actions and Policies Measurement Framework (CAPMF), developed by the OECD Environment Directorate (OECD, 2022[1]). It has been adapted to specific characteristics of the shipbuilding industry, with a focus on what industry of the maritime sector is being targeted as well as policy instruments relevant to the studied sector. The policy mapping is based on the following criteria for inclusion:
Measures that are currently in place, set to be implemented in the next year or were concluded one-year prior;
Decarbonisation measures that target the shipbuilding (incl. marine equipment) or the shipping sector;
Horizontal measures that have an explicit decarbonisation target for shipbuilding or shipping;
Measures to promote the development and adoption of zero- or low-carbon alternative fuels that have an explicit target for shipping.
In order words, the policy mapping does not include horizontal policies if they do not include the shipbuilding or (more broadly) maritime sector as a target sector. Similarly, policies designed to promote the development and adoption of zero- or low-carbon alternative fuels are only included if they explicitly mention a shipping or maritime target. For instance, if a country is implementing a programme to facilitate the production of green ammonia or hydrogen, this programme is only considered in the policy analysis if it specifically mentions the utilisation of ammonia within the maritime sector as one of its objectives.
Information on policies was collected from many sources. These include targeted websites compiling information of climate change mitigation/ decarbonisation policies as well as EU and national government websites. Further, information from other resources available to the Secretariat, including the Shipbuilding Committee inventory list, policy and market developments in non-Shipbuilding Committee countries and policies detailed in Shipbuilding Committee peer reviews was included. Figure 6.1 provides an overview of the type of sources employed to access information and data on relevant policies. A total of 25 countries (+ EU and IMO) were included in the policy mapping exercises, including Shipbuilding Committee members and associates as well as selected other shipbuilding economies1.
6.1.1. Overview of policy target areas
Delving deeper into the targets of maritime decarbonisation policy, the analysis encompasses a breakdown of detailed policy target areas. Within this framework, a multi-dimensional approach is adopted, dissecting the diverse aspects of policy intervention. These areas of policy concentration encompass innovation, highlighting the pivotal role of continued advancements and scaling up of new technologies to drive decarbonisation. For onboard technologies, the following target areas are defined: energy efficiency and alternative fuel uptake. Additionally, the mapping extends to alternative fuel production and infrastructure, to reflect the important infrastructure requirements needed for the transition to cleaner energy sources.
Human capital and labour considerations form another critical segment of the policy spectrum, acknowledging the significance of a skilled and adaptable workforce for industry transformation. Access to finance and investment dimensions are also included to explore the incentives and mechanisms that stimulate capital flow towards green maritime initiatives.
Digitalisation is included to emphasise the role of technological integration and digitalisation in bolstering efficiency and reducing emissions. Another possible policy target area is data collection to better understand emission trends in the maritime industry.
Finally, the mapping includes the importance of international cooperation as the global nature of the maritime industry necessitates collaborative efforts and harmonised policies to effectively combat GHG emissions. This comprehensive breakdown serves as a foundational framework for a detailed examination of policy instruments across these diverse target areas, improving understanding of the multifaceted landscape of maritime decarbonisation policies.
In the context of the timeframe under scrutiny, the policy measures incorporated within this mapping exercise encompass a spectrum of initiatives. These include policies were implemented after the year of 2008 and that are in-force or were concluded a year prior to 2024. Furthermore, the mapping extends to policies that have been officially announced, although their implementation is expected in the coming years. By considering both implemented policies and those on the horizon, this comprehensive approach ensures a holistic representation of the evolving policy landscape that governs the maritime sector’s decarbonisation efforts.
6.1.2. Overview of policy instruments
To enhance comprehension regarding the diverse array of policy measures implemented across shipbuilding economies to facilitate the decarbonisation of the maritime sector, the mapping exercise establishes clear definitions for a range of policy instruments. These instruments encompass both demand-pull and technology-push approaches that governments employ to steer the industry towards new practices. In Table 6.2, an overview of these policy instruments is presented, accompanied by descriptions of each policy’s characteristics and its potential utility in driving the decarbonisation agenda within the maritime sector. This systematic delineation of policy instruments should serve as a resource for stakeholders seeking to navigate the complex landscape of policies influencing the sector’s decarbonisation efforts.
This section provides a summary of both general findings and ‘deep dives’ of individual shipbuilding economies and green shipping corridors. It offers an overview of the key insights derived from the policy mapping exercise, encompassing the global trends in maritime decarbonisation policies and their implications. It aims to serve as a resource for policymakers, stakeholders and industry experts to better understand the evolving landscape of policies aimed at achieving decarbonisation in the maritime sector.
The mapping shows a strong policy focus on the shipping sector (Figure 6.1). Approximately 56% of the policies primarily target shipping. Shipping with a secondary shipbuilding focus—i.e., measures that focus on the shipping industry while also including strategies and objectives for shipbuilding— accounts for about 26% of the policies. The remaining 17% predominantly target the shipbuilding sector. This distribution of policies reflects the dominant direction of decarbonisation efforts, which mainly emphasise the transport and operational phases of vessels, that currently account for the majority of GHG emissions.
Figure 6.2 presents the types of decarbonisation strategies adopted by 25 countries, plus the EU.
A total of 20 jurisdictions (77%) have implemented a maritime strategy with an emphasis on decarbonisation, which may include a broader transport decarbonisation strategy with a focus on the maritime sector or a dedicated maritime transport strategy (with specific net-zero targets). 11 of these strategies were adopted before the revised IMO GHG strategy and still reference the older IMO decarbonisation goals. Further, 17 jurisdictions (68%) have established an energy strategy centred on alternative marine fuel production and infrastructure. In contrast, only 4 countries (15%) have adopted a shipbuilding strategy focused on decarbonisation, highlighting that this area is currently less prioritised compared to broader maritime and energy initiatives.
To support their net-zero targets, many countries have introduced a growing range of policy measures and government support aimed at fostering the development and adoption of low/zero-emission maritime technologies and practices. Since 2020, there has been a notable rise in the number of such measures, reflecting stronger policy engagement with maritime decarbonisation. The uptake of regulatory instruments remains limited; instead, government roadmaps or strategies and support measures are more commonly employed. Beyond national initiatives, international collaborative efforts (often facilitated by the IMO) have emerged as another support tool. These partnerships reflect the inherently global nature of maritime transport and highlight the need for coordinated action to align decarbonisation pathways across jurisdictions.
Note: The mapping captures measures introduced up to mid-2024. As a result, the 2024 data should be interpreted with caution, as it may not fully reflect the scope or momentum of recent policy activity.
Mandatory regulatory measures, including carbon pricing mechanisms, are rarely chosen as policy options for maritime decarbonisation (Figure 6.4). This relative unpopularity could be attributed to the inherent cost implications associated with such regulatory and pricing mechanisms. These instruments create a shared economic burden for the entire sector, compelling a collective financial commitment to mitigate carbon-intensive practices and technologies across the industry. This stands in contrast to support programmes that facilitate the development and adoption of less carbon-intensive production and operational methods, all while remaining non-mandatory for economic stakeholders.
6.2.1. Discussion of policy targets areas
The policy target areas for maritime decarbonisation vary across regions, reflecting differing national priorities and circumstances (as seen in Figure 6.5). One of the most mentioned focus areas is the uptake of alternative fuels. This is particularly emphasised in Europe, East Asia, and Southeast Asia, where there is a significant commitment to advancing the adoption of green fuels for maritime transport. In the Americas, the focus leans more towards the supply of alternative fuels, including production, infrastructure and bunkering. This difference in policy emphasis is reflective of the fact that many countries in the Americas have a smaller contribution to global shipping and shipbuilding and instead prioritise ensuring a stable supply of alternative fuels for the shipping industry.
R&D for technology development is another critical area of focus for countries pursuing maritime decarbonisation. Across regions, there is a strong commitment to investing in R&D to advance technologies that support emissions reductions and overcoming the barriers to net-zero faced in the maritime sector. Energy efficiency as a target area receives greater emphasis in Southeast Asia and South Asia, where countries are implementing several measures to enhance operational efficiency and reduce energy consumption in maritime operations.
Access to finance is critical for achieving maritime decarbonisation, and there is growing recognition of the need for targeted financial frameworks. The development of finance taxonomies, such as the EU Taxonomy, K-Taxonomy, Singapore-Asia Taxonomy for Sustainable Finance, ASEAN Taxonomy, and China’s Green Bond Endorsed Project Catalogue 2021 Edition, are supporting investment in green shipping initiatives. However, there remains a need for more financing options, particularly for the development of low-emission ships, to meet ambitious decarbonisation targets across the maritime sector.
Finally, in terms of labour and human capital, the European Union has introduced the most policy measures related to the maritime workforce in absolute terms. Labour-related policies are also relatively prominent in the Americas, as well as in South and Southeast Asia, with notable efforts in countries like India and Indonesia. These policies aim to ensure that the workforce is adequately prepared for the transition to greener maritime operations, incorporating training programs and measures to promote employment in new areas of the sector.
6.2.2. Deep dive on maritime digitalisation
Policies targeting digitalisation support both operational technology in shipping and the integration of digital processes in shipbuilding (see Figure 6.6). Generally, policies tend include three target domains: 1) shipping operations enhanced by digital technologies, 2) the integration of digital solutions in shipbuilding processes and 3) the broader development of digital technologies in the maritime sector. Specifically, shipping-focused policies aim to boost the adoption of digital technologies among ship owners, enhancing the efficiency of maritime operations. They also underscore the role of digital technologies in optimising logistics and the importance of globally integrating digital data and enhanced data sharing during ship operation.
Policy targets on shipbuilding activities focus on leveraging digital transformation, artificial intelligence and automation to advance the competitiveness and efficiency of the shipbuilding and marine equipment industry. They highlight the integration of digital and lean management strategies to improve the quality and efficiency of ship assembly and construction. Additionally, they emphasise the development of collaborative digital platforms and management systems for shipyards.
Broader ship technology policy targets include supporting the development of digital solutions for enhanced energy efficiency and lower GHG emissions. Key initiatives include creating Integrated Green Vessel Digital Twins to improve vessels’ lifecycle environmental performance and promoting digital innovation in performance monitoring to boost shipping efficiency.
6.2.3. Discussion of policy instruments
In the largest shipbuilding regions, a breakdown of specific policy instruments reveals a strong focus on strategies, agendas and plans as well as state grants and voluntary collaborations between industry and government to support them (Figure 6.7). The EU, Korea, and China have also established standards, guidelines, and certification processes, particularly aimed at facilitating financing for decarbonisation initiatives. The use of export and domestic credits to support decarbonisation efforts is especially prevalent in Korea. Notably, the EU distinguishes itself through its command-and-control regulations and carbon pricing mechanisms. For more detailed information on the policies of individual countries, please refer to the section on policy deep dives.
To better understand regional differences in policy mix and ambition, a more in-depth analysis of specific policies is merited. The following section provides ‘deep dives’ on selected policies in the EU, Korea, Japan and China, which have been selected due to their prominence in shipbuilding and marine equipment manufacturing industries, as well as their diverse and extensive policy portfolios aimed at decarbonising the maritime sector. It offers an in-depth analysis of these key regions’ unique policy landscapes, highlighting their respective strategies, priorities and initiatives in pursuit of a greener maritime industry. To set the stage for the analysis, it is helpful to begin with a brief overview of the IMO GHG strategy and IMO policy efforts, which serves as the foundational framework for advancing international shipping’s decarbonisation efforts.
6.3.1. International Maritime Organization (IMO)
The 2023 IMO GHG Strategy is a cornerstone in the global pursuit of decarbonisation within the maritime sector. Following revisions made during the Marine Environment Protection Committee (MEPC80) meeting in July 2023, this strategy stands as a key framework for shipping and shipbuilding economies, delineating a roadmap for international shipping’s future and fostering commitments for reducing greenhouse gas emissions. Central elements of the 2023 IMO GHG Strategy encompass a vision for the maritime industry’s trajectory towards more stringent decarbonisation targets, both in the mid- and long-term.
The strategy targets net-zero maritime GHG emissions “by or around, i.e. close to” 2050, aiming for a minimum reduction of 40% in GHG emissions per transport work by 2030. This target serves as a crucial marker for measuring progress in emissions reduction. Moreover, the strategy champions the adoption of zero or near-zero GHG emission technologies, fuels, and energy sources within international shipping. It sets an aspirational goal for these cleaner alternatives to comprise at least 5% (striving for 10%) of the energy used by the sector by 2030 (International Maritime Organization, 2023[4]). Ongoing negotiations at the IMO are also focused on developing and implementing an IMO net-zero framework, with different possible components (International Maritime Organization, n.d.[5]). If designed and implemented effectively, these measures could support market certainty to help unlock large-scale investment in low/zero-emission shipping.
Recognising the challenges in implementing such transformative changes, the strategy acknowledges barriers and lays out supportive measures. These measures encompass capacity building, technical cooperation, and R&D initiatives, all aimed at overcoming hurdles on the path to emissions reduction. Furthermore, the strategy's significance extends to its commitment to align with global climate goals, particularly those outlined in the Paris Agreement. It emphasises efforts towards phasing out GHG emissions from shipping in accordance with the Agreement's long-term temperature objectives, reinforcing the maritime sector’s role in addressing the broader climate crisis.
Under the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI, the IMO has implemented obligatory measures aimed at enhancing the energy efficiency of vessels and curtailing their carbon intensity (International Maritime Organization, 2011[6]). Since 2015, newly constructed ships have been subject to regulations concerning energy efficiency, requiring them to adhere to specified benchmarks on the Energy Efficiency Design Index (EEDI). Moreover, the Ship Energy Efficiency Management Plan (SEEMP) presents a voluntary set of guidelines intended to enhance the operational efficiency of ships (International Maritime Organization, 2021[7]). Since January 2023, the IMO has introduced ‘short-term measures’, which encompass the Energy Efficiency Existing Ship Index (EEXI), the Carbon Intensity Indicator (CII), and an improved version of SEEMP, all of which have entered into force.
6.3.2. EU
The EU is implementing comprehensive maritime decarbonisation policy mix, combining demand-pull, including mandatory fuel standards and carbon pricing mechanisms, and technology-push policy instruments.
As part of its “Fit for 55” legislative package, the EU has introduced various policies aimed at maritime decarbonisation. As of January 1, 2024, the incorporation of maritime transport into the EU Emissions Trading System (ETS) took effect, encompassing the entirety of emissions within EU and European Economic Area (EEA) ports and 50% of emissions from voyages to and from EU and ports, involving countries beyond the EU. Aligned with the “polluter-pays principle”, it is anticipated that proceeds from a minimum of 20 million ETS allowances, equivalent to approximately EUR 1.5 billion at current market rates, will be allocated to maritime initiatives under the ETS Innovation Fund through 2030. Eligible projects encompass enhancements in the energy efficiency of vessels and ports, pioneering technologies and infrastructure, alternative fuels, and zero-emission propulsion systems (European Commission, 2023[8]).
Under the FuelEU Maritime Regulation, the EU introduced in 2025 an ambitious framework for progressively reducing the greenhouse gas intensity of ship fuels. The regulation sets a target of achieving a 75% reduction in greenhouse gas intensity by 2050, compared to levels observed in 2008. An important feature of FuelEU Maritime is the possibility to pool compliance across several ships from the same or different companies. Additionally, the regulation establishes a comprehensive system for monitoring and reporting emissions originating from ships, alongside incentives designed to promote the adoption of alternative fuels within the maritime sector. These incentives encompass the development of dedicated infrastructure for alternative fuels, investment in research and development (R&D) efforts for emerging technologies, and financial support for pilot projects (Council of the European Union, 2023[9]).
EU binding regulations are often accompanied by technology-focused measures at the national level by member states, such as the Green Ship of the Future (GSF) programme in Denmark or the MARITIME.zero GHG programme in Germany. Further, government support is available through Horizon Europe and the EU Innovation Fund (European Commission, 2023[10]).
6.3.3. Korea
Korea has actively implemented several overarching maritime decarbonisation strategies and initiatives targeting the shipbuilding sector. One noteworthy example to highlight its holistic approach to maritime decarbonisation is the “1st National Plan for the Development and Popularization of Green Ship”, which was introduced in 2020. As part of this initiative, the Korean government has allocated a budget of USD 870 million for innovative research and development programmes aimed at advancing green vessels over the period from 2022 to 2031. The primary objectives of Korea’s Greenship-K Promotion Strategy for 2030 encompass the advancement of carbon-free technologies related to hydrogen and ammonia, the creation of energy-efficient solutions with reduced carbon footprints and the domestic development of essential technologies for Liquefied Natural Gas (LNG), electrification and hybridisation within the maritime industry (KOMSA, 2021[11]).
The Korean government has also taken notable steps towards shipping and transport decarbonisation by launching initiatives like the “2023 National Action Plan Toward Green Shipping by 2050” and establishing the “Green & Smart Transportation Partnership”. The Korean government’s approach has centred on crafting policies that directly address industry and industry clusters, with a particular focus on fostering the adoption of low-carbon and digital solutions.
6.3.4. Japan
As a prominent player in both shipbuilding and shipping, Japan has strategically designed initiatives that encompass both sectors. One such initiative is the “Roadmap to Zero Emission from International Shipping”, a collaborative effort spearheaded by the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) in partnership with maritime industries, research institutions and public entities. This roadmap, formulated in March 2020, outlines Japan’s commitment to achieving zero emissions in international shipping. It not only sets the vision but also involves substantial research, development, and demonstrations of zero-emission technologies while actively participating in the formulation of relevant regulations within the IMO. The ultimate goal is to introduce the inaugural “Zero Emission Ship” by 2028, marking a significant milestone in their green shipping journey (MLIT, 2020[12]).
Further bolstering these efforts is the New Energy and Industrial Technology Development Organization of Japan (NEDO), which has undertaken a substantial USD 280 million funding project dedicated to the development of next-generation ships. This sizeable investment aligns with Japan’s target to lead in innovative shipbuilding practices, aligning with their broader focus on shipbuilding as well (NEDO, 2023[13]).
Japan also extends support to the commercial transport sector’s energy efficiency demonstration projects and accelerating zero-emission ship finance through a programme jointly managed by the Development Bank of Japan Inc. (DBJ) and ClassNK, a leading ship classification society. Under this programme, ClassNK assesses ships using a comprehensive scoring model developed by DBJ, evaluating factors such as decarbonisation, environmental performance and innovation. DBJ, in turn, provides investment and financing support, exemplifying Japan’s multi-faceted approach decarbonisation across the maritime and commercial transport sectors (Development Bank of Japan, 2022[14]).
6.3.5. China
China has progressively advanced its maritime decarbonisation agenda through a combination of broad national strategies and targeted shipping and shipbuilding sector initiatives. Apart from broader plans that encompass green shipping targets, such as the 14th Five-Year Plan (2021-2025) for National Economic and Social Development and Vision 2035 of the People’s Republic of China, and the Action Plan for Carbon Dioxide Peaking before 2030 ('1+N'), China has undertaken targeted initiatives focused on the transport sector. These initiatives include the 14th Five-Year Plan for the Development of Modern Comprehensive Transport System (in 2021) and the 14th Five-Year Plan for the Development of Green Transport (in 2021) as well as the Action Plan for Large-scale Transportation Equipment Renewal (in 2024). Strategies and plans by the Chinese central government are complemented by region initiatives, such as the implementation rules for the subsidy funds for port and shipping in the field of green transportation construction by the Shenzhen Transportation Special Fund or measures for the management of special support funds for transportation energy conservation and emission reduction in Shanghai.
In general, China’s existing policies designed to decarbonise its maritime sector primarily emphasise the development and adoption of clean energy, promoting cooperation between the shipping and port industries and establishing governance mechanisms to address shipping decarbonisation issues (GIZ, 2022[15]). Before 2024, there was a lack of policy directives explicitly targeting shipping or shipbuilding decarbonisation, with relevant regulations spread across various documents and lacking clear national objectives and pathways (Yang, Cheng and Liu, 2023[16]). However, in 2024, China introduced the “Action Plan for Green Development in the Shipbuilding Industry (2024-2030)” marking a significant shift towards a more focused policy on maritime decarbonisation and shipbuilding’s contribution.
China has introduced regulation to better assess GHG emissions from the shipping sector, with the “Management Measures for Ships’ Energy Consumption Data and Carbon Intensity” by the Maritime Safety Administration of China in November 2022. This specialised regulation focuses on collecting energy consumption data from Chinese and foreign ships using Chinese ports, facilitating the assessment of Chinese ships’ carbon intensity levels. The implementation of this regulation holds significant potential for promoting shipping decarbonisation from a technical management perspective (Clarksons Research, 2024[17]). Furthermore, in March 2023, the China Association of the National Shipbuilding Industry (CANSI) endorsed new guidelines for the calculation and disclosure of carbon emissions of Chinese shipyards and ship repair facilities. These guidelines provide instructions on computing both direct and indirect carbon emissions, tailored to the unique attributes of these sectors.
Most of China’s existing shipping decarbonisation policies are non-mandatory, characterised by their advisory nature. This predominantly stems from the fact that policies formulated by the central government and its subsidiary departments often serve as guiding principles. However, beyond these guiding policies, the Chinese central government possesses the authority to enact mandatory policy instruments in the form of regulations and laws. Mandatory policies carry greater authoritative and binding force compared to their non-mandatory counterparts (Yang, Cheng and Liu, 2023[16]).
Green shipping corridors represent key efforts to leverage international cooperation for maritime decarbonisation. The Green Shipping Corridor initiative was launched during COP26 in 2021 as part of the Clydebank Declaration, which saw 27 signatories commit to developing zero-emission shipping routes (Department for Transport, 2023[18]). These routes, known as green shipping corridors, are designed to achieve zero GHG emissions between two or more ports through the adoption of alternative fuels, green vessels, and new, including digital, technologies ahead of regulatory requirements.
Green shipping corridors involve a diverse set of stakeholders, including governments, port authorities, shipping companies, and energy providers. The projects focus on areas such as developing alternative fuel supply chains, supporting the uptake of low/zero-emission technologies, and establishing safety regulations for alternative fuels. Although specific goals vary across projects, all initiatives share the aim of advancing decarbonisation in the maritime sector. The feasibility of these initiatives depends on factors like proximity to alternative fuel supply hubs, developed infrastructure, and favourable economic conditions. As can be seen in Figure 6.8, while the Clydebank Declaration involved national governments, bottom-up initiatives taken by the industry—such as ports, shipping companies, shipbuilders, and energy suppliers—constitute a significant portion of announced projects, with ports often acting as the main leaders.
By mapping announcements globally, a total of 51 green shipping corridors could be identified. Figure 6.9. shows the number of green shipping corridors by country as of October 2024. The United States leads with 19 green shipping corridors, followed by the United Kingdom, the Netherlands, and Finland, each with 7 corridors. Japan, Norway, and Sweden also show notable involvement, with 6 and 5 corridors respectively. Several other countries, including China, Korea, and Singapore, are involved in 3 to 4 corridors each.
The IMO identifies eight phases for the development of green shipping corridors, ranging from agreement and partnerships to successful implementation (Global Maritime Forum, 2023[19]). However, most initiatives are still in the early stages, with only three out of the 51 initiatives reaching the implementation phase. The uncertainties surrounding timelines, emission reduction targets, and risks have led some critics to question whether green shipping corridors risk “greenwashing” maritime decarbonisation efforts or if they will indeed play a significant role in decarbonising the maritime industry (Lloyd's List, 2023[20]).
References
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← 1. The policy mapping includes Argentina, Brazil, China, Croatia, Denmark, Finland, France, Germany, India, Indonesia, Italy, Japan, Korea, the Netherlands, Norway, the Philippines, Poland, Romania, Singapore, Sweden, Thailand, Türkiye, the United States, the United Kingdom, and Viet Nam.