Why is the 2021 CVF Pacific Regional Communiqué important to recall ahead of MEPC 79 & 80?

Over the next 12 months, GHG emissions reduction negotiations at IMO will determine whether this major emitting sector will finally set 1.5 agenda compatible targets and agree an immediate ambitious price on all GHG emissions. As importantly, we will learn whether the inevitable transition to a decarbonised industry will seek to enable an equitable transition path for all.  

The acid test for this will be the decisions reached on whether the GHG price will be extracted under the Principe of Polluter Pays, i.e. the originator of the environmental damage is responsible for making adequate compensation for their actions, and if so, how the considerable revenues that accrue are dispersed.  What will be spent in-sector, what out-of-sector? What goes to powering a successful sectorial transition and what goes to ensuring no state is really left behind?  How much for subsidizing a high polluting private sector to stop polluting by changing their behavior and how much to the victims of the pollution – in this case the smallest, most remote and climate most vulnerable states who have contributed least to the problem?

In preparing for MPEC80 in July 2023, where IMO must adopt its long-awaited Revised Strategy for Reducing GHG Emissions from International Shipping, the Climate Vulnerable Forum Regional Dialogue, co-hosted by Bangladesh and the Marshall Islands, approved the 2021 CVF Pacific Regional Communiqué ahead of the Glasgow COP[1]. As the Pacific delegations now prepare their submissions to the various negotiations round over the next 12 months, it is worth recalling key paragraphs in that communiqué. As the leading and most determined voice of both highest possible ambition and the climate most vulnerable states at IMO, some Pacific high ambition positioning has already been confirmed. 

2.         Greater Ambition from Major Emitters: The social, environmental, and economic security of the Pacific requires safeguarding of the 1.5 degrees Celsius (1.5°C) Paris Agreement goal to limit warming. Even 0.5 degrees Celsius (0.5ºC) of warming poses catastrophic risks for the region. Action is especially needed by major emitters given that the most recently upgraded Nationally Determined Contributions (NDCs) concern only around half of all GHG emissions.

3.         Imperative of New and Additional Financing: According to the Global Commission on Adaptation, financing needs for adaptation and resilience are $1.8 trillion this decade. As least developed, small islands and vulnerable middle-income nations with limited fiscal space, facing high costs of finance support will be insufficient, with best national efforts, to mobilize the necessary finance for climate action. Furthermore, additional financing is needed to avert, minimize, and address loss and damage in the context of the adverse impacts of climate change, including displacement.

4.         Carbon Markets: Furthermore, at COP26 we need to finalize robust carbon markets and a rulebook that ensures environmental integrity consistent with 1.5ºC to unlock new finance streams while the carbon markets regime should raise at least 5% proceeds to support the adaptation actions of developing countries particularly vulnerable to climate change

5.         Loss & Damage: In addition to the need for financing of loss and damage, COP26 needs to place a higher level of prioritization on loss and damage and the work of the Warsaw International Mechanism (WIM).

7.         Adaptation: The recent IPCC report further reinforced the alarming reality facing our Small Island States with the real possibility of some vanishing from existence within this century and we therefore call for urgent adaptation actions now. We call for real action in the form of increased financing for adaptation, removal of barriers to technology transfers, and investment in capacity developments in-line with Article 7 of the Paris Agreement and setting a Global Goal on Adaptation. Development partners should ensure that adaptation initiatives become part and parcel of resilience development both in terms of physical infrastructures, environmental protection, and integrity, ensuring resilient and adaptable economies that are in line with regional and national adaptation priorities, thus reducing the impacts of climate change on our societies.

8.         Maritime GHG Emissions: We recognize the critical importance of shipping to our states and to prioritize and support all efforts to advocate for this sector to commit to an equitable transition to zero emission by at least 2050 that leaves none behind. We support fully the current submissions to the International Maritime Organization (IMO) MEPC77 calling for IMO to adopt this as an overarching sectoral target and endorse urgent and close consideration by IMO of the mandatory GHG levy on international shipping proposed by RMI and Solomon Islands. We note that, in addition to being the only measure proposed that can drive a market transition to non-emitting fuels and technologies at the speed and scale needed for a 1.5°C agenda, the proposed entry price in 2025 of $100/ton CO2e may raise revenues in the order of $90 billion p.a.. We support the sponsors’ argument that the majority of this should be used for the priority mitigation and adaptation needs of the climate vulnerable states. To ensure that the climate vulnerable are not left behind in this transition, we urge members to consider adopting the ambitious targets set by Fiji and RMI in their updated 2020 NDC of 40% reduction in domestic maritime emissions by 2030 and 100% by 2050. We note and endorse the need for urgent blended finance investment at scale to meet the domestic shipping transition needs of the climate vulnerable via ambitious initiatives such as the Pacific Blue Shipping Partnership.

There is a lot in the balance at IMO in the coming year.  The full Communique text can be accessed here: https://disasterdisplacement.org/wp-content/uploads/2021/09/CVF-Pacific-Regional-Communique-2021_Final.docx.pdf

[1] The 8 participating governments from the Pacific included: Fiji, the Republic of Kiribati, the Republic of the Marshall Islands, the Federated States of Micronesia, the Republic of Palau, Samoa, the Solomon Islands, and Vanuatu

Author: Peter Nuttall, is the Scientific and Technical Advisor to MCST

Comments

New comments are not allowed.

Popular posts from this blog

Go Sail Cargo – The new Corporate Entity and its potential

Image
In order to steer Go Sail Cargo towards sustainable zero-carbon growth and global expansion, a new business entity must be created. Capital raising is first on the list and here we must be clear in our goals and informed as to how to achieve them, but thinking laterally and being prepared to abandon preconceived ideas, unless they dovetail with the aims of the new company, is essential. In order to be taken seriously any new entity must present a practical, viable, scalable and profitable proposition that is demonstrably beneficial to all stakeholders. One that fulfills a clearly identified need and does so in a non-invasive and non-polluting manner for the foreseeable future. Go Sail Cargo ticks all those boxes. It is my aim to develop a structure that is essentially cooperative in ownership and concordant in action. Specifically, the Pacific Nations, with their overwhelming dependence on maritime transport and centuries of advanced and intuitive navigational skills s
Read more

Shipping solutions – a call to arms

Image
For every time, every decade there are solutions. Mine are based on common sense and the need to take action. We offer true Zero-emission ships like our versatile C-100, not half-hearted compromises. Vessels that can be efficiently mass produced combining the best of time-tested sailing ships with the very best of proven technology. We’re ready to go, here’s how.   Zero-carbon operation is available right now by optimising the ships and reducing the power use.   The fully optimised ship , working with maximum efficiency starts with a computer-tuned hull for maximum performance, a safe, stable carrier that can be relied on to deliver the goods. Racing technology is applied to proven, practical rigs, the sail power is multiplied. Using wind and sun alone, the sails, wind generators and solar all work in unison to drive the vessel.   Reduce the power usage on board. Every single component must function reliably and efficiently by harnessing all available power. Here’s a few examples. M
Read more

Harnessing Nature's Power: Ocean Thermal Energy Conversion and Deep-Sea Water By-products

Image
Introduction In a world where renewable energy sources are becoming increasingly important, Ocean Thermal Energy Conversion (OTEC) stands out as a promising and largely untapped resource. This innovative technology leverages the temperature difference between warm surface water and cold deep-sea water to generate electricity. Additionally, OTEC offers a unique advantage - the utilization of deep-sea water by-products. In this blog, we will delve into the process of Ocean Thermal Energy Conversion and explore the various potential applications of deep-sea water. In my previous blog post I explained a bit about the science behind the OTEC process, if you have not read it you can find it here . However, generally the process can be broken down into four main components. Seawater Selection: The first step in OTEC involves carefully selecting suitable locations where there is a significant temperature gradient between surface water and deep-sea water. These areas are typically found i
Read more