Background Currently, the CII is not realising its full potential! The revision of the CII, due to start at MEPC82 and conclude by 2025, is a key opportunity to bring it up to date with the revised GHG Strategy and to make sure that it works in the future in a coherent way with the basket of mid-term measures (BoM) being negotiated at the same time. [...] New GHG Strategy emission In the meantime, emissions Efficiency will have to deliver a large have continued to rise, so the part of the emission reductions as new reduction targets: gap between the target and fuels will only enter the market slowly: actual 2030 Business as usual (BAU) could be as high as 40%. [...] Fixing the CII CII & Fuels Fixing the Enhanced requirements to help Keep CII and fuels separate issues ensure new climate targets are met CII should focus on reducing fuel burn Proper enforcement to ensure reductions are reliable and real GFS should facilitate up-take of new fuels Incentivising the right behaviour Overlap will make the task All shipping activity covered harder Navigating towards a. [...] A strong CII would: The CII is not 1 Reduce demand for fuel, leading to immediate cuts in GHG emissions from fossil fuels; just a short-term Help avoid the wasteful and costly burning of expensive energy-intensive new zero-GHG measure 2 emission fuels in the future; and would Drive the shift towards the kind of shipping change, e.g., slower speeds and more wind 3 propulsion, that will minimise the. [...] The revised CII must include: Requirements, that in combination with the BoM cut emissions by at least 30% by Recommenda- 2030 and 80% by 2040 and ideally put shipping on an unambiguously 1.5C tions compliant pathway; A new metric (e.g., MJ/t-nm) that cannot be met with alternative fuels and that focuses exclusively on improving operational efficiency and reducing fuel burn (leaving the GFS to reg.
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