Mike Schuler 迈克·舒勒 July 7, 2023 2023年7月7日
Member States of the International Maritime Organization (IMO) have adopted at revised strategy to reduce greenhouse gas emissions from international shipping. 国际海事组织(IMO)成员国通过了减少国际航运温室气体排放的修订战略。
The 2023 IMO Strategy on Reduction of GHG Emissions from Ships, with enhanced targets to tackle harmful emissions, was adopted Friday during a meeting of the Marine Environment Protection Committee (MEPC 80). 周五，国际海事组织海洋环境保护委员会(MEPC 80)会议通过了《2023年国际海事组织减少船舶温室气体排放战略》，该战略加强了解决有害排放的目标。
The revised IMO GHG Strategy aims to achieve net-zero GHG emissions from international shipping close to 2050, with a commitment to adopt alternative zero and near-zero GHG fuels by 2030 and indicative check-points for 2030 and 2040. 修订后的国际海事组织温室气体战略旨在到2050年实现国际航运温室气体净零排放，并承诺到2030年采用替代零和接近零的温室气体燃料，并在2030年和2040年设立指示性检查点。
“The adoption of the 2023 IMO Greenhouse Gas Strategy is a monumental development for IMO and opens a new chapter towards maritime decarbonization,” said IMO Secretary-General Kitack Lim. “At the same time, it is not the end goal, it is in many ways a starting point for the work that needs to intensify even more over the years and decades ahead of us. However, with the Revised Strategy that you have now agreed on, we have a clear direction, a common vision, and ambitious targets to guide us to deliver what the world expects from us.” 国际海事组织秘书长林基泽表示:“2023年国际海事组织温室气体战略的通过是国际海事组织的一项重大发展，为海洋脱碳开辟了新的篇章。”“与此同时，这不是最终目标，从许多方面来说，这是我们今后几年和几十年需要进一步加强的工作的起点。然而，有了你们现在同意的修订战略，我们有了一个明确的方向、一个共同的愿景和雄心勃勃的目标，来指导我们实现世界对我们的期望。”
“Above all, it is particularly meaningful, to have unanimous support from all Member States. In this regard, I believe that we have to pay more attention to support developing countries, in particular SIDS and LDCs, so that no one is left behind,” he said. “最重要的是，得到所有会员国的一致支持特别有意义。在这方面，我认为我们必须更加重视支持发展中国家，特别是小岛屿发展中国家和最不发达国家，这样就不会有一个人掉队。”
Details of the strategy, as outlined by the IMO, are below: 海事组织概述的战略细节如下:
Levels of ambition 野心的程度
Levels of ambition directing the 2023 IMO GHG Strategy are as follows: 指导2023年国际海事组织温室气体战略的目标水平如下:
.1 ．1carbon intensity of the ship to decline through further improvement of the energy efficiency for new ships 船舶的碳强度要通过进一步提高新船的能效来下降
to review with the aim of strengthening the energy efficiency design requirements for ships; 进行检讨，以加强船舶的能源效益设计要求;
.2 ．2carbon intensity of international shipping to decline 国际航运碳强度下降
to reduce CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2030, compared to 2008; 到2030年，将每项运输工作的二氧化碳排放量(即国际航运的平均排放量)与2008年相比至少减少40%;
.3 3uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to increase 增加对零或接近零温室气体排放的技术、燃料和/或能源的吸收
uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5%, striving for 10%, of the energy used by international shipping by 2030; and 采用零或接近零温室气体排放的技术、燃料和/或能源，到2030年至少占国际航运业所使用能源的5%，力争达到10%;和
.4 ．4GHG emissions from international shipping to reach net zero 国际航运的温室气体排放达到净零
to peak GHG emissions from international shipping as soon as possible and to reach net-zero GHG emissions by or around, i.e. close to 2050, taking into account different national circumstances, whilst pursuing efforts towards phasing them out as called for in the Vision consistent with the long-term temperature goal set out in Article 2 of the Paris Agreement. 考虑到不同的国情，尽快达到国际航运温室气体排放的峰值，并在2050年前后(即接近2050年)达到温室气体净零排放，同时根据《巴黎协定》第二条规定的长期温度目标，按照愿景的要求，努力逐步淘汰这些温室气体。
Indicative checkpoints 指示性检查点
Indicative checkpoints to reach net-zero GHG emissions from international shipping: 实现国际航运温室气体净零排放的指示性检查点:
to reduce the total annual GHG emissions from international shipping by at least 20%, striving for 30%, by 2030, compared to 2008; and 与2008年相比，到2030年国际航运温室气体排放总量减少至少20%，力争达到30%;和 to reduce the total annual GHG emissions from international shipping by at least 70%, striving for 80%, by 2040, compared to 2008. 与2008年相比，到2040年将国际航运的年度温室气体排放总量减少至少70%，力争达到80%。
Reactions are pouring in. Below is a roundup: 各种反应纷至沓来。以下是总结:
World Shipping Council (John Butler, President & CEO of the WSC) 世界航运理事会(John Butler，主席兼首席执行官)
“This marks a new beginning for shipping’s energy transition, with clear goals and milestones. There is much to do, and carriers are eager to continue the work together with regulators, fuel providers and technology providers to reach our shared climate targets. “这标志着航运业能源转型的新开端，具有明确的目标和里程碑。还有很多工作要做，航空公司渴望继续与监管机构、燃料供应商和技术供应商合作，以实现我们共同的气候目标。
“Liner shipping is already investing in renewable fuel-ready ships, and today’s decision broadcasts a strong global signal for investment to the entire maritime sector. We are counting on the IMO member nations to press on with the important work of developing and adopting a robust regulatory framework that will make these fuels available and competitive. The next two years will be critical – for 2050 targets to be achievable IMO member nations must develop and agree on a lifecycle-based global fuel standard and economic measure by 2025, so they can be implemented by 2027.” “班轮运输已经在投资可再生燃料船舶，今天的决定向整个海运业发出了一个强烈的全球投资信号。我们指望国际海事组织成员国继续开展重要工作，制定和采用强有力的监管框架，使这些燃料能够获得并具有竞争力。未来两年将是至关重要的——为了实现2050年的目标，国际海事组织成员国必须在2025年之前制定并达成基于生命周期的全球燃料标准和经济措施，以便在2027年之前实施。”
BIMCO
BIMCO sees this as groundbreaking. The newly adopted IMO GHG reduction strategy translates to a reduction of around 90% on average at the individual ship level due to expected fleet growth. And 2040 is only 17 years from now. BIMCO认为这是开创性的。由于预期船队的增长，国际海事组织新采用的温室气体减排战略意味着每艘船平均减少约90%。而2040年离现在只有17年了。
Newer ships already on the water and those on order will exist well beyond 2040 and the emissions reduction outlined in the strategy will apply to these ships. 已经下水的新船和订购的新船寿命将超过2040年，战略中概述的减排将适用于这些船。
BIMCO President Nikolaus Schües recognises the monumental change the shipping industry is now facing, and says “I cannot stress strongly enough to my colleagues in the industry that this is already happening as we speak. The profound change in the way ships must be built, operated and fuelled will impact every shipowner on the planet. Investment decisions need to be reassessed, designs need change and business models will be forever impacted.” BIMCO总裁Nikolaus Schües认识到航运业目前面临的巨大变化，他说:“我必须向业内同事强调，就在我们说话的时候，这种变化已经发生了。船舶建造、运营和燃料方式的深刻变化将影响到地球上的每一位船东。投资决策需要重新评估，设计需要改变，商业模式将永远受到影响。”
Mr Schües continues “Climate change affects all of us and serves as a reminder that actions to limit our emissions must be taken urgently. BIMCO is grateful to the IMO member states for setting out in clear terms the pathway the shipping industry needs to follow in order to transition each and every ship in the world fleet to a net-zero GHG emission future.” Schües先生继续说道:“气候变化影响着我们所有人，并提醒我们必须紧急采取行动限制我们的排放。BIMCO感谢IMO成员国明确规定了航运业需要遵循的道路，以便将世界船队中的每艘船都过渡到温室气体净零排放的未来。”
International Chamber of Shipping (Simon Bennett, ICES Deputy Secretary General) 国际航运协会(国际航运协会副秘书长西蒙·贝内特)
“ICS greatly welcomes the ambitious agreement reached by governments at IMO today for shipping to achieve net zero emissions ‘by or around 2050’, in line with the Paris Agreement and the commitment made by the shipping industry at COP 26 in Glasgow back in 2021. This historic IMO agreement gives a very strong signal to ship operators and, most importantly, to energy producers who must now urgently supply zero GHG marine fuels in very large quantities if such a rapid transition is to be possible. “ICS非常欢迎各国政府今天在国际海事组织达成的雄心勃勃的协议，即航运业到2050年左右实现净零排放，这符合《巴黎协定》和航运业在2021年格拉斯哥第26届缔约方会议上做出的承诺。这项具有历史意义的国际海事组织协议向船舶运营商发出了一个非常强烈的信号，最重要的是，向能源生产商发出了一个非常强烈的信号，如果要实现如此快速的转型，他们现在必须紧急提供大量的零温室气体船用燃料。
“The checkpoints agreed for 2030 and 2040 are particularly ambitious. The industry will do everything possible to achieve these goals including the 70 to 80 percent absolute reduction of GHG emissions now demanded of the entire global shipping sector by 2040. But this can only be achieved if IMO rapidly agrees to a global levy on ships’ GHG emissions to support a ‘fund and reward’ mechanism, as proposed by the industry. We urgently need to reduce the cost gap between conventional and alternative marine fuels and incentivise the production and uptake of new fuels at the scale now required to meet this accelerated transition. 2040 is less than 17 years away and the availability of zero GHG marine fuels today is virtually zero. “商定的2030年和2040年的检查站尤其雄心勃勃。航运业将尽一切可能实现这些目标，包括到2040年全球航运业要求的温室气体排放量绝对减少70%至80%。但是，只有国际海事组织迅速同意对船舶温室气体排放征收全球税，以支持业界提出的“基金和奖励”机制，才能实现这一目标。我们迫切需要缩小传统和替代海洋燃料之间的成本差距，并鼓励生产和吸收新燃料，以满足这种加速过渡所需的规模。距离2040年还有不到17年的时间，而目前零温室气体船用燃料的可用性几乎为零。
“It is very positive that a majority of governments now support a levy for shipping involving flat rate contributions by ships per tonne of GHG emitted to an IMO fund to expedite a rapid transition. The ICS ‘fund and reward’ proposal remains firmly on the table as a deliverable solution and will now be subject to a comprehensive impact assessment by UNCTAD to be completed by early next year, so that an economic measure can be adopted in 2025. This will be vital it we are to reach a take-off point by 2030 for the use of new fuels to achieve the extremally ambitious goal which IMO has now set for 2040. “大多数政府现在都支持对航运征税，包括船舶每排放一吨温室气体向国际海事组织基金缴纳统一费率，以加快快速过渡，这是非常积极的。ICS的“基金和奖励”提案仍然作为一项可交付的解决方案被坚定地摆在桌面上，现在将接受贸发会议的全面影响评估，该评估将于明年初完成，以便在2025年通过一项经济措施。如果我们要在2030年达到使用新燃料的起飞点，以实现国际海事组织目前为2040年设定的极其雄心勃勃的目标，这一点至关重要。
“ICS is confident that this economic impact assessment will demonstrate that the ‘fund and reward’ proposal, or something similar, is the only practical way forward if the ambitious GHG reduction targets agreed by IMO this week are to remain realistic and achievable. “ICS相信，这次经济影响评估将证明，如果国际海事组织本周达成的雄心勃勃的温室气体减排目标要保持现实和可实现，‘基金加奖励’的提议或类似的东西是唯一可行的前进道路。
“This week’s agreement is historic for our industry and sends a very strong message that the maritime sector is serious about achieving net zero and addressing dangerous climate change in line with the Paris Agreement.” “本周的协议对我们的行业来说是历史性的，并发出了一个非常强烈的信息，即海事部门对实现净零排放和根据《巴黎协定》应对危险的气候变化是认真的。”
UK Chamber of Shipping 英国航运协会
“We have been clear that a target of net zero by 2050 is important and welcome the progress towards this increased level of ambition. “我们一直很清楚，到2050年实现净零排放的目标非常重要，我们欢迎在实现这一目标方面取得的进展。
“It is vital though that economic and technical measures are brought in to help deliver both the end goal and interim targets for 2030 and 2040 as without them emissions reduction targets will not be achieved. Nations, through the IMO, must now work quickly to complete impact assessments and agree on the measures to reduce the emission intensity of fuels and place a price on carbon so they can be brought forward as soon as possible.” “至关重要的是，采取经济和技术措施来帮助实现2030年和2040年的最终目标和中期目标，因为没有这些措施，减排目标将无法实现。”通过国际海事组织，各国现在必须迅速完成影响评估，并就降低燃料排放强度的措施达成一致，并为碳定价，以便尽快提出这些措施。”
Global Maritime Forum (Johannah Christensen, CEO) 全球海事论坛(首席执行官john Christensen)
“Today, at MEPC80, the IMO member states had the historical opportunity to adopt an ambitious, Paris Agreement-aligned greenhouse gas emissions strategy that would enable shipping’s full decarbonisation by at least 2050. It’s a remarkable improvement that the revised GHG strategy now aims to achieve net-zero emissions by or around 2050, and the introduction of indicative 2030 and 2040 checkpoints for emissions reductions sends an important signal to governments and industry. However, the revised strategy falls short to provide the necessary clarity and strong commitments for a just and equitable Paris Agreement-aligned transition. “今天，在MEPC80上，国际海事组织成员国有了一个历史性的机会，可以通过一项雄心勃勃的、符合《巴黎协定》的温室气体排放战略，使航运业至少到2050年实现完全脱碳。修订后的温室气体战略现在的目标是到2050年左右实现净零排放，这是一个显着的进步，并且引入指示性的2030年和2040年减排检查点向政府和行业发出了重要信号。然而，修订后的战略未能为公正和公平的《巴黎协定》转型提供必要的清晰度和强有力的承诺。
“The shipping industry is ready for a full decarbonisation and is in fact, taking concrete steps towards achieving this goal. The Global Maritime Forum and its flagship initiative, the Getting to Zero Coalition, firmly believe that as a next step, the IMO must develop ambitious and rigorous policy measures, for example, introduce a levy on the emissions, to more closely align the shipping industry with the goals of the Paris Agreement, and create attractive incentives for companies to invest in zero-emission fuels and vessels.” “航运业已经为全面脱碳做好了准备，事实上，正在采取具体步骤实现这一目标。全球海事论坛及其旗舰倡议“实现零排放联盟”坚信，作为下一步，国际海事组织必须制定雄心勃勃且严格的政策措施，例如，对排放征税，使航运业与“巴黎协定”的目标更紧密地结合起来，并为公司投资零排放燃料和船舶创造有吸引力的激励措施。
Environmental Defense Fund 环境保护基金
“The shipping sector must do its fair share in the global fight against climate change and dramatically reduce the use of fossil fuels. We need to ensure that practical tools are developed in the next two years to do more to protect our ecosystems and communities – especially those at greater risk of health impacts and extreme weather – and spur a thriving maritime industry.” -Fred Krupp, President “航运业必须在全球应对气候变化的斗争中尽自己的一份力量，大幅减少化石燃料的使用。我们需要确保在未来两年内开发出实用的工具，以更多地保护我们的生态系统和社区，特别是那些面临更大健康影响和极端天气风险的社区，并刺激蓬勃发展的海运业。——弗雷德·克虏伯，总裁
“Member States at the International Maritime Organization showed they are willing to steer the shipping sector towards a clean future, but the 2023 Strategy is not in line with the 1.5 degree Celsius temperature goal of the Paris Agreement. The intermediate checkpoints are not strong enough to deliver the necessary emissions reductions and the language around the deadline for phasing out emissions is ambiguous. “国际海事组织成员国表示，他们愿意引导航运业走向清洁的未来，但2023年战略不符合《巴黎协定》的1.5摄氏度温度目标。中间检查点不够强大，无法实现必要的减排，关于逐步淘汰排放的最后期限的措辞也很含糊。
“The next two years will be crucial for the United Nations agency to develop robust mechanisms to eliminate emissions from ships in a manner that protects the environment and communities, and that delivers rapid and effective decarbonisation beyond the ambition agreed upon today. Member States must work together to get the sector closer to aligning with the Paris Agreement, and to set the standard for other hard-to-abate sectors to follow. -Marie Cabbia Hubatova, Director, Global Shipping “对于这家联合国机构来说，未来两年将是至关重要的，因为它需要建立健全的机制，以保护环境和社区的方式消除船舶排放，并实现超越今天商定的目标的快速有效的脱碳。”成员国必须共同努力，使该部门更接近于与《巴黎协定》保持一致，并为其他难以减排的部门制定标准。——marie Cabbia Hubatova，全球航运总监
More Reactions: 更多的反应:
John Maggs, Clean Shipping Coalition: 清洁航运联盟的John Maggs: “There is no excuse for this wish and a prayer agreement. They knew what the science required, and that a 50% cut in emissions by 2030 was both possible and affordable. Instead the level of ambition agreed is far short of what is needed to be sure of keeping global heating below 1.5ºC and the language seemingly contrived to be vague and non-committal. The most vulnerable put up an admirable fight for high ambition and significantly improved the agreement but we are still a long way from the IMO treating the climate crisis with the urgency that it deserves and that the public demands.” “这个愿望和祈祷协议没有任何借口。他们知道科学需要什么，也知道到2030年减排50%既是可能的，也是负担得起的。相反，各方达成的目标远低于确保将全球升温控制在1.5ºC以下所需的水平，而且各方的语言似乎显得含糊不清，没有承诺。最脆弱的国家为雄心壮志做出了令人钦佩的努力，并显著改善了协议，但我们离国际海事组织以应有的紧迫感和公众的要求来处理气候危机还有很长的路要走。”
Faig Abbasov, Transport & Environment: Faig Abbasov，交通与环境: “Aside from FIFA, it’s hard to think of an international organisation more useless than the IMO. This week’s climate talks were reminiscent of rearranging the deckchairs on a sinking ship. The IMO had the opportunity to set an unambiguous and clear course towards the 1.5ºC temperature goal, but all it came up with is a wishy-washy compromise. Fortunately, states like the US, UK and the EU don’t have to wait for China, Brazil and Saudi Arabia to act. Ambitious national policies and green shipping lanes can have a global impact. It’s time to think globally, act locally.” “除了国际足联，很难想象还有哪个国际组织比国际海事组织更没用。本周的气候谈判让人想起在一艘即将沉没的船上重新摆放躺椅。国际海事组织有机会为1.5ºC的温度目标设定一个明确而明确的路线，但它所提出的只是一个优柔寡断的妥协。幸运的是，美国、英国和欧盟等国不必等待中国、巴西和沙特阿拉伯采取行动。雄心勃勃的国家政策和绿色航道可以产生全球影响。现在是全球思考、本地行动的时候了。”
Lucy Gilliam, Seas At Risk: 露西·吉列姆《危险的海洋》: “There is a real sinking feeling in the IMO. This agreement does not address the climate crisis or meet 1.5 limits. In typical IMO fashion there was delay tactics in working groups while the real inaction happened behind closed doors where many were excluded until the final hour and in front of a near ultimatum. The Pacific’s brought it back from the brink. But let’s be clear that this was not transparent, just or equitable and it is reflected in the result reached. What’s especially egregious is that we have the know-how to tackle this crisis. We also know that action will be far cheaper than inaction! The solutions exist yet once again IMO is failing to act with the urgency that dealing with the climate crisis requires. Another example to add to our recently published shipping SOS report which catalogues 50 years of failure to address the environmental impact of shipping. We will need others to step up and man the lifeboats if we are to shift and rescue a 1.5 aligned course” “国际海事组织确实有一种下沉的感觉。该协议没有解决气候危机，也没有达到1.5摄氏度的限制。在国际海事组织的典型方式中，工作组采取拖延战术，而真正的不作为发生在闭门不出的情况下，许多人被排除在外，直到最后一小时，面对近乎最后通牒。太平洋把它从悬崖边缘拉了回来。但让我们明确一点，这是不透明、不公正或不公平的，这反映在达成的结果中。尤其令人震惊的是，我们有解决这场危机的诀窍。我们也知道，采取行动比不采取行动要便宜得多!解决方案是存在的，但国际海事组织再次未能以应对气候危机所需的紧迫感采取行动。我们最近发布的航运业SOS报告中又增加了一个例子，该报告列出了50年来未能解决航运业对环境影响的情况。如果我们要改变和拯救一条1.5度的航线，我们将需要其他人站出来，操纵救生艇。”
Delaine McCullough, Ocean Conservancy: Delaine McCullough，海洋保护协会: The climate emergency demands an international response, but the IMO’s struggle to set a GHG Strategy this week that adequately responds to the climate emergency raises questions of whether the organisation ultimately is up for the task. While the new GHG strategy nearly doubles the long-term ambition over the initial 2018 strategy, the checkpoints for 2030 and 2040 that were finally agreed to fall short of what is needed to ensure a warming limit of 1.5C. Thankfully, the Marshall Islands, Vanuatu and other small island states were able to secure stronger checkpoints, but the IMO must do better and others will need to step in. We now more than ever need immediate reductions and forceful national and regional policies and investments to keep us on a 1.5C route.” 气候紧急情况要求国际社会做出回应，但国际海事组织(IMO)本周在制定温室气体战略方面遇到了困难，该战略未能充分应对气候紧急情况，这引发了人们的质疑:该组织最终是否做好了这项任务。虽然新的温室气体战略比最初的2018年战略的长期目标几乎翻了一番，但最终达成一致的2030年和2040年的检查点仍未达到确保升温限制在1.5摄氏度以内所需的水平。值得庆幸的是，马绍尔群岛、瓦努阿图和其他小岛屿国家能够确保更强的检查站，但国际海事组织必须做得更好，其他人需要介入。我们现在比以往任何时候都更需要立即减排，以及强有力的国家和地区政策和投资，以使我们保持在1.5摄氏度的道路上。”
Madeline Rose, Pacific Environment 玛德琳·罗斯，太平洋环境公司: “Nations failed this week to put the global shipping industry on a credible 1.5oC decarbonization pathway. While the inclusion of 2030 and 2040 emissions reduction targets for shipping is not insignificant — and we commend the Republic of Marshall Islands and Vanuatu for their tireless diplomacy to hold them — this Strategy will see the shipping industry exhaust its 1.5oC carbon budget by 2032. Fortunately, major maritime nations, ports, and companies can still act to fully decarbonize ocean shipping by 2040 – and that’s what we’ll be pushing them to do.” “本周，各国未能让全球航运业走上可信的1.5摄氏度脱碳道路。虽然将2030年和2040年的航运业减排目标纳入其中并非微不足道——我们赞扬马绍尔群岛共和国和瓦努阿图为实现这些目标所做的不懈外交努力——但该战略将使航运业在2032年之前耗尽其1.5摄氏度的碳预算。幸运的是，主要的海洋国家、港口和公司仍然可以采取行动，到2040年实现海洋运输的完全脱碳——这就是我们将推动他们做的事情。”
Daniele Rao, Carbon Market Watch: Daniele Rao，碳市场观察: “The way the International Maritime Organisation has watered down its climate ambition will sink the shipping sector’s chances of meeting its Paris Agreement commitments. Due to this failure, we need ambitious countries and blocs to chart their own course and set carbon levies at national and regional level of at least $100 per tonne of greenhouse gas emissions.” “国际海事组织淡化其气候目标的方式，将降低航运业履行其《巴黎协定》承诺的机会。由于这一失败，我们需要雄心勃勃的国家和集团制定自己的路线，并在国家和地区层面设定每吨温室气体排放至少100美元的碳税。”
Opportunity Green 绿色的机会
“We are grateful for the immensely hard work of the Pacific Island nations and other ambitious Member States […] Every fraction of a degree is of crucial importance, and we need to continue to work to decarbonise international shipping in a just and equitable manner ASAP.” -Ana Laranjeira, Shipping Manager “我们感谢太平洋岛国和其他雄心勃勃的成员国所做的巨大努力[…]每一个程度的一小部分都至关重要，我们需要继续努力以公正和公平的方式尽快使国际航运脱碳。”——ana Laranjeira，运输经理
Nautilus International (Mark Dickinson, General Secretary) 鹦鹉螺国际(马克·迪金森秘书长)
“This agreement is a significant step in the right direction for regulating greenhouse gas emissions within shipping, a crucial component of the action against climate change. “这项协议是朝着规范航运温室气体排放的正确方向迈出的重要一步，这是应对气候变化行动的关键组成部分。
“We are pleased to see several mentions of the need for a just transition within the adopted strategy, but further urgent action is needed. The race to develop alternative fuels and new technologies will have a significant impact on the working lives of those onboard and respect for the voice of maritime professionals is key to delivering a just and equitable transition. “我们高兴地看到，在通过的战略中有几次提到需要公正过渡，但还需要采取进一步的紧急行动。开发替代燃料和新技术的竞赛将对船上人员的工作生活产生重大影响，尊重海事专业人士的声音是实现公正和公平过渡的关键。
“It is imperative that alongside targets to reduce greenhouse gas emissions there is a global effort to ensure a transition that is just and equitable by future proofing skills and training, ensuring there are no compromises in safety and protecting and enhancing jobs, pay and conditions. “除了减少温室气体排放的目标外，全球还必须努力通过未来的证明技能和培训来确保公正和公平的过渡，确保在安全、保护和改善工作、薪酬和条件方面不妥协。”
“This transition must be more than just technological or alternative fuels, it offers an opportunity to build a maritime industry fit for the future that truly values the work and dedication of maritime professionals – the lifeblood of the global economy.” “这种转变必须不仅仅是技术或替代燃料，它提供了一个机会，建立一个适合未来的海运业，真正重视海事专业人员的工作和奉献精神-全球经济的命脉。”
International Association of Ports and Harbors (Patrick Verhoeven, IAPH Managing Director) 国际港口协会(IAPH常务董事Patrick Verhoeven)
“IAPH has closely followed the intersessionals running up to MEPC80 as well as the committee meeting itself, and submitted a call with others for an economic measure which would close the gap in pricing between hydrocarbon and low and zero carbon fuels. Such a measure would also assist funding very necessary investments in research and development to accelerate the energy transition of shipping as well as potentially supporting the vital port infrastructure investments to guarantee the supply of those new fuels, particularly in developing countries who will otherwise be marginalised. “IAPH一直密切关注MEPC80的休会期间以及委员会会议本身，并与其他各方一起提出了一项经济措施，以缩小碳氢化合物与低碳和零碳燃料之间的定价差距。这种措施还将有助于为研究和开发方面非常必要的投资提供资金，以加速航运的能源转型，并可能支持重要的港口基础设施投资，以保证这些新燃料的供应，特别是在发展中国家，否则这些国家将被边缘化。
“In just under a fortnight I will be in Goa at the 14th Clean Energy Ministerial summit alongside the International Chamber of Shipping to support their Clean Energy Marine Hubs initiative which aims to de-risk investments and transform the maritime-energy supply chain in an equitable manner. IRENA estimates that around 50% of future low and zero carbon fuels produced for the world will need to be transported by ship from producing to importing countries. IAPH intends to play an integral role in providing support to ICS and governments to kickstart the investments in port infrastructure to close the gaps between fossil fuels and the new fuels not just to bunker ships, but to transport the new energy to future users.” “在不到两周的时间里，我将与国际航运协会一起在果阿参加第14届清洁能源部长级峰会，以支持他们的清洁能源海洋中心倡议，该倡议旨在降低投资风险，并以公平的方式改变海洋能源供应链。IRENA估计，未来全球生产的低碳和零碳燃料中，约有50%需要通过船舶从生产国运输到进口国。IAPH打算在为ICS和政府提供支持方面发挥不可或缺的作用，启动港口基础设施投资，以缩小化石燃料和新燃料之间的差距，不仅为船舶提供燃料，还将新能源运输给未来的用户。”