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Mark Lutes is senior advisor for global climate policy at WWF. He specialises in UNFCCC climate negotiations, shipping decarbonisation and carbon finance.

If all goes well, on April 11, the International Maritime Organization (IMO) will announce that governments have reached a deal to put the global shipping sector on course to net-zero emissions by 2050. Countries must not miss this opportunity to secure this landmark agreement. 

Despite the shipping business accounting for around 3% of global emissions, the Paris Agreement on climate change does not contain mechanisms to control planet-heating emissions from shipping or aviation. So this deal has the potential to be a significant moment that finally aligns this critical industry with global climate targets. It would in fact be even stronger than the largely voluntary Paris accord, with mandatory enforcement of targets. 

Final steps for global shipping decarbonisation

In July 2023, the IMO reached agreement on a substantially strengthened greenhouse gas (GHG) emissions strategy that contained the targets the IMO is now discussing how to achieve. These included 20% emission reductions from 2008 levels by 2030 – but striving for 30% – and achieving net-zero emissions “by or around, i.e. close to” 2050. 

If countries agree on measures to achieve these targets at talks next week, it will require shipping companies to transition to using zero or near-zero fuels or alternative power sources over the next 25 years – essentially a fossil fuel phase-out in the sector. This is both necessary and possible, bringing both environmental benefits and long-term certainty and sustainability to the industry.  

Fossil fuel nations to see value of their economies shrink under new UN-agreed measure

The IMO strategy also calls for shipping companies to strive for 10% zero or near-zero emissions fuels and energy sources for ships by 2030. This wording is important because it excludes liquefied natural gas (LNG) which proponents hail as a ‘transition fuel’ but has modest emission reductions at best and a risk of lock-in.  

Energy efficiency measures are also a key part of the proposed strategy. The implementation of a Carbon Intensity Indicator has begun but is now undergoing a review. Successful energy efficiency measures are vital for reducing energy demand and also delivering important environmental co-benefits, including lower speeds which reduce underwater noise and whale strikes.  

However, the most important measures for meeting the sector’s net zero targets relate to the energy that powers the ships. This is why negotiations have been focused so far on two measures: a Global Fuel Standard and an economic measure such as a carbon price or levy. 

A global fuel standard for ships

A Global Fuel Standard would set a target or limit on the amount of GHG emissions per unit of energy for fuels. There is broad agreement on the need for a standard, but many key technical details remain to be worked out. These details can determine whether the “striving” targets will be met, what fuels and energy sources are incentivised, and whether new fuels will be sustainable and whether full life-cycle (well-to-wake) emissions of fuels are taken into account. 

A well-designed standard should provide strong incentives for the development and deployment of zero or near-zero fuels – principally e-fuels produced using renewable energy, and limit the use of LNG and biofuels with high life-cycle emissions. Strong environmental safeguards are also vital to ensure these new fuels do not result in deforestation and other negative land use impacts.  

Financing the transition

The most politically challenging issue for negotiators has been the economic measure or carbon price for the shipping sector. 

There is broad agreement that revenue is needed for two main purposes – first, to invest in new zero emission fuel sources, especially e-fuels produced using renewable electricity, and to close the price gap between these fuels and other more polluting fuels; and second, to ensure a just transition to a zero-emissions shipping sector, by helping those countries most affected by rising shipping prices resulting from higher-cost fuels, especially prices of food and other essential goods for remote islands and least developed countries. Some also want the funds to be used to support broader activities, like adapting to climate impacts. 

Small islands fear EU betrayal over shipping emissions levy

The majority of countries participating in the talks, and many shipping sector bodies and environmental observer groups, have supported a broad-based carbon price on shipping emissions, although there are a wide range of views on the amount of the levy, ranging from around $18 to $150 per tonne of CO2e emissions. Other countries, especially some large developing economies that depend on shipping for exports of basic commodities, are strongly opposed to a universal levy, but are open to designing the fuel standard in a way that can generate some amount of revenue. 

Agreement on financing mechanism is essential 

Whatever the final design, it is vital that the agreed measures generate sufficient and predictable financing to ensure a just transition in the sector and to accelerate the production of zero and near-zero GHG emission fuels, especially e-fuels. Some form of levy is likely to be agreed as part of the Global Fuel Standard mechanism, if not as a stand-alone carbon price.

The IMO’s ability to reach an agreement by April 11 will likely hinge on a resolution of this contentious issue. Success here would not only be a step forward for shipping, but could also send a strong signal about the enduring power of multilateralism. This high-stakes negotiation comes at a very sensitive time for the international community with cooperation seemingly at a low ebb. 

In this context, an agreement to decarbonise a key global sector would send a positive signal to countries now developing their national climate plans under the Paris Agreement, and to COP30 in November in Brazil, where key decisions must be made  on the next steps for global efforts to combat climate change.  

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Landmark deal to put shipping on course for net-zero is in sight

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Energy transition policymaking must evolve to fit an age of rupture

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Andreas Sieber is head of political strategy at 350.0g. Cat Abreu is director of the International Climate Politics Hub.

From the US abduction of Venezuela’s president at the start of this year to the Iran war which rumbles on, disruption is the new normal for global geopolitics, more often than not linked to conflict over supplies of oil and gas. 

Events so far in 2026 – driven largely by the desire of the Trump administration to grab control of fossil fuels around the world – show that the climate community’s approach to energy diplomacy will have to evolve if we are to operate effectively and push for climate action in such a volatile landscape.

Today’s climate and energy governance must be able to cope with trade wars, genocide, fascism, spiralling inequality and challenges to multilateralism. The increasingly dominant paradigms of economic competitiveness, energy security and green industrialisation can help drive the transition but they also challenge our collective mission to deliver an equitable green shift.

US-China rivalry dominates

Longer-term geopolitical trends that are seeing power move from West to East and North to South have fuelled a US–China “superpower rivalry”, which is pulling the global economy apart and reining in trade.

A key question will be how the fracture “lines” are drawn: by the US and China, or also by other countries or blocs? Many governments will try to remain “in the middle” between the two giants to capture economic gains from both sides. Yet despite the language of “strategic autonomy”, Washington and Beijing may be in a position to force choices via market access, export controls and sanctions.

    At first glance, this may not seem particularly relevant for climate and energy politics. But Huawei’s exclusion from 5G operations across the political West and India following the so-called Clean Network Campaign by the US government serves as a warning of what could happen to climate green tech.

    And the recent debate to cut out Chinese inverters from European markets follows the same pattern – US security forces perceive a risk and start encouraging their allies to drop Chinese technology.

    The new drivers: competition and security

    Despite this fracturing geopolitical and economic context, energy transition is still happening. To ensure it is effective and equitable, we need to understand what is driving it and how to adapt climate politics so that it better responds to these drivers.

    Put simply, China is supplying the world with low-cost renewables (roughly 60% of critical wind and 80% of solar components), batteries, EVs and other key elements. Other countries now also want their piece of the green tech pie and are forming industrial policies to get it.

    It is this new competitiveness-driven logic that will shape the quest for decarbonisation, which has shifted from cooperating around the cost of tackling climate change to rivalry for the benefits of climate action.

    Over 90% of new renewables projects are now cheaper than fossil alternatives. Gas-fired power is 3–4 times more expensive than solar and wind. In 2015, most decarbonisation policies were “traditional” emissions-cutting strategies like carbon pricing or net zero dates, whereas green industrial policies now underpin the majority.

    Iran war could boost fossil fuel phase-out push, says Colombian minister

    Meanwhile, security has become a central driver of energy politics. We are living through the second major fossil fuel crisis in just four years. Elevated oil and gas prices will impose up to $1 trillion in additional costs on the global economy by the end of the year if disruption continues in the Strait of Hormuz. Fossil fuel supply chains have exposed countries to conflict, coercion and brutal price shocks.

    Fossil fuel volatility destabilises whole economies – higher fuel costs drive up food prices, increase political instability, and push millions into poverty and hunger. This incentivises governments to shield themselves from global shocks, especially in countries that are net fossil fuel importers and home to roughly three-quarters of the world’s population. 

    Yet security fears can cut both ways. The same instability that makes fossil fuel dependence untenable is also sharpening concern over China’s dominance of critical clean technologies and supply chains.

    Equity, cooperation and the opportunity for change

    Developing countries benefit from the rapid uptake of renewables enabled by low-cost Chinese technologies. But significant fiscal space and public investment is needed for the electricity grids and infrastructure required to fully unleash the energy transition, as well as for green industrialisation to diversify revenue streams.

    Despite this, industrial-scale domestic production and ownership often remain out of reach for too many countries that lack the fiscal space to allow green supply chains to flourish and compete with their traditional industrial base. But more just and diversified green tech supply chains could be achieved with concomitant support.

    Can giant batteries unlock Africa’s green industrial future?

    For the first time in decades, the international order is being substantially reshaped. If within this context, decarbonisation is increasingly driven by green industrial policy, energy security and competitiveness, the climate policy community must better anticipate where these debates are moving. We must speak the same language, and enter the forums where decisions are made, including security, trade and bilateral or trilateral spaces.

    We should build on an enlightened self interest recognising that cooperation remains essential and beneficial. This includes using the UN climate process differently: less as an ever-expanding negotiation machine, and more as a space for norm-setting, political alignment and deal-making. In an age of fragmentation, effective cooperation must not only be framed as necessary but thought of as a strategically compelling source of resilience and shared advantage.

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    Extreme heat costing India’s poorest workers 2% of GDP, survey finds

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    Low-income Indian workers, many of them migrants from rural areas hit by climate change, are paying for worsening extreme heat through lost working days and health complications, with the cost equivalent to 2% of national GDP per year, new research shows.

    The International Institute of Environment and Development (IIED), a London-based think-tank, worked with local organisations to survey around 540 households of informal workers in three Indian cities: Ajmer, Delhi and Agra. Most had migrated from rural areas to find work in industries such as construction, brick-making, garment manufacturing and food packaging.

    The survey found them struggling through long working days with little access to shade, cooling, rest or water, as well as few toilets for women. And even when they go home, many live in makeshift shelters or airless cramped rooms with barely a single fan, bringing almost no respite.

    Outdoor workers are losing about 24 days of work a year due to heat, costing them nearly a tenth of their annual earnings, while indoor workers sacrifice roughly 15 days. On top of losing income, they are also bearing the cost of health problems like heat exhaustion, psychological stress and kidney damage brought on by repeated dehydration.

    If the survey’s findings are extrapolated to a national level, the IIED researchers estimate that the decline in productivity and effects of kidney disease combined add up to lost wages of $78 billion each year.

      Vishram Meena, 45, from Alwar in Rajasthan, has worked on construction sites in Ajmer for more than a decade, toiling for 10 to 12 hours a day carrying materials and mixing cement in the full sun.

      In May 2024, on one of the hottest days, he collapsed after feeling dizzy and suffering a nosebleed. His wife and colleagues managed to get him to hospital where he was diagnosed with heat stroke. He has since returned to the same building work because the family needs the money.

      “I went back because what else could I do? We are not machines. We are human beings. The heat is killing us slowly,” he was quoted as saying in a report on the survey’s findings.

      “Victorian-era” conditions

      Ritu Bharadwaj, IIED’s director of climate resilience, finance and loss and damage, described some of the stories from workers about their experiences of extreme heat as “genuinely horrifying”.

      Kusum, a tailor at a garment manufacturing and export unit in Kapashera, Delhi, recounted how the machines for ironing finished garments are in the same tiny room where workers are making the clothes, with steam and hot air building up through her shift.

      Fans are too far apart to move the air and nothing has changed in over a decade, she said, adding that “in summer, the unit feels like a furnace”.

      “These are Victorian-era working conditions and they’re completely unacceptable in the 21st century,” said Bharadwaj. She called for stepped-up social protection from the government to pay people for days they are unable work due to heat, as well as micro-insurance schemes with payouts triggered by temperature measurements.   

      This money would help families buy food and pay medical bills when their income dips if they fall ill or cannot work their usual hours due to soaring temperatures.

      Climate change-driven heatwaves hit Delhi’s Red Fort market traders

      The aim of the IIED study, Bharadwaj added, is to get policy-makers’ attention by showing the scale of damage extreme heat is doing to India’s GDP in an economy whose growth relies on service-led industries. “If the workers within them start falling sick, you know it’s the economic growth which is going to get impacted,” she told a webinar to present the research.

      “Whether [policymakers] care about the workers or not, at least they would care about the GDP, and therefore then invest in their care,” she explained.

      Labour code leaves out heat

      However, Bharadwaj noted that a 2026 reform to India’s labour law bringing a range of regulations together in one code does not include heat-related protections for workers and only applies to businesses above a certain size. She urged the government to introduce a temperature threshold above which all workers would be able to stop their activities.

      IIED and its partners have also carried out a similar study in Bangladesh which will be published later this month, showing that extreme heat is costing its workforce the equivalent of nearly 1.4% of GDP.

      Shakirul Islam, chairperson of the Ovibashi Karmi Unnayan Program (OKUP) in Bangladesh, said the government had introduced stricter safety policies for garment-making companies after the Rana Plaza complex collapsed in 2013. But, he said, these rules are rarely followed by manufacturers, especially at the level of smaller subcontractors.

      The workers’ welfare centres that do exist are open mainly during work hours so they are difficult to visit. Some companies also make saline water available for heat stress, which is no good for those with high blood pressure, he noted.

      For Indian women workers, a just transition means surviving climate impacts with dignity

      Archana Shukla Mukherjee, CEO of India’s Change Alliance, which also partnered with IIED on the survey, said it was time to hold both the government and businesses accountable for finding solutions to the intensifying problem of extreme heat’s effects on workers.

      She said that employee state insurance schemes should identify heat stroke as an occupational disease while companies along the whole supply chain should start putting in place heat protection measures, including for informal workers and migrants.

      If the tools and mechanisms available to help workers do not reach the most vulnerable and marginalised people, “then I think we are not doing something right,” she said.

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      Top maritime court rejects bid to halt UN deep-sea mining inquiry

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      A United Nations investigation into deep-sea mining firms will continue after the world’s top maritime court rejected their bid to suspend the inquiry triggered by a US-backed push to extract critical minerals from the ocean floor.

      In two orders issued on Saturday, the International Tribunal for the Law of the Sea (ITLOS) declined to halt an inquiry launched by the International Seabed Authority (ISA) into whether permit holders, including Tonga Offshore Mining Ltd (TOML) and Nauru Ocean Resources Inc (NORI), have breached their obligations under UN exploration contracts.

      The two companies are subsidiaries of Canadian firm The Metals Company (TMC), which earlier this year sought permits from the United States to commercially mine the deep seabed in an area already covered by its UN exploration licences, bypassing the ISA’s regulatory process.

      The inquiry was opened after TMC’s move raised questions over whether its subsidiaries had complied with their contractual obligations to the ISA, which regulates mining in international waters under the UN Convention on the Law of the Sea. TOML and NORI sued the ISA last June for allegedly targeting them “in breach of due process” and without “good faith”.

        While allowing the inquiry to proceed, the court ordered the ISA to ensure the companies receive due process. Judges said the regulator must explain the factual and legal basis of its inquiry, clarify the procedures being followed and provide TOML and NORI with a meaningful opportunity to respond.

        The companies seeks to mine an area called the Clarion-Clipperton Zone, which holds vast reserves of critical minerals like nickel, manganese and rare earths but is also home to a little-studied deep ocean ecosystem with thousands of unnamed species.

        In response to the court’s ruling, the ISA welcomed the decision, saying the inquiry “remains in effect” and would continue “with due regard to all applicable legal requirements”.

        Last week, during an annual meeting of its member governments, ISA secretary-general Leticia Carvalho said the resources in the ocean floor are “the common heritage of humankind” and upheld the agency’s role as “more important than ever”.

        TMC also welcomed the court decision in a statement and claimed that judges ruled to “protect the rights of TMC subsidiaries”.

        “Contractors like NORI and TOML, who have together spent hundreds of millions of dollars on the promise of a fair regulatory framework, should be informed of the factual and legal basis of any non-compliance inquiries, understand the procedure being applied, and receive a meaningful opportunity to respond,” said Gerard Barron, CEO of The Metals Company.

        Iridogorgia and bamboo coral pictured around the Johnston Atoll Unit of the Pacific Remote Islands Marine National Monument (Photo: NOAA Office of Ocean Exploration and Research)

        Environmental groups said the ruling allows scrutiny of the companies’ actions to continue.

        Louisa Casson, deep-sea mining campaigner with Greenpeace, said the “entire litigation has been an egregious waste of time and money”, which was part of the industry’s “textbook distraction tactic” meant to delay the consequences of the inquiry.

        “If the inquiry confirms that TMC’s subsidiaries are breaching their contracts, governments must send the strongest possible signal that complicity in unlawful deep sea mining will not be tolerated,” she said.

        While investigation is still ongoing, NORI’s contract is set to expire this week and is up for review. Governments asked the ISA to report back and make “make appropriate recommendations” by the next ISA assembly, its main decision-making body set to take place next week from July 27 to 31.

        The court ordered both the ISA and TMC to submit a report on how they complied with the ruling by August 31, and called on both to “cooperate and refrain from any action that might lead to
        aggravating the dispute”.

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