SSI Impact: News from our journey to 2040

The SSI Newsletter is published quarterly and is the place to find news from the SSI community, our partners and the impact of our collective work along our journey to a sustainable shipping industry by 2040.

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SSI Report: The role of sustainable biofuels in shipping's decarbonisation

The Role of Sustainable Biofuels in the Decarbonisation of Shipping: The findings of an inquiry into the sustainability and availability of biofuels for shipping outlines the findings of an inquiry commissioned by the SSI, reflecting a stakeholder consultation process facilitated by SSI member Forum for the Future to explore the potential role (if any) of biofuels in the decarbonisation of shipping. Forum for the Future conducted the desktop literature review as well as facilitated stakeholder consultations, and put forward a draft of preliminary key findings on which the conclusions were drawn by the SSI membership.

The process was guided by SSI’s Decarbonisation Working Group, whose members played an integral role throughout the consultations. It also benefited from the active engagement and contributions from speakers and participants of the seminars, webinar and Climate Week NYC event.

The report was launched at the 2019 United Nations Climate Change Conference, COP25 (Madrid, 11 December 2019).

Scan the QR code to access the full report or click the links below to download the files in pdf.

Flyer (pdf, 2 MB)
Executive Summary (pdf, 7 MB)
Full report (pdf, 6 MB)

Press release


SSI shares key issues emerging from biofuels inquiry with IMO Intersessional Working Group

On 15 November SSI delivered a presentation at the 6th session of the International Maritime Organization's Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 6) in London, during a slot sponsored by SSI member WWF.

Anthony Field of WWF, Katharine Palmer of Lloyd's Register and SSI ED Andrew Stephens shared some of the key issues emerging throughout our inquiry on the role of biofuels in shipping's decarbonisation. The session was an opportunity to obtain final feedback during the final stages of the inquiry before the report is launched in December at COP25.

SSI slide deck available here

The ISWG-GHG 6 meeting took place during 11-15 November, which proved to be a full week that saw IMO make progress in pushing forward their targets on reducing GHG emissions including agreement on the establishment of a dedicated workstream for the development of lifecycle GHG/carbon intensity guidelines for all relevant types of fuels:

Alternative fuels
"With a longer-term perspective, and in order to encourage the uptake of alternative low- and zero-carbon fuels in the shipping sector, the Working Group also agreed on the establishment of a dedicated workstream for the development of lifecycle GHG/carbon intensity guidelines for all relevant types of fuels. This could include, for example, biofuels, electro-/synthetic fuels such as hydrogen or ammonia, etc. Many participants to the meeting highlighted the importance of undertaking this work as soon as possible, in order to pave the way for the decarbonization of the shipping industry."

The next ISWG-GHG session will be held on 23-27 March 2020, the week before the next meeting of IMO's Marine Environment and Protection Committee (MEPC) which is expected to establish a Working Group on Reduction of GHG Emissions from Ships. In October 2020 the MEPC is expected to receive the completed Fourth IMO GHG Study.

More on ISWG-GHG 6

More on SSI's inquiry into the role of sustainable biofuels in shipping's decarbonisation


IMO 2020 & Alternative fuels: SSI shares perspectives on biofuels as one the alternative fuel options

SSI ED Andrew Stephens at IMO's Symposium as part of the day 2's session
on the role of alternative fuels in decarbonisation of the shipping industry

On 17-18 October 2019 the Symposium on IMO 2020 and Alternative Fuels was held at the International Maritime Organization in London. The 1.5 day event aimed to raise awareness and to take stock of the preparations for IMO 2020 as well as to discuss the role of alternative fuels in the decarbonisation of shipping.

SSI Executive Director Andrew Stephens spoke on day 2 which looked at the role of alternative fuels, as part of the session 'Stakeholder perspectives on alternative fuels and decarbonization of the shipping industry'. Chaired by Edmund Hughes of the IMO, SSI spoke alongside distinguished panelists representing DNV GL, the Malaysian Government and Shell.

SSI's presentation: 'Is there a role for biofuels in shipping's decarbonisation?'
Audio file for day 2 of the Symposium on the role of alternative fuels in decarbonisation of the shipping industry
Full programme and presentations at the Symposium


Seminar 2: What is the potential availability of sustainable biofuels for shipping?

SSI is holding a series of seminars and webinars to investigate the sustainability and availability of biofuels for shipping. We recognise that a number of questions surround the current, and potential future, sustainability and availability of biofuels – and we want to build a better understanding of the issues at play before deciding whether and how to proceed.

On 11 July SSI held a seminar on the availability of sustainable biofuels for shipping, hosted by Maersk at the International Maritime Organization. Facilitated by Forum for the Future, the seminar provided an opportunity for a diverse range of views to be expressed on the key questions raised, providing rich insights and debate.

This seminar aimed to provide clarity to the shipping industry as to why there is such a wide range of estimates of the future availability of sustainable biofuel and the implications of these various estimates for the decarbonisation of the shipping sector. Finally it will give stakeholders the opportunity to offer insight and discuss whether sufficient sustainable biofuel will become available to meet the needs of the shipping sector.

Among the rich insights and diverse range of views expressed on the key questions raised, the seminar raised the following points:

  • There is significant variation in projected future availability of feedstock – although there was agreement that the highest estimates (beyond 100 EJ) can largely be discounted as practically unfeasible.
  • Conversely, it was considered likely/reasonable that availability of the order of magnitude of 50EJ could become available (if there is a major societal push to make it so).  This would not just be available for shipping however – but to all potential competing industries/uses.
  • And while shipping, as a ‘hard-to-decarbonise’ sector, might make a case for preferential access – arguments can also be made that end-uses that result in this feedstock being ‘stored’ (ie, in materials) rather than combusted (as fuel) should be prioritised, on the assumption that this has a greater effect on lowering the concentration of atmospheric carbon dioxide. 
  • If others sectors are demanding biomass at scale then shipping is unlikely to be able to meet all its future energy sources from biogenic feedstocks. Therefore, there is potentially a different approach needed in the shorter term to develop and use the surplus biomass whilst developing non-biogenic decarbonisation technologies ready to enter fleets at the right point. 
  • In terms of that timing, participants suggested that all new ships coming ‘online’ from around 2030 will have to be zero-carbon to fully decarbonise by 2050 at the latest and thus are likely to rely on new, post-biofuel technology.
  • It’s not yet clear that (cost-effective) zero-carbon propulsion technology will be available by 2030 however – and it will only become available if significant efforts are made now to ensure it (requiring everything from strong policy; advocacy in support of such policy; creating strong market signals; etc)
  • The result of this transition management approach would see new vessels be zero carbon without biofuels whilst there is an ongoing but declining role for biofuels to power the existing shipping fleet until its end-of-life.
  • Indeed, the major availability question facing shipping might be whether there will be enough to make a significant dent in shipping over the next decade, rather than whether there will be an eventual cap? (ie will there be sufficient biofuel to enable shipping to improve in the coming decade, rather than will there be too little for shipping to make a wholesale switch in the decades to come)?

Presentations delivered at the seminar

Sustainable biomass potentials and competing uses
Uwe R. Fritsche, Scientific Director, IINAS
Task 40 Deployment Lead & Task 45 Sustainability Co-Lead

Biomass in a low-carbon economy
Jenny Hill, Head of buildings, industry and bioenergy, UK Committee on Climate Change

Research Insights from DBFZ
Alexandra Pfeiffer, KatjaOehmichen, André Brosowski, Stefan Majer

Global Biomass Resource Availability & Trade Flows for Bioenergy
Dr. Andrew Welfle, University of Manchester

Alternative Fuels in Shipping
Environmental Defense Fund

IMO Photo credit: Mark Lutes, WWF


Creating a new norm for responsible ship recycling

Click here to see the original article published in Maritime Risk International.

Andrew Stephens and Nicole Rencoret, at SSI, outline the issues facing the ship recycling sector and reflect voices from the industry

In May 2018 Maritime Risk International published a story, “A call for clarity”, on the newly launched Ship Recycling Transparency Initiative (SRTI). Since then, the SRTI’s online platform – shiprecyclingtransparency.org – has gone live, with 14 sustainable shipping leaders in the industry signing up to the initiative. Shipowners are now demonstrating their commitment to transparency and sharing information on their respective approaches to ship recycling. 

The social and environmental risks of recycling ships are well known across and beyond the maritime sector. Shipbreaking carries significant occupational health and safety risks, as well as community health and safety exposure, not to mention risks related to a lack of access to health care, wages, working hours, collective bargaining and freedom of association.

Little traction in global ship recycling regulation 
In the past year, little headway has been made in the way of global regulation beyond the Basel Convention, IMO guidelines for the development of the ship recycling plan and ILO guidelines on health and safety in shipbreaking. This year marks 10 years passing since the adoption of the Hong Kong Convention, yet it still is not yet in force. (The Convention was adopted on 15 May 2009, with its entry into force expected 24 months after ratification by 15 states, representing 40 per cent of world merchant shipping by gross tonnage.)

“For too long, EU vessels have been dismantled in poor environmental and social conditions. This is not acceptable any longer. The full entry into force of the EU Regulation on ship recycling is a milestone for this sector, as it provides for the first time clear and specific rules on how EU-flagged vessels should be recycled. Like other recycling activities, ship recycling can be carried out sustainably, in a way which is good for workers, the environment and the economy.”

Karmenu Vella, EU Commissioner for Environment, Maritime Affairs and Fisheries

At the regional level however, we are seeing progress in the form of the EU Ship Recycling Regulation – the only legally binding and comprehensive instrument on ship recycling in force in the world today, in effect from 31 December 2018. The recycling of all large sea-going vessels sailing under an EU flag can only take place in yards included in a list of ship recycling facilities, comprising 26 yards in the EU, Turkey and the US. (The most recent list was issued on 6 December 2018. Drawn up by the European Commission in close cooperation with the EU member states, the list is regularly updated to include yards complying with strict safety and environmental standards. The Commission is currently assessing applications to join the EU list from more than 20 additional yards, located mostly in India and Turkey.)

The lack of a consistently-applied, legally binding framework means that shipowners, ship recyclers and other stakeholders in the ship recycling value chain continue using different approaches. The current industry narrative does not offer many business incentives for responsible ship recycling: good practice does not always get rewarded and bad practice can often go unchecked. The result is uneven playing field for many shipowners.

Creating fair competition through transparency
With transparency comes accountability; it is impossible to be held accountable without being transparent. We have seen how transparency has moved the goal posts and significantly accelerated progress in other industries. Demanding shipowners’ transparency as a minimum is key to demonstrate progress on how far the industry has come in ship recycling, supporting improvements in performance and increasing overall trust.

"Most ship recycling still happens under unacceptable standards. In the absence of effective regulation the market must act to raise the standards and to enable a level playing field.”

Søren Toft, Chief Operating Officer, A.P. Moeller-Maersk

Being transparent about their ship recycling policies and practices will create fair competition, raise the bar for current practice and enable the shipping industry to be held to account. If shipowners are forthcoming and disclose information on their ship recycling policies and practices, investors and lenders, cargo owners and customers are more likely to choose their services over their non-transparent peers. For many, it comes down to making strategic choices as a matter of risk management.

“The Ship Recycling Transparency Initiative empowers those who invest in or buy services from shipping companies to make informed decisions on vessel recycling. With the SRTI they can demand transparency, helping them ensure they do business with companies that recycle responsibly, rather than those which continue with practices that have horrifying human and environmental consequences. It is unthinkable that change won’t be driven with such knowledge. It also sends a clear signal to tonnage providers on the new normal.”

Craig Jasienski, President and CEO, Wallenius Wilhelmsen

Ship recycling is a complex issue and it’s easy to throw one’s hands in the air and give up. But there issomething that can be done, and the onus remains on the shipping industry to be proactive in changing the existing industry narrative. Shipowners need to take responsibility for their vessels; financial stakeholders and cargo owners need to also play their part, by demanding shipowners’ transparency and using this knowledge for their decisions on the business partners with whom they engage.

“CNCo [The China Navigation Company] believes that if more stakeholders in the shipping value chain share their practices transparently then it will be clear what best practices are possible, and at what level of commitment, and thus how standards can be raised globally for the benefit of all. This Ship Recycling Transparency Initiative does not seek to set any standards, but does provide concrete evidence of what is possible, what is practically being done, and thus allows other stakeholders to select those that are aligned with their own positions and aspirations to be responsible and sustainable.”

James Woodrow, Managing Director, The China Navigation Company 

Knowledge is power, and with knowledge comes responsibility
The SRTI is a one-stop-shop online platform to share information on ship recycling based on key disclosure criteria developed jointly by key industry stakeholders. It aims to accelerate a voluntary market driven approach to responsible ship recycling practices through transparency; and subsequently to influence and improve the decision making about ship recycling, creating an industry-wide level playing field. Shipowners voluntarily disclose their approach to ship recycling, while cargo owners and investors can access this information to better inform their decision-making.

“As a service provider for responsible investments, we see that it is important for our institutional investor clients to ensure that investee companies address both environmental and social risks in ship recycling. This platform facilitates making informed investment decision and is at the same time a good driver for companies within the ship recycling industry to improve performance and transparency, making it beneficial for all parties.”

Hanna Roberts, CEO, GES International/Sustainalytics

The SRTI is not a performance standard nor rating exercise; rather, the online platform serves as a tool that allows ship owners to voluntarily disclose their approach to ship recycling. The data shared through the online platform is allowed to tell its own story.

Cargo owners such as retailers and manufacturers, and financial stakeholders such as investors, banks and lenders can use the SRTI online platform to access this information and inform their sourcing- and investment-related decisions. They can reduce brand risk, align their investments with the views of their customers and be accountable for their supply chain. The SRTI can be built into existing supplier codes of conduct and sustainability strategies and can be used as required criteria for consideration in procurement decision-making processes.

Industry leaders join in demanding transparency across the shipping value chain
The SRTI is an independent initiative hosted by the Sustainable Shipping Initiative, reflecting a collective effort that brings together the shipping industry, investors, cargo owners and broader stakeholders in an effort to improve all aspects of ship recycling policy, practice and performance. It already has the support of a number of leaders from across the shipping value chain including A P Moeller-Maersk, The China Navigation Company, GES International, Hapag Lloyd, Lloyd’s Register, NORDEN, Nykredit, Standard Chartered Bank, Stolt Tankers and Wallenius Wilhelmsen.

“Ship recycling is a complex issue. Lloyd’s Register has worked with a number of responsible vessel owners who want to take action and improve their own responsible recycling practices. To make this the new norm, it requires wider collaboration across the value chain.”

Nick Brown,Marine and Offshore Director, Lloyd’s Register

2019 Informa plc. This article first appeared in Maritime Risk International, February 2019, pp12-13.


Why should shipping reduce its GHG emissions?

Looking for a short & sweet – and compelling – argument for why shipping should reduce its GHG emissions? This Q&A with UNCTAD experts Hassiba Benamara and Frida Youssef makes the case for the responsibility maritime transport has to the environment.

Originally published on the UNCTAD website

Q: What is the carbon footprint of shipping?

A: In 2012, total shipping emissions were estimated at approximately 938 million tonnes of CO2. This represented 2.6% of global CO2emissions. International shipping is estimated to have emitted 796 million tonnes of CO2 which represented 2.2% of the world total (IMO Third GHG Study 2014).  To put things in perspective and for comparison, carbon dioxide emissions from international shipping are comparable to the emissions attributed to Germany (802 million tonnes in 2016), the 6th world CO2 emitter (Global Carbon Atlas, 2017).

Q: How does shipping compare to other modes of transport?

A: Maritime transport compares favourably to other modes of transport, both in terms of fuel efficiency and GHG emissions (per unit/tonne-kilometre). However, there is significant potential for an increasing carbon footprint in view of the heavy reliance of international shipping on oil for propulsion and the expected growth in world demand for shipping services driven by expanding global population and trade.

Q: How are GHG emissions from shipping expected to evolve?

A: Without mitigating actions, carbon emissions from the sector can be expected to increase and, therefore, undermine the sustainability objective. Forecast scenarios for the medium term suggest that, under a business as usual scenario, maritime carbon emissions could increase by 50–250% by 2050, depending on economic growth and global energy demand (IMO Third GHG Study 2014).

Shipping, therefore, has a crucial role in helping to achieve the internationally agreed goal in the Paris Agreement of limiting the global average temperature increase to below 2°C above pre-industrial levels.

Q: How are the emissions from international shipping dealt with under the Kyoto Protocol?

A: Greenhouse gas emissions from international shipping – which is estimated to carry over 80% of world trade by volume and over 70% by value – are not covered under the Kyoto Protocol.

Q: Why is it difficult to regulate GHG emissions from shipping?

A: One major difficulty associated with regulating GHG emissions from international shipping relates to the inherent complexity of this sector.

GHG emissions from international shipping are mainly generated outside national boundaries and ships may be linked to different nations through registration, beneficial ownership and operation. The calculation of emissions and their attribution to countries is therefore complex.

Q: What is the international community doing to address the problem?

A: The Kyoto Protocol delegated work on limiting or reducing GHG emissions from marine bunker fuels to the IMO. In 2016, the IMO adopted a mandatory data collection system for fuel consumption by ships and a roadmap for developing a comprehensive IMO strategy on the reduction of GHG emissions from ships.

In April 2018, the IMO adopted an initial strategy on this matter, which aims at the reduction of total annual GHG emissions from ships by at least 50% by 2050, compared with 2008, and includes quantitative reduction targets through 2050, with short-term, midterm and long-term policy measures to help achieve the targets.

Under the initial strategy, market-based measures may be potential midterm measures, to be agreed upon in 2023–2030. Various considerations need to be addressed, including the potential implications of market-based measures for transport costs and trade competitiveness, in particular in developing countries, including small island developing States and landlocked developing countries.

Photo: UNCTAD


United for Wildlife Transport Taskforce Buckingham Palace Declaration

United for Wildlife is a collaborative effort by seven international conservation organisations to tackle illegal wildlife trade. The organisations were brought together by HRH the Duke of Cambridge through his work with the Royal Foundation.

In March 2016 the Sustainable Shipping Initiative became one of the founding signatories to the United for Wildlife Transport Taskforce Buckingham Palace Declaration, which outlines the steps necessary to close shipping routes to traffickers in the illegal wildlife trade. The Declaration is an agreement that seeks to combat the IWT from within the shipping industry itself, and now has over 80 signatories.

Alastair Fischbacher, CEO of the Sustainable Shipping Initiative at the time the SSI signed the declaration, said:

“The Declaration is a welcome and necessary step in the fight against illegal wildlife trafficking. The SSI wholeheartedly supports its aims, and it is an example of how shipping can take ownership and responsibility for improving wider areas of sustainability, working together and helping other transportation and conservation industries, along with local communities, to make a substantial difference on important global issues, such as the fight against illegal wildlife trafficking.”

Zero tolerance policy

The Sustainable Shipping Initiative will never knowingly enable or facilitate activities pertaining to the illegal wildlife trade. The SSI promote the same zero tolerance to the illegal wildlife trade amongst our membership.

For more information on the work of United for Wildlife visit  https://www.unitedforwildlife.org

To see the current signatories to the Buckingham Palace Declaration click here Declaration Signatories 


SSI General Manager Tom Holmer Reflects on Shipping Ambition 1.5C Summit

The shipping industry took a positive step forward towards a decarbonised future at the landmark Shipping Ambition 1.5°C summit in Bonn last week, which ran alongside the UNFCCC COP23 climate conference. The SSI was present as one of the key advisers to the summit, with SSI members Lloyd’s Register and RightShip as co-organisers, as well as 150 other ambitious, commercially-savvy leaders, strategists, and entrepreneurs from the shipping industry; all contributing to the debate to develop a draft Action Plan to map out how shipping can contribute to its fair share of GHG reductions, and decarbonise as quickly as possible.

Converting aspirations to action is critical and the summit identified areas where real progress can be made right now. Two key themes emerged for me; the importance of developing a “coalition of the willing” and transparency.

The “coalition of the willing” consists of those companies and organisations who are driving for higher standards now, and getting ahead of regulation. There is already a very broad coalition within the industry, committed to cross-stakeholder engagement, and it is incumbent on each of us to persuade others to join. There is acknowledgement that we need to develop more global forums based on focused working groups, including an Asia advocacy group. And there will also be enhanced collaboration between think-tanks and NGOs to provide the best use of resources, such as research and intelligence on a global basis, including in developing countries to share ideas, learnings and drive change.

Data emission transparency is a major challenge and has always held back by commercial considerations. The EU’s Monitoring, Reporting and Verification (MRV) and the IMO’s system which come into force in 2018 and 2019 respectively will go some way to providing ship operators with the information they need to make informed choices about their vessel selection. Shipping Ambition will take this further and define transparency and drive the adoption of that transparency in relation to emissions and operational data.

GHG emissions reduction has always been a critical part of the SSI’s Roadmap for developing a sustainable shipping industry. The enthusiasm for change at Bonn was genuinely uplifting and provides further encouragement and incentive for us all to work together for a better future.


The Sustainable Shipping Initiative hosts 3rd annual Roundtable on Sustainable Ship Recycling

SSI driving and mediating meaningful debate with key industry stakeholders to progress sustainable ship recycling

London – 1st March 2017 – The Sustainable Shipping Initiative (“SSI”), a pioneering coalition of companies from across the global shipping industry, announced that it is holding its 3rd annual Roundtable on Sustainable Ship Recycling in Singapore today.

The roundtable event will be attended by key industry stakeholders, including members of the SSI, as well as an increased number of delegates from NGOs, industry bodies, class societies, regulatory bodies and ship owners. In addition to those who attended last year, invitations have been extended to recycling yards in China, Turkey and the USA, which are certified as compliant with the Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships (HKC).

Led by the SSI, delegates will discuss and debate the complex challenges and barriers facing the industry in its pursuit of sustainable ship recycling, and crucially, how they can be overcome. The SSI has a working group dedicated to improving the health, safety and environmental standards currently associated with ship recycling, and goals for their improvement are a key element of the SSI’s Roadmap for sustainability, launched in 2016.

The SSI’s work on sustainable ship recycling also compliments the aims of the United Nations Sustainable Development Goals, a key focus of the SSI moving forwards. The related goals include Goal 14, to conserve and sustainably use the oceans, seas and marine resources, and Goal 8, to ensure decent work for all.

Ian Petty, General Manager, the Sustainable Shipping Initiative, said:

“This is the SSI’s third roundtable dedicated to making progress in achieving sustainable ship recycling, and building on the outcomes accomplished at our previous events. This year, we have more attendees than ever, from a wider range of organisations relevant to the issue of sustainable ship recycling, and we look forward to making further progress in driving change and overcoming the complex barriers and challenges.”

The roundtable, held under the Chatham House rule, will focus on how further improvements can be made at and around ship recycling facilities (SRF) in critical areas such as health, safety, social conditions and governance, beyond the basic compliance with the Hong Kong Convention. The delegates will also discuss how the progress and improvements that have been made to date can be standardised and sustainably maintained over the long-term.

Since the last Roundtable, held in Dubai last March, the HKC has moved closer to being formally ratified, with Denmark and Panama both agreeing to sign the convention, and India announcing its intention to do the same in 2017. In addition, an increased number of yards have received Statements of Compliance with the HKC, with more yards working towards the same goal. While this shift demonstrates the progression that has been made within the industry, more work needs to be done to further improve the safety, environmental and social conditions associated with ship recycling.

Ian Petty concluded:

“Despite the progress that has been made, ship recycling remains an incredibly complex issue with differing opinions on how and where developments should be made.  It is therefore vital that we create a forum where these important discussions can be held, and where the SSI and its members can actively work with key stakeholders to drive progress in an area that is so integral to delivering a sustainable shipping industry by 2040.”

-ends-

Notes to Editor

About the Sustainable Shipping Initiative
The Sustainable Shipping Initiative (SSI) is an ambitious coalition of shipping leaders from around the world that is taking practical steps to tackle some of the sector’s greatest opportunities and challenges. The group is working to achieve a vision of an industry in which sustainability equals success.

It is the first time the shipping industry has joined forces on such a cooperative global scale to tackle big sustainability issues. The ultimate goal is to show that collaborative action is possible, and to mobilise support across the industry, demonstrating that shipping can contribute to – and thrive in – a sustainable future.

The cross-industry SSI has members from a number of companies representing ship owners and charterers, shipbuilders, engineers and service providers, banking and classification societies. Member companies include ABN AMRO, AkzoNobel, Bunge, Cargill, China Navigation Company, IMC, Lloyd’s Register, Maersk Line, U-Ming Marine Transport Corporation and Wärtsilä.

In September 2013 the SSI became an independent charity. The SSI was initially facilitated by global sustainability non-profit Forum for the Future in conjunction with WWF, the global conservation NGO. Forum for the Future and WWF remain as SSI NGO members.

About the United Nations Sustainable Development Goals

The UN’s 2030 Agenda for Sustainable Development, consisting of 17 Sustainable Development Goals officially entered into force in January 2016. They encourage industry to play a vital role in achieving the specified targets, and in light of this the SSI is taking a position that the shipping industry can help deliver specific targets. In doing so the SSI is ensuring that its work going forward not only meets its own vision for a sustainable shipping industry by 2040, but also contributes to the UN Sustainable Development Goals.

For further information, please contact:

Nick Blythe

BLUE Communications

T: + 44 (0) 7917 138 723

E: nick@blue-comms.com