IMO net-zero target: How are marine terminals adapting and contributing?

Introduction

The International Maritime Organization (IMO) has put an ambitious goal on the table: to achieve net-zero emissions in international shipping by 2050. And this is not a whim. The urgency of reducing greenhouse gases (GHG) is imperative and the maritime sector, which accounts for about 3% of global emissions according to a document issued by the IMO in 2023.

Consider that this is an industry that, although it may not seem so, moves more than 80% of world trade (UNCTAD, 2021). It is the circulatory system of the global economy. But also, and here is the dilemma, it has a considerable environmental impact, and this makes it a target for environmental groups and organizations to constantly demand demands for a medium-term solution. Keeping this machinery running without polluting is not easy. It requires a profound transformation, yes, but also a balanced one. One that is sustainable without neglecting either the stability of trade or equity between countries.

And in this transition, marine terminals are not just spectators. They are protagonists. As key points in the logistics chain, they have the capacity – and the responsibility – to adapt. How? By modernizing their operations, adopting clean technologies and, very importantly, cooperating at the international level.

IMO’s regulatory framework: implications for ports

IMO defined its initial strategy in 2018 and, after a review in 2023, tightened the targets: to cut emissions by 20-30% by 2030, and up to 80% by 2040, based on 2008 levels (IMO, 2023a). In addition, by 2030, at least 5% of the sector’s energy consumption should come from zero- or near-zero-emission technologies or fuels.

Table 1. Indicative targets and checkpoints of the IMO 2023 Strategy on the reduction of GHG emissions from ships.

Target year	Reduction type	Percentage reduction (vs. 2008)	Notes
2030	Intensity	At least 40%
2030	Fuel adoption	At least 5%, striving for 10%	Zero or near-zero GHG emissions
2030	Total emissions	At least 20%, striving for 30%
2040	Total emissions	At least 70%, striving for 80%
2050	Total emissions	Net-zero or around that date

IMO’s approach is not only technical. It is also economic. Among its measures is the implementation of standards on the carbon intensity of marine fuels, and a carbon pricing system that is expected to come into force in 2027.

Although these regulations are aimed, in principle, at ships, the truth is that they have a full impact on ports. Because if there is no infrastructure on land to accompany these changes, little can be done. In addition, the IMO insists on something fundamental: the transition must be fair. This means that this transition must take into account the different realities and capacities of each country, especially the most vulnerable ones (United Nations, 2015).

Of course, this opens the door to more integrated, more humane solutions that benefit both the environment and global trade. IMO’s main goal is to achieve net-zero emissions in shipping by 2050, thus addressing its contribution to climate change.

Port adaptation: electrification, renewables and new fuels

Electrification and shore power: less smoke, more silence

Many ports are already switching from diesel engines to electricity in cranes, vehicles and cargo equipment. But there is more: they are installing OPS (“cold ironing”) systems, which allow ships while docked to switch off their engines and connect directly to the electricity grid. This reduces emissions and, in the process, improves air quality in the port area (Environmental Protection Agency, 2023; United Nations Climate Change, 2023). This technology has been highlighted as a priority option in multiple international roadmaps, such as that of the European Sea Ports Organisation (2021).

We have a clear example: the Port of Barcelona, with its Nexigen plan, aims to cut 22% of its emissions by 2030 through electrification (Port de Barcelona, 2023). And, according to CLIA, by 2028, 90% of new cruise ships will be ready to be connected to shore (Cruise Lines International Association, 2023). But for this technology to work globally, we need common standards.

Renewable energy: sun, wind and more

Several ports have started to generate their own energy with solar panels, wind turbines or even microgrids. Shanghai is already doing so, and others such as Mombasa or St. Kitts and Nevis are taking similar steps (World Bank, 2023; OAS, 2023). The strategy of ports such as Amsterdam and Antwerp, focused on renewable hydrogen, points in the same direction.

Not only does it make them more sustainable, it also makes them more resilient to outages or variations in supply. In an increasingly uncertain world where carbon emissions compliance must go to zero, that energy independence is gold.

Table 2. Examples of sustainable ports and their renewable energy projects.

Port	Type of renewable energy	Project description
Port of Shanghai	Wind and solar	It uses wind and solar energy to power parts of its port operations.
Port of Mombasa (Kenya)	Solar	It plans to build a new solar plant to supply electricity generated from renewable sources.
Port of St. Kitts and Nevis	Wind and solar	Developing a microgrid powered by renewable energy that integrates a wind turbine. Renewable wind energy is expected to reduce approximately 46% of the port’s GHG emissions.
Port of Barcelona	Solar	It has invested in photovoltaic energy projects that contribute significantly to reducing its emissions.
Port of Algeciras	Solar	It has initiated a project to install OPS systems at several of its piers.
Cartagena Port Group (Colombia)	Solar	Implementation of automatic controls for air conditioning systems and installation of a reactive energy compensation system. They are also developing sustainable mobility projects with the replacement of motorcycles with electric cars.

New forms of “bunkering”: adapt or be left behind

Traditional fuels are giving way to cleaner alternatives such as LNG, green hydrogen, ammonia, methanol or biofuels (IMO, 2023b; Advanced Biofuels Coalition, 2023; Ammonia Energy Association, 2023; Methanex Corporation, 2023). Companies such as Mærsk have already incorporated green methanol into their operational strategy, while others such as Neste are moving forward with renewable fuels.

However, it is worth noting that the transition also presents significant opportunities for marine terminals. In other words, ports that offer the necessary infrastructure and incentives for sustainable shipping can attract a growing number of environmentally conscious shipowners and operators.

This is important because the development of alternative fuel bunkering infrastructure and the possible production of green fuels can also create new sources of income and employment for port regions in the short term.

In that regard, ports should prioritize investments that can accommodate multiple fuel types and remain adaptable as the industry’s preferred decarbonization pathways become clearer. Committing too early to a single alternative fuel technology could generate stranded assets if that fuel is not widely adopted.

A more prudent approach involves investing in infrastructure that can be easily upgraded or adapted to handle different types of sustainable fuels as the market evolves. Ports such as Rotterdam and Barcelona are leading this transition. But there is no single magic solution. That is why they are betting on modular facilities, capable of adapting to different types of fuel as technology evolves (SEA-LNG, 2023). It is a bet on the future, yes, but a necessary one.

Table 3. Bunkering infrastructure for alternative fuels at various ports.

Puerto	LNG	Green hydrogen	Green ammonia	Green methanol	Biocombustibles sostenibles
Barcelona	Yes	Under exploration	Planned	Under exploration	Yes
Algeciras	Yes	Under exploration	Planned	Under exploration	Yes
Róterdam	Yes	Yes	Yes	Yes	Yes
Singapur	Yes	Under exploration	Under exploration	Under exploration	Yes
Antwerp-Brujas	Yes	Yes	Yes	Yes	Yes
Los Ángeles	Yes	Under exploration	Under exploration	Under exploration	Under exploration
Long Beach	Yes	Under exploration	Under exploration	Under exploration	Under exploration
Port of Huelva	Yes	Yes	Yes	Yes	Yes
Port of Valencia	Yes	Yes	Yes	Yes	Yes
Port of Bilbao	Yes	Under exploration	Under exploration	Under exploration	Under exploration
Port of Manzanillo	In development	In development	In development	In development	Not found
Port of Cristobal	No	No	No	No	Yes
Port of Callao	No	No	No	No	Yes
Port of Cartagena	No	No	No	No	Yes

How do terminals contribute to the net-zero target?

Distributing clean fuels and rewarding good practices: Terminals not only store and distribute energy, they can also encourage the use of cleaner technologies.How? With incentives. For example, some ports already apply reduced tariffs to the most efficient ships.

In addition, many are becoming logistics hubs for green fuels, benefiting not only shipping but also the energy transition of their regions European Commission, 2023; Fuel Cell and Hydrogen Energy Association, 2023. Initiatives such as the Transatlantic Green Hydrogen Corridor also highlight the relevance of ports in the development of hydrogen infrastructure (H2Global, 2023).

Doing more with less: You don’t always need a big project to reduce emissions. Sometimes it’s enough to be smarter. Digital platforms, automation, sensors, traffic intelligence… all of these make it possible to operate more smoothly and with less wasted energy. A good example is the “just-in-time” model: ships adjust their speed to arrive when the port is ready. Less waiting, less consumption.

The importance of data: challenges and opportunities

You cannot manage what you do not measure. That is why it is important for terminals to measure their own emissions: from the energy they use to the services they provide to ships. Tools such as the Port Emissions Toolkit help to build inventories and design strategies (World Ports Climate Action Program, 2020). Establishing common and transparent metrics is essential to move forward in earnest. Challenges include:

• High investment costs, especially in electricity and renewable infrastructure.
• Uncertainty as to which fuel will be dominant.
• Regulations that can vary widely from country to country.
• Physical constraints, such as lack of space.

In this context, ports in developing countries face additional barriers, for example: less access to financing for their projects and consequently, less technical capacity. As can be seen, the gap is real.

But these threats are also great opportunities. Those who lead this transition will not only gain in reputation: they will attract cleaner traffic, generate green jobs and position themselves as international benchmarks.

In addition, they will be able to access international financing and establish alliances with technology and energy companies. Investing in flexible infrastructure today is like building a bridge to the future. One that does not collapse with every change of wind (Stopford, 2021; Smith et al., 2014). 

Conclusion

Marine terminals are important to meeting the IMO’s net-zero emissions target. While not subject to the same regulatory requirements as ships, the adaptation, electrification and technological innovation of these systems represents a significant opportunity in the environmental footprint of shipping. In this scenario, every action counts: measuring, optimizing and collaborating can make the difference towards more efficient and sustainable port structures.

References

1. UNCTAD. (2021). Review of Maritime Transport 2021. United Nations Conference on Trade and Development. https://unctad.org
2. IMO. (2023a). Alternative fuels and decarbonization. International Maritime Organization. https://www.imo.org
3. United Nations. (2015). Transforming our world: The 2030 Agenda for Sustainable Development. https://sdgs.un.org/2030agenda
4. United Nations Climate Change. (2023). Port electrification and climate resilience. https://unfccc.int
5. Port de Barcelona. (2023). Nexigen electrification plan. https://www.portdebarcelona.cat
6. Cruise Lines International Association. (2023). 2023 State of the Cruise Industry Outlook. https://cruising.org
7. IMO. (2023b). Alternative fuels and decarbonization. International Maritime Organization. https://www.imo.org
8. (SEA-LNG, 2023)
9. H2Global. (2023). Transatlantic green hydrogen corridor initiative. https://www.h2-global.de/
10. Stopford, M. (2021). Maritime economics (4th ed.). Routledge.
11. Smith, T. W. P., Jalkanen, J.-P., Anderson, B. A., Corbett, J. J., Faber, J., Hanayama, S., … & Pandey, A. (2014). Third IMO GHG Study 2014. International Maritime Organization.