Japan has put forward a revised set of greenhouse gas fuel intensity (GFI) targets for shipping that would be less demanding than those currently outlined in the IMO’s proposed Net-Zero Framework (NZF), according to Ship & Bunker.
The submission was made to the IMO ahead of further technical discussions scheduled for September. According to Ship & Bunker, Japan describes its revised draft amendments as an attempt to build a compromise among member states, some of whom have raised concerns about the pace and feasibility of the current targets.
What Japan Is Proposing
The NZF framework requires ships to meet two GFI levels: a base target and a stricter direct compliance target. Japan retains this two-tier structure but proposes lower reduction factors across both tiers, Ship & Bunker reports.
For the base target, Japan’s proposal calls for a 7% reduction in 2030, rising to 21.9% by 2035. Its direct compliance target would move from a 21% reduction in 2030 to 43% in 2035. Using the 2008 reference GFI figure of 93.3 gCO2e/MJ cited in the document, these percentages equate to roughly 86.8 gCO2e/MJ in 2030 and 72.9 gCO2e/MJ in 2035. That compares with the current NZF proposal of 85.8 gCO2e/MJ for 2030 and 65.3 gCO2e/MJ for 2035, according to Ship & Bunker.
Reasoning Behind the Proposal
Japan’s submission notes that some member states support GFI targets aligned with the IMO’s 2023 GHG strategy, while others worry about the impact and practicality of the current pace, Ship & Bunker reports. Japan argues that “massive changes,” such as early ship replacement or near-mandatory major conversions, should be avoided.
Citing fleet composition data, Japan states that 95% of merchant ships were still running on conventional fuel at the end of 2025. Based on this, Japan argues that target-setting should factor in how quickly the existing fleet can realistically be replaced, according to Ship & Bunker.
The revised draft also proposes removing mandatory payments and the IMO Net-Zero Fund from the framework. Under Japan’s approach, compliance would primarily rely on low-emission fuels or surplus units, with direct contributions to IMO-approved projects as an alternative for ships unable to close compliance gaps, Ship & Bunker reports. The fixed 2040 GFI reduction factor would also be dropped in favor of periodic reviews tied to fuel availability, affordability, and scalability.
Does This Matter to You?
The outcome of these GFI negotiations will influence the compliance costs and fuel-switching timelines that vessel operators, bunker suppliers, and charterers face in the coming decade. A less stringent target path, as proposed by Japan, could affect the projected uptake of alternative marine fuels, which the source material notes are estimated to account for 5.8% of total fuel use by 2030. Parties involved in bunker procurement, fleet planning, or emissions compliance strategy may want to monitor how this proposal is received at the IMO’s September talks, as it could shape the final framework’s stringency and cost structure.
Gulf Bunkering does not provide operational or security guidance. This article is for informational purposes only. Operators should consult flag state authorities, P&I clubs, and relevant advisories for decisions relating to transit planning.
Sources: Ship & Bunker
