LONDON – Environmental campaigners are calling on the International Maritime Organization (IMO) to exclude crop-based biofuels from its upcoming global decarbonisation regime, arguing that the inclusion of such fuels would undermine genuine efforts to achieve net-zero greenhouse‐gas emissions in the maritime sector.
What’s at stake?
The IMO’s recently approved IMO Net‑Zero Framework (NZF) sets out the world’s first industry-wide regulation combining mandatory emissions limits and a global fuel standard for ships.
Under the 2023 IMO Strategy on Reduction of GHG Emissions from Ships, the shipping sector must reduce carbon intensity by at least 40 % by 2030, aim for 70-80 % by 2040, and reach net-zero by or around 2050. The NZF is expected to become binding via MARPOL Annex VI in 2028.
Why biofuels are contested
Campaigners from Biofuelwatch, Forest Watch Indonesia and Global Forest Coalition argue that fuels derived from soybean, oil palm or other crop feedstocks carry significant “indirect land-use change” (ILUC) emissions: forests, peatlands or grasslands get converted to agriculture, displacing food or feed crops, thereby creating large additional CO₂ emissions.
This means that in many cases crop‐based biofuels may result in higher net emissions than fossil fuels. Scientific reviews support this concern: for example a 2014 study found ILUC from biofuel production “has the potential to exert deleterious impacts upon the global climate, biodiversity, water and soil quality, food security, and even land rights.” A 2010 modelling paper concluded that ILUC effects could “overcome carbon savings” from biofuels.
In the context of shipping, campaigners warn that if the NZF permits crop-based biofuels without stringent ILUC accounting, then the “zero or near-zero” designation would effectively greenwash high-emission pathways.
What happens if the IMO doesn’t act?
If the IMO fails to exclude or tightly regulate high-ILUC biofuels, several consequences loom. First, shipping companies may lean on these cheaper compliance fuels rather than investing in truly zero-emission alternatives like green ammonia, hydrogen or electrification—thereby delaying the meaningful decarbonisation of the sector.
A briefing by Transport & Environment projects that cheaper crop-based biofuels could dominate compliance under the NZF unless prevented. Second, the environmental harms tied to deforestation, peat-drainage, biodiversity loss and land grabbing may be exacerbated under elevated demand for feedstock crops. Third, by undermining the integrity of the NZF, the maritime sector risks regulatory blowback, reputational damage and increased investor scrutiny.
The environmental groups call for the IMO to adopt these key safeguards: ensure full “well-to-wake” lifecycle GHG accounting (including ILUC) for fuels, explicitly exclude or cap food/feed-crop based biofuels, and instead channel incentives into truly zero-emission technologies and energy-efficiency measures.
The IMO’s 2024 LCA (Life Cycle Assessment) Guidelines already commit to “well-to-wake” fuel intensity accounting. The campaigners believe the upcoming MEPC session (20-24 October 2025) is critical for embedding these safeguards.
As Editor in Chief of The Maritime, I lead content development, interviews, and digital storytelling across our multimedia maritime platform. With over 10 years of experience in the maritime industry, I create and publish in-depth stories and video features that highlight key players, emerging trends, and operational realities across global shipping. Before launching The Maritime, I worked as a Vessel Operator at Imza Marine A.S., gaining hands-on commercial shipping and voyage operations experience. I also served as Marketing Communications Specialist at Gimas Ship Supply & Services, where I managed corporate communication, digital strategy, and industry outreach for shipowners and maritime clients. I hold a Master’s degree in Maritime Transportation Management from Istanbul Technical University and a Master’s degree in Publishing from Marmara University. My work is driven by the belief that the maritime world deserves strong, informed, and accessible media representation. I am committed to sharing the stories of maritime professionals and contributing to the sector’s visibility, knowledge exchange, and future development.
