2050年分别减少了运费的温室气体排放和平均碳强度分别为50％和70％，可能会说是一个雄心勃勃，但可能是可实现的目标。

由于可以期待实现发展，解决方案的成熟和扩大不仅需要大量投资，而且需要一个前所未有的合作和合作规模。在2020年代开始研究是由来进行的大学海事咨询服务（UMAS）and the能源Transitions Commission (ETC)结论是，需要约1.4 - 1.9万亿美元的投资，以便在本次框架内脱碳。据估计，陆地基础设施和生产设施需要大约87％的投资。

很难争辩说，航运业独处负责实现这些目标。除了投资之外，它被广泛承认这是一个全球问题，然而，在最近的全球海事论坛上，一些业主建议，在运输中脱碳的区域方法可能是最好的方法。

Moderating a panel at the厘米A ShippingVirtual Event, Michelle Wiese Bockmann quoted Maersk Tankers’ Christian Ingerslev in saying the ideal solution is a global carbon levy and level playing field, however, if we focus on achieving only a global carbon levy, which currently has limited political support, we haven’t seen any progress and the industry leaves the door open for sub-optimal political intervention.

同样，Ingerslev认为，该行业应该推动区域和当地法规，为征税可以工作的国家的投资和信心创造评估，从而增加全球征收的可能性。

In response to this, Dr. Sadan Kaptanoglu (Owner atkaptanoglu运输＆ 总统，BIMCO.) noted that while there is some frustration the industry must understand that the member nations of the IMO have come together to support a comprehensive strategy to decarbonize the shipping industry. The goal has a wider scope and global scale, and the industry must work together for greater good, rather than the good of a company.

Kaptanoglu博士承认了IMO战略存在潜在的问题，并且全球征税与区域征率截然不同。Kaptanoglu博士看到了一些直接的障碍，“首先，我们没有技术可以从根本上减少排放，从而总是有可能才能成为税收，这最终最终会与消费者结束。”

"We might not be the first generation to pollute the world, but we might be the last who can save it." - Dr. Sadan Kaptanoglu

“Secondly, in order to innovate you need to know the basic costs when you make your investment, in order to measure your return on investment. If we do not know the costs, it becomes monumentally difficult to invest. What ends up happening is that no one invests, we end up being scrutinized and we don’t end up any closer to actually fulfilling the target of reducing emissions,” says Dr. Kaptanoglu.

With regards to a regional approach to the decarbonization of shipping, Dr. Kaptanoglu is unsure that an environment can be created where other nations such as China, the United States and Brazil will impose taxation which will more than likely add only more costs.

“我们还必须记住，引入征税并不一定帮助我们减少排放。我们的目标是脱碳运输。我们可能不是第一代污染世界，但我们可能是最后一个可以拯救它的人。我们需要设计和遵循全面的，支持研发，并合作，以确保行业各方面的正确技术。“

斯科特贝格尔森（商业发展总监和战略Oldendorff运营商.），谁是同一小组的一部分厘米A Shipping, offered that ship owners generally are a little bit tired of being accused of not reacting.

“I think our track record of complying with new regulations is quite profound,” says Bergeron.

“If you go back to the ISM code and the great fear that ship owners wouldn't comply by the 1998 deadline, or you look at IMO 2020 in the changes over fuels, these are very significant paradigm shifting regulations that ship owners almost unanimously met the deadlines with very little failure.”

“所说，区域与全球相反，我作为一点精英主义者。当我回想一下我们逐步淘汰单船体油轮时，他们去哪儿了？他们前往发展中国家，他们向监管司法管辖区受到了监管。我们要在这里重复历史吗？我们要从过去学习吗？然后回到水中是油污，现在我们正在谈论空气污染，“他说。

“有一个区域机制注定要失败，它会在市场上创造太多的混乱。我可以同意我们需要压力。减少温室气体排放的这个问题不会消失，船主需要教育自己或我们将冒险危险。“

“我们用镇流器水法规得到了这一点，我们最终结束了没有意义的东西。现在是时候参加订婚了，我认为全球海事论坛的成员是为了那个，我们是这样的，现在是时候聚集在一起，“伯杰伦国家。

Bergeron agrees with Dr. Kaptanoglu assessment that there must be some realism in this discussion. Decarbonation is not exclusively a shipowner problem and shippers not the ones who produced the fuels of the world or the ones that design propulsion equipment.

“We will invest in technology. We've done it over the years and will continue to do it, but we can't just set aspirations and expect some miracle that the technology will show up in time for the deadline,” asserts Bergeron.

“行业需求是一个级别的竞争场，以实现这一目标。物流链中的所有参与者必须贡献这不是船东问题。这是一个全球运输问题，所有参与它的玩家必须分享负担。“

从专家中直接获取洞察力，导致运输的脱碳厘米A Shipping。
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