The Carbon Intensity Indicator (CII), which is has been defined by the IMO as an operational intensity indicator of annual carbon emissions of ships, penalizes barges, naval vehicles used mainly in ports to supply fuel the ships. This was denounced by the International Bunker Industry Association (IBIA), the international association representing the companies engaged in this activity, highlighting the need for which, as reiterated in recent days by other associations of the Maritime sector ( of 9 July 2024), to achieve decarbonisation targets of the International Maritime Organization is defined as a specific CII indicator for each shipping segment. What it is like currently conceived, that is, as a "valid for all" - underlined the IBIA - "the CII, due to of the way it is calculated, penalizes ships that carry out short journeys".

Specifying that "the IBIA, as an organization with IMO Advisory Board, fully supports the implementation of the Effective and uniform regulatory framework for maritime transport Edmund Hughes, Representative of the association with the International Maritime Organization, specified that "however, where anomalies in these regulations, IBIA will provide a contribution constructive to their further development". Recalling that the IMO is revising the intensity indicator of Hughes said that "IBIA has submitted a document for MEPC 82 (the next session of the Marine Environment Protection Committee of the IMO which will open in end of September, ed.), proposing a correction factor for short voyages to ensure that bunker ships, which they perform a crucial service in support of maritime transport are not excessively penalized due to the nature of their sole duty of service'.

During the next meeting at the end of September, the MEPC an initial analysis of the data of the CII indicator, the collection became mandatory at the beginning of 2023, and the A proposal to amend the indicator has been made IBIA, especially in view of the increase in the requirements of the CII scheduled for 2026.