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Bangkok Post
3 hours ago
- Business
- Bangkok Post
A new agenda for climate-resilient development
Mitigating the worst effects of climate change requires reconciling ambition and justice. But achieving both a just energy transition and ambitious global climate action depends on trade rules that foster equitable development. To facilitate the shift to low-carbon economies, developing countries must have reliable access to green technologies, investments, and international markets. Regrettably, many of today's trade policies constrain developing countries' green ambitions. In particular, the securitisation of international trade -- driven by the geopolitical interests of major powers and emerging blocs -- threatens to disrupt global supply chains, limit access to emerging technologies, and reinforce existing power imbalances. If left unchecked, this trend risks undermining multilateral cooperation and regional integration efforts across the Global South. The European Union's Carbon Border Adjustment Mechanism is a prime example. While the CBAM is intended to position the EU as a global leader on climate action, many developing countries -- particularly in Africa -- view it as a protectionist measure and question its alignment with the principles of the 2015 Paris climate agreement. These concerns are well-founded. Research suggests that African countries could lose up to $25 billion (816 billion baht) annually as a direct result of the CBAM, and that the proposed amendments may not always stand to benefit African exporters. Moreover, despite the establishment of the African Continental Free Trade Area (AfCFTA), the EU continues to pursue fragmented bilateral deals that undermine Africa's integration agenda and weaken the coherence of regional trade strategies. Another example is the International Maritime Organization's controversial plan to introduce a carbon emissions tax on shipping. Set to take effect in 2028, the tax falls far short of the more ambitious carbon levy developing economies had advocated, which could have supported low-carbon transitions, climate adaptation, and capacity-building in the world's most climate-vulnerable countries. Investor-state dispute settlement mechanisms also present significant challenges to effective climate action. These provisions, embedded in international investment treaties, often limit African governments' ability to legislate in the public interest or implement trade and investment policies that support green industrialisation and sustainable development. In recent years, international development practitioners have increasingly focused on the link between trade and climate policy. This signals a shift from a purely normative view of climate change to a more pragmatic approach that recognises climate policy as a driver of economic growth and investment. At the same time, global trade is undergoing a profound transformation as major trading powers prioritise geopolitical and economic self-interest over longstanding commitments to non-discrimination and multilateral cooperation, thereby weakening the World Trade Organization. Against this backdrop, developed and developing economies alike are deploying fiscal stimulus packages, subsidies, and protectionist trade measures to align their climate goals with domestic green industrial strategies, aiming to reshape the global economic order in their favour. The race to gain a competitive edge in green industries is partly driven by the dominant position China has established over the past decade through a combination of fiscal expansion, strategic subsidies, and control over critical minerals and key supply chains. Adding to these tensions is US President Donald Trump's decision to withdraw from the Paris climate agreement, as he did during his first term. This move has further eroded global trust and undermined multilateral climate cooperation, casting doubt on the reliability of developed countries' commitments to the broader sustainable-development agenda. Yet periods of geopolitical realignment can also create new opportunities. Even amid rising tensions and economic fragmentation, there are opportunities for African countries to advance fairer, climate-aligned trade rules. One of the most promising is increased regional integration. Despite deep divisions within the G20, South Africa's presidency of the group this year could help advance trade policies that are better suited to managing climate risks and accelerating clean-energy transitions in the Global South. The upcoming Leaders' Summit in Johannesburg provides a platform to champion a more inclusive agenda that integrates risk management, economic diversification, and industrial development into a long-term vision of environmental justice. Some low-income economies are particularly vulnerable to measures like the CBAM, which, in its current form, departs from the "common but differentiated responsibilities" principle that underpins the United Nations Framework Convention on Climate Change. Without careful design and implementation, it could exacerbate inequalities within Africa and jeopardise the continent's energy transition. To prevent such an outcome, the CBAM must be implemented through a transparent, multilateral framework that acknowledges differences in countries' historical responsibility and capacity to respond. Redirecting CBAM revenues toward supporting green transitions in low-income economies, for example, would be a step in the right direction. It is equally important to help countries that rely heavily on fossil fuels diversify their economies. This raises a fundamental question: How can trade policy be leveraged to foster climate-resilient development? The answer lies in recognising that diversification is not only central to long-term growth but also crucial to building resilience to both climate disasters and external shocks. While global consensus on climate policies remains out of reach, regional trade agreements and coalitions offer a viable path forward. The AfCFTA, for example, could help us reimagine trade as a catalyst for inclusive development. By strengthening intra-African trade and economic resilience, it could help unlock new pathways to food sovereignty, climate adaptation, and long-term stability across the continent. The world needs fresh thinking and more equitable relationships between the Global North and South. Although today's geopolitical landscape, marked by self-interest and weak leadership, is fraught with uncertainty, it also creates space to promote green, climate-conscious solutions that are largely absent from existing trade frameworks. When the current turbulent period gives way to renewed cooperation, we must be ready to introduce a new climate-trade framework. Such an arrangement should support decarbonisation across industries while upholding the principles of justice and solidarity, ensuring that developing countries are actively supported on their path to a more sustainable future. ©2025 Project Syndicate
Daily Mirror
18 hours ago
- Entertainment
- Daily Mirror
Huge container washes up on beach and Brits are floored at what's inside
Ines Rae recently shared a video of what she found on a beach, and people have been left floored. A huge container washed up and people are gobsmacked at what was inside Every now and then weird and wonderful things get washed up on beaches in the UK from amazing artefacts to pig heads. However, one recent find at an unnamed beach left Brits totally floored, as a huge container was spotted on the shore. Singer Ines Rae recently drew people's attention to the situation on TikTok as she shared a video of a new find, and it left her and her friends pretty gobsmacked. She admitted she "coudn't believe" what they found as they were strolling across a beach, and onlookers were left equally perplexed as it seemed so completely random. In the footage, viewers are shown a huge container that looks pretty heavy and full but, when they opened it up, they couldn't believe what was inside. It's the latest in a string of bizarre finds washed up at local beaches. In the footage, Ines is heard saying it made her "feel sick", as she couldn't believe how much food poured out of the container. Inside, she said she saw what could only be described as "noodles" that even featured some fresh tomatoes and other vegetables. She said: "I'm so confused right now. We've just found noodles on the beach. There's a whole cucumber. I don't know what to do with it." Ines admitted she thought the situation was "quite odd", but they couldn't help but laugh after finding it. Though the experience was surreal, many people were quick to chime in with their thoughts, and the clip has been viewed hundreds of times. One person said: "Me and dad went crabbing and found a whole onion." A second added: "I'm sorry, but that laugh has me dead." A third replied, joking: "Did you eat it?" Meanwhile, a fourth also added: "The forbidden pot noodle." Someone else thought they may have an explanation though, adding: "Discarded from a cargo ship. It is a common practice at sea. Usually poured out, someone dropped the whole thing." Little you may know, this explanation could be possible, as cargo ships are allowed to discharge certain food waste into the sea, but only under specific conditions and regulations, according to the International Maritime Organization (IMO). Food waste is allowed to be discharged if it is ground or macerated into small particles and if the ship is at a great enough distance from land. Generally, the rule is 12 nautical miles, but this can vary, particularly in special areas or near ice shelves. According to reports, food should be processed, normally by grinding or macerating it into small particles that can pass through a screen with openings no bigger than 25mm. Naturally, in some areas, such as the Antarctic and Arctic, there are stricter regulations regarding the disposal of garbage, including food waste. There are all sorts of rules that should be followed. However, in this case, it's not clear what happened and the story remains a mystery. All the beachgoers know is there were a lot of noodles left on the beach. It just goes to show you never know what you're going to come across when you go for a relaxing beach walk. Sometimes the strangest things can turn up.
Time of India
2 days ago
- Business
- Time of India
Cooperative fossil fuel levies could raise 66 bn annually to fight climate change: Study
A new study by PIK proposes that coalitions of fossil fuel-importing countries could generate USD 66 billion annually to aid developing nations in cutting emissions. Cooperative levies on fossil fuels, especially with EU-China collaboration, could significantly boost climate finance. This approach offers a win-win scenario, reducing emissions and benefiting consumers through lower fuel prices and avoided climate damages. Tired of too many ads? Remove Ads Tired of too many ads? Remove Ads Tired of too many ads? Remove Ads Smaller coalitions of fossil fuel-importing countries could generate USD 66 billion annually to help developing nations cut emissions, according to a new study by climate economists at the Potsdam Institute for Climate Impact Research (PIK).Governments at COP29 in Baku, Azerbaijan, in November 2024 agreed to a new climate finance goal of USD 300 billion per year by 2035, with an ambition to mobilise USD 1.3 trillion from public and private sources, but failed to propose a mechanism to incentivise are advancing new taxes to boost climate finance. Brazil and others back a 2 per cent global wealth tax on billionaires, which could generate USD 230-250 billion International Maritime Organization (IMO) has approved a USD 100 per tonne carbon dioxide shipping fee from 2027, expected to generate USD 13 billion. France, Spain, Kenya, and Barbados plan levies on premium flyers and private jets, which could add over USD 100 billion yearly for climate to the PIK study, cooperative levies on fossil fuels could raise USD 66 billion every year for financing emission reduction efforts in low and middle-income the scope to include pricing emissions from international aviation and maritime shipping could push contributions to USD 200 billion annually."Governments are facing tightening fiscal space and are grappling with the question of where the money for international climate finance will come from. Smaller coalitions of countries cooperating on different kinds of levies could go a long way to solve the problem, without extra cost to consumers," said PIK Director and lead author Ottmar study explores scenarios where countries act in their own interest but cooperate on fossil fuel levies and channel the revenues to support energy transition in developing finds that if the European Union makes the levy rates conditional on other countries joining, large importers like China would have an incentive to one scenario, the EU-China cooperation would quadruple the climate finance raised by each compared to acting alone. Such collaboration would also benefit consumers by lowering global fuel prices, offsetting any price increases from the study estimates that with the EU-China cooperation, developing countries could receive USD 66 billion annually to reduce fossil fuel use, including USD 33 billion in net damages from climate impacts could be worth USD 78 billion, with an additional USD 19 billion saved on fossil fuel prices each funding from these levies could also cut emissions by more than a billion tonnes of CO2 annually, exceeding Germany's current researchers say this approach offers a model for funding global public goods."Our analysis strongly suggests that coalitions to raise funds for global public good provision would be a win-win. We show by pairing targeted spending of these levies on international climate finance, benefits can be shared by all," said Matthias Kalkuhl, one of the study's study is part of the project "ODA in the Mutual Interest of Donors and Recipients", funded by the Gates Foundation and coordinated by the Kiel Institute for the World Economy.
Newsweek
4 days ago
- Business
- Newsweek
Iran Ally Issues New Global Threat
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Newsweek AI is in beta. Translations may contain inaccuracies—please refer to the original content. The Iranian-backed Houthi militant group in Yemen has warned of escalating attacks on global shipping by targeting all vessels operated by companies that engage in commercial activity in Israeli ports. Newsweek has reached out to the International Maritime Organization (IMO) and Houthi officials for comment. Why It Matters Following a pause linked to the earlier, now-collapsed Gaza ceasefire, the Houthis have renewed their attacks in July, sinking two ships in one week. They have targeted over 100 commercial vessels since 2023, pushing some major shipping firms to suspend routes through the Red Sea—including to Israel. The growing threat may prompt renewed Western military intervention. A screen grab captured from a video provided by the Houthi group media center shows an attack on the ship Magic Seas in the Red Sea on July 8, 2025. A screen grab captured from a video provided by the Houthi group media center shows an attack on the ship Magic Seas in the Red Sea on July 8, 2025. HouthiWhat To Know A Houthi military spokesperson said the move was part of a "naval blockade" against Israel that has escalated to a new phase, adding that vessels will be targeted over business ties regardless of their nationality or destination. On July 6, Houthi rebels sank the Greek-operated Magic Seas using drones, missiles and speedboats, The ship was transporting fertilizer and iron between China and Turkey, according to Reuters. A day later, they hit the Eternity C, heading to the port of Eilat and several crew members were killed. Other are missing and some are feared kidnapped. Disruption of the Red Sea trade route, which carries nearly 30 percent of global container traffic and vital oil exports, is threatening global supply chains, forcing shipping firms to reroute the long way around South Africa's Cape of Good Hope, raising freight costs and insurance rates. After a truce in May halted U.S. airstrikes against the Houthis, the group has launched attacks on Israel and warned global airlines against flying to Ben Gurion airport, which it has targeted several times. According to Fatima Abo Alasrar, an analyst with the Washington Center for Yemeni Studies, the recent ship attacks were "choreographed demonstrations of a new maritime order," which reflects the Houthis alignment with Iran's broader proxy strategy. "When the Iran-backed Houthi forces filmed themselves boarding the abandoned Magic Seas, planting synchronized explosives while chanting 'death to America, death to Israel, curse the Jews,' the propaganda value was calculated," wrote in an analysis for the Atlantic Council this month. A fragile ceasefire exists between Israel and Iran, which has previously said the Houthis were operating independently in response to U.S. and Israeli accusations of supporting militant groups in the region. What People Are Saying Houthi military spokesperson Yahya Saree on Telegram: "The Yemeni Armed Forces warn all companies to cease their dealings with Israeli enemy ports starting from the moment this statement is announced. Otherwise, their ships, regardless of their destination, will be targeted anywhere that can be reached or within the reach of our missiles and drones." S&P Global published on July 9: "The Iran-backed rebel group's latest attacks are the first in 2025 and among their worst, with initial industry reports suggesting two Greek dry bulk carriers have sunk and at least three seafarers killed." What Happens Next Israel vowed to disrupt the Houthis activities and is likely to continue attacks on areas they control in Yemen, particularly the port of Hodeidah.
Hamilton Spectator
24-07-2025
- General
- Hamilton Spectator
Ottawa stalls while cruise ships dump toxic wastewater along West Coast
Cruise vessels are leaving billions of litres of wastewater in their wake despite longtime promises of action by the federal government. Most water pollution discharged by ships showcasing the beauty of the coast is pumped out by scrubbers — an exhaust-cleaning system that uses seawater to 'wash' sulphur dioxide, toxic metals and carcinogens from ship fumes, only to flush them into the ocean. The devices are widely used by the cruise industry and act as a loophole for shipping companies to continue burning cheaper, dirty, heavy fuel oils while still complying with the International Maritime Organization's (IMO) 2020 sulfur emissions standards , said Anna Barford, oceans campaigner for Canada. The federal government, which promised to examine the issue of scrubbers in marine conservation areas in early 2023, held a general two-month public consultation on the exhaust systems early this year. The Transport Canada public input process didn't include details about what, if any, scrubber restrictions are being considered, nor any timelines for action. Despite a host of Canadian and international marine conservation groups urging a ban on scrubbers in national waters, there's been no feedback or apparent movement by Ottawa to date, Barford said. While Ottawa drags its feet, the problem is intensifying: There was a 14-fold increase in the total number of ships employing scrubber technology in coastal waters between 2018 and 2022, according to the Canadian government's own data . All ships employing scrubbers — including cruise ships, cargo ships, tankers and more — dumped an estimated 88 million tonnes of acidic wastewater laced with toxic metals along the BC coast in 2022 alone. Among them, cruise ships were the worst offender, pumping out nearly half of scrubber wastewater despite only making up five per cent of the vessels using the systems, Barford noted. All vessels using scrubbers, including container ships and tankers, dumped 26,000 kilograms of different toxic metals in scrubber wastewater along the coast, according to Environment and Climate Change Canada. Nearly a third of that amount was discharged into critical habitat for endangered southern resident killer whales. The constant stream of heavy metals and other pollutants into the marine environment doesn't only imperil the survival of the 73 remaining orcas and the Chinook salmon that rely on them, but has serious implications for human health as well, said Stephanie Hewson, a staff lawyer with West Coast Environmental Law, which called for a ban on scrubbers . In addition to threatening the reproductive health of the whales and impairing shell formation in clams, oysters and crabs, the pollutants can impact marine life across large distances, potentially contaminating food sources like shellfish, she said. 'We're talking about ocean and ecosystem health, but we're also talking about the food we're eating,' Hewson said, adding numerous shipping lanes run near shellfish harvesting areas and aquaculture operations. Scrubbers transform air pollution into water pollution and simply swap one environmental problem for another, instead of simply mandating ships to use cleaner but more costly fuels, she said. 'I think our food sources are more important than fuel cost savings,' Hewson said. Research by the International Council on Clean Transportation for the federal government in 2020 found that in addition to water pollutants, ships using scrubbers emit higher levels of carbon pollution, harmful air particles and black carbon — which pose serious health risks and accelerate climate change by darkening snow and ice, causing it to melt faster, especially in the Arctic. The council has also urged the federal government to immediately stop allowing new scrubbers systems to be installed on vessels transiting national waters. It also called for an immediate ban on scrubber discharges into sensitive waters, such as marine-protected areas, coastal waters, the Arctic and internal waterways, including the Great Lakes. It also suggested Canada phase out all types of scrubber systems in all national waters within three years. The Canadian Shipping Federation declined an interview request by Canada's National Observer but did provide its views to Transport Canada on potential scrubber restrictions. The federation suggested any scrubber regulations should reflect international rules, take into account operational realities, and rather than regulating scrubbers, Canada should offer incentives that spur the development of net-zero fuels and technologies. Canada should continue its international work on scrubbers at the IMO to avoid a 'patchwork' of varying rules at ports and different regions that increases the complexity of shipping operations and the risk of violating scrubber regulations, the federation said. The federation acknowledged there's existing science on the harms of wastewater discharge to marine life and Canada's recent IMO submissions detailing air quality and human health concerns tied to scrubbers . However, some research 'paints a different picture,' the shipping group said, referencing an unspecified Transport Canada port study that suggested scrubber discharge impacts on water quality are minimal. Canada is contemplating scrubber discharge regulations in marine-protected areas, but rerouting vessels to avoid conservation sites may lengthen journeys, increasing carbon and particle pollution elsewhere, the federation said. Fuel-switching mid-journey could also increase safety risks such as engine failure, it said. Barford dismissed the assertion that science is still out on the harms associated with scrubber wastewater, noting there is plenty of peer-reviewed research on the subject. Hewson agreed, noting concern based on science is widespread worldwide . The ports of Vancouver and Prince Rupert have prohibited scrubber discharges and the Union of BC Municipalities (UBCM) unanimously supported a ban on scrubber discharge and the use of cleaner fuels by vessels in 2022. California has already enacted cleaner fuel rules and a ban on scrubber discharge in coastal waters, while Denmark, Sweden and Finland launched a phased ban this month that will see all scrubber systems eliminated by 2029. More than a dozen European nations have pledged to do the same in the Northeast Atlantic starting next year. The international rules set by the IMO should be considered the basement, not the ceiling, for scrubber rules, said Barford, who added that no international law prevents countries from protecting sensitive waters in their national jurisdiction. She also disputed that regulations would be unduly harmful to business. 'Most of the vessels operating around the world have already switched to cleaner fuels and are seemingly doing business just fine,' she said. If the cruise industry and global shipping sector are looking to avoid the complexity associated with meeting varying scrubber bans, they could make the switch to cleaner fuels overnight, she said. 'Using scrubbers adds complexity,' Barford said. 'If simplicity is their goal, the easiest thing is just to put cleaner fuel in their tank.' Canada's statistics on scrubber discharge were only released after filed a complaint to the Commission for Environmental Cooperation (CEC), an international forum where Canada, the US and Mexico address shared environmental concerns. The CEC secretariat has now recommended its council take the next step and establish a 'factual record' — an investigation into how Canada is enforcing pollution regulations under the federal Fisheries Act related to scrubber wastewater. The CEC complaint is in a holding pattern until the commission's council decides its next step, but now the federal government has 'no plausible deniability' about the harm scrubber waste water poses to ocean health and marine life, Barford said. 'We're thrilled with how the CEC process has gone so far,' she said. 'Canada's reply provides unequivocal evidence that they know that there's a problem, and it's impacting southern resident killer whales.' A summary of the public input on scrubbers will be released later this summer, and extensive consultations with the maritime industry, Indigenous groups and port authorities will begin in the fall, said Transport Canada in an email. The ministry didn't answer questions about when it would roll out scrubber rules for marine conservation areas. It also didn't clarify if it's considering any other regulations to protect coastal communities, important marine resources, or sensitive nearshore waters. Transport Canada Minister Chrystia Freeland declined an interview request with Canada's National Observer. Rochelle Baker / Local Journalism Initiative / Canada's National Observer Error! Sorry, there was an error processing your request. There was a problem with the recaptcha. Please try again. You may unsubscribe at any time. By signing up, you agree to our terms of use and privacy policy . This site is protected by reCAPTCHA and the Google privacy policy and terms of service apply. 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