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DNV GL: Shipowners must stay vigilant to upcoming environmental regulations

There is an increasing tendency towards establishing local regulations around the world, and DNV GL recommends the IMO to be the key arbiter in this process.
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Eirik Nyhus Environment Director at Classification Society DNV GL in mid August published an article on how the maritime industry and regulating bodies such as the IMO and the EU have handled environmental regulations so far, and predicts additional restrictions and complications that are likely to emerge :

The first regulations designed to support the IMO’s greenhouse gas (GHG) reduction targets are on the near horizon, but there are more regulatory hurdles to consider. Other environmental issues and an increasing number of stricter local regulation are contributing to an increased complexity.

The maritime industry is facing several upcoming environmental regulations, in addition to the broad range already in place. The general self-perception of the industry is that it has done a tremendous job in achieving compliance with, for example, ballast water regulations and, more recently, the global sulphur 0.50% cap. While this is true, even tougher challenges lie ahead.

Greenhouse gas reductions: first regulations under discussion

The IMO greenhouse gas (GHG) strategy has been agreed, and the first tranche of regulations intended to fulfill its goals is under discussion at the IMO. Of importance are the proposals for EEXI (EEDI for existing ships) and enhanced Ship Energy Efficiency Management Plan (SEEMP). These are proposed separately by distinct groups of countries and are intended to ensure that the GHG strategy’s 2030 goals are achieved by having new regulations become effective by end-2022 latest. Note that even though these are technically challenging proposals they are only a first step; more is expected to come. Efforts to encourage the development of carbon-neutral fuels are particularly critical, as these are absolutely crucial, if shipping is going to achieve its 2050 goals as well as the ultimate goal of becoming carbon neutral. 

Some stakeholders are increasingly of the view that a key component in finding commercially viable alternative fuel solutions is to impose Market Based Measures (MBM). The EU in particular, with its new and greener European Parliament and Commission elected last year, added to the political pressure for even more rapid action at the IMO, by establishing the European Green Deal. One of the key policy proposals in the EU is including shipping in the European Emission Trading System , which will certainly add complexities to the nascent MBM discussions at the IMO. 

The shipping industry will need to adapt to significantly stricter GHG related regulations , these will likely further drive a shift towards slower sailing speeds, alternative fuels and an even greater uptake of efficiency technologies. From a business perspective, the consequence of increasingly tightened performance standards on the competitiveness of old tonnage versus new should not be underestimated and will need to be considered when designing new ships i.e. future-proofing vessels will become even more critical than it already is.

Air pollution: additional regional restrictions are likely to come

While the transition to the 0.50% sulphur limit has been relatively smooth, there are still upcoming changes the industry needs to be aware of.

The acceptability of scrubber discharge water remains under discussion at the IMO and may be concluded in 2021, even if the outcome remains highly uncertain. It is worth noting that there already are discharge limits in existing IMO regulations, but stakeholder’s views on the adequacy of these diverge widely. Irrespective of any IMO decision on the matter it is also important to realize that individual countries will continue to be at liberty to impose whatever additional regulations they want in their own coastal waters.

There is also a proposal for a new Emission Control Area coming to the IMO in the near future, namely for the Mediterranean. This will, at least initially, be a proposal for a sulphur-only ECA with a 0.10% limit. The proposal is expected to have 2024 as the target year for entry into force, though this is of course subject to IMO agreement. We expect the proposal to be accepted.

Additionally, there are key stakeholders among EU countries that would like to see such an ECA also include NOx emissions. While this is not expected to be part of the initial proposal, we would not be surprised to see a proposal for Tier III NOx compliance being made at a later stage, possibly with a target effective date as early as 2026. The EU is in general quite concerned with the level of NOx emissions in key parts of Europe, and remain concerned that even if NOx Tier III requirements are kicking in in the Baltic and North-Sea in 2021, these will be too slow to take effect as they only apply to newbuilds. We would therefore also not be surprised to see vigorous internal EU discussions on local or regional regulations for NOx emissions on top of existing Marpol requirements.

Rising concerns on bio-fouling, plastic pollution and underwater noise

Despite GHG and air emissions being core issues for shipping and subject to significant attention by regulators, it is important to note that there are other environmental issues that are becoming more prevalent on the radar of policy makers and regulators.

In the wake of the implementation of the ballast water management convention there is a growing realization of the need to also deal with the alien invasive species that are travelling on the hull. As a consequence, IMO work has commenced on reviewing and most likely strengthening the existing bio-fouling guideline. In practical terms we expect the work eventually (most likely before 2025) to result in mandatory regulations, probably in the shape of some form of “hull cleanliness” requirement.

Plastic pollution is rightfully seen as a global problem that needs urgent action. IMO has agreed on a comprehensive action plan with all actions intended to be completed by 2025. For most ships we do not expect significant direct impact on vessels, as there is of course an absolute prohibition on discharging garbage, including plastics, to the ocean. Lost fishing gear is an area of focus, but is of course not an issue for merchant shipping. However, questions remain regarding gray water as a potential source of micro-plastics. While the scientific jury is still out on whether ships are a significant source, it should be realized that any regulations established to address this could have potentially significant impact on at least some shipping segments.

Underwater noise has been on the IMOs agenda for a long time, driven by the concern that ship noise may have a detrimental impact on a broad range of sea-life. IMO guidance was issued in 2014, and some countries have been particularly active in engaging in studies and knowledge building. While the IMO is presently at a stage of monitoring research and conducting studies into the issue, it is not inconceivable that proposals for at least area-specific control measures may be forthcoming from member states. These could range from proposals for speed reductions (as lower speed means less noise in general) to proposals for noise emission standards. From a shipping perspective the first option should be relatively simple to manage, while the latter could be more challenging.

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Increasing number of local environmental regulations

Finally, we note that there is in general an increasing tendency towards establishing local regulations around the world, whether in regions or ports. These are generally in response to local needs and concerns, and not least influenced by local politics.Unsurprisingly there is scant regard to international politics and regulations in these local/domestic decision-making processes, despite the impact it may have on international trading ships. We think that an international business needs international regulations, and that while the appearance of local regulations is in many cases understandable, we would very much prefer the IMO to be the key arbiter in this process.


Photo credit and source: DNV GL
Published: 1 September, 2020

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ECA

NorthStandard issues operational guidance for vessels entering ECAs

Jordan Hatch, Loss Prevention Executive, issued guidance for vessels operating in Emission Control Areas (ECAs).

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18 hours ago

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July 7, 2026

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Jordan Hatch, Loss Prevention Executive of global marine insurer NorthStandard, on Thursday (2 July) issued guidance for vessels operating in Emission Control Areas (ECAs):

The IMO addresses air pollution through MARPOL Annex VI, regulating the emissions of sulphur oxides (SOx), nitrogen oxides (NOx), and particulate matter from ships.

NOx requirements set limits on emissions from marine diesel engines through certification and tiered standards, whilst SOx regulations limit the sulphur content of fuel used onboard ships.

On 1 January 2020, the global sulphur limit for marine fuel was reduced from 3.50% to 0.50% by mass (m/m). However, some areas, known as SOx Emission Control Areas (ECAs), enforce stricter limits of 0.10% sulphur content. There are also dedicated NOx ECAs which impose tighter NOx emission standards for marine engines, particularly on newer vessels.

To meet the stricter SOx limits, ships must ensure they are burning compliant 0.10% sulphur fuel before entering an ECA. If a vessel is changing over from a 0.50% sulphur fuel, this requires a ship-specific calculation based on system volume, sulphur content, and current consumption to determine changeover time. Fuel changeover details, including quantities, date, time, and position, must be logged. Switching back to higher sulphur fuel should only begin after exiting the ECA.

To meet NOx requirements, vessels must demonstrate that their marine engines are certified to the applicable emission tier, and that they continue to operate within those limits through proper maintenance of combustion-related components.

Local Requirements

Some countries apply stricter local requirements in addition to MARPOL Annex VI. For example, Türkiye and Iceland have introduced a 0.10% sulphur limit in their territorial waters, while China has established its own dedicated ECAs.  

Members should check all applicable local requirements before entry and ensure that compliant fuel is available onboard, with sufficient time allowed for fuel changeover.

Scrubber Use

MARPOL allows for equivalent measures in the SOx regulations which means vessels can use exhaust gas cleaning systems (scrubbers) to meet both the global and ECA sulphur caps. Scrubbers remove sulphur from exhaust gases, with wash water as a byproduct, allowing the use of higher-sulphur fuels when operated and maintained according to IMO guidelines in MEPC.340(77).

Scrubbers are available as open-loop (discharging wash water directly into the sea), closed-loop (treating and recirculating the wash water) or hybrid systems. Local regulations vary by country, so members should consult specific guidelines on open or closed-loop usage; our resource here can be used as a guide.

New ECAs

The coverage of ECAs continues to expand, with MEPC 84 adopting the largest ECA to date in the North-East Atlantic.

Mediterranean Sea ECA

Entering into force on 1 May 2025, the Mediterranean Sea is now designated as an ECA, with the 0.10% sulphur limit in effect. Further details can be found here.

The Canadian Arctic and the Norwegian Sea ECA

The amendments to MARPOL Annex VI that designated the Canadian Arctic and the Norwegian Sea as new ECAs entered in to force on 1 March 2026. Both the Canadian Arctic and the Norwegian Sea ECAs for SOx will take effect on 1 March 2027, one year after these amendments came into force.

North-East Atlantic Ocean ECA

At MEPC 84 in 2026, the IMO adopted the North-East Atlantic Ocean as a new Emission Control Area, now the largest ECA designated to date.

This ECA covers a wide area including the waters of Greenland, Iceland, the Faroe Islands, and the western coasts of the United Kingdom and Ireland, extending south to Spain and Portugal, and effectively linking existing ECAs across Europe with the Canadian Arctic region.

The amendments enter into force on 1 September 2027, with SOx limits of 0.10% applying from 1 September 2028. NOx requirements will apply to new ships constructed on or after 1 January 2027 when operating within the area.

With most European and North American waters now designated as ECAs, ship operators should ensure that fuel procurement, changeover procedures, and crew awareness remain aligned with evolving MARPOL requirements when trading in these regions.

A useful infographic and further guidance on ECAs can be found here.

 

Photo credit: Venti Views on Unsplash
Published: 7 July, 2026

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Ammonia

Grimaldi Group unveils ammonia-ready PCTC in Türkiye

Named after Türkiye’s largest city and economic capital, the “Grande Istanbul” is one of the 17 latest-generation, ammonia-ready PCTCs commissioned by the Grimaldi Group.
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July 7, 2026

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Grimaldi Group unveils ammonia-ready PCTC in Türkiye

Grimaldi Group recently presented the Grande Istanbul, one of its latest-generation, ammonia-ready Pure Car & Truck Carriers (PCTCs), during a ceremony held at Autoport in Kocaeli, Türkiye.

Named after Türkiye’s largest city and economic capital, the Grande Istanbul is one of the 17 latest-generation, ammonia-ready PCTCs commissioned by the Grimaldi Group.

The vessel offers a capacity of up to 9,241 CEUs while reducing CO₂ emissions per unit of cargo by up to 50% compared with previous-generation car carriers.

“The ceremony reaffirmed the Group’s long-term commitment to Türkiye, where it has been operating for almost five decades,” the company said in a social media post.

“Today, around 20 state-of-the-art ro-ro vessels and PCTCs connect Turkish ports with a global network of more than 150 ports in over 60 countries, supporting the country’s automotive industry and international trade.”

The Grande Istanbul is currently deployed on the Grimaldi Group’s EuroMed Service, linking several ports in Northern Europe and the Mediterranean, including Autoport, Borusan, Derince, Gemlik, Haydarpaşa and İzmir in Türkiye. 

 

Photo credit: Grimaldi Group
Published: 7 July, 2026

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Port & Regulatory

US lawmakers reintroduce bill to develop clean shipping technology and infrastructure

Legislation would create a USD 1 billion per year programme to develop the next generation of clean shipping technology and infrastructure such as zero-emission ships and cleaner marine fuels.

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1 week ago

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June 30, 2026

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US Representatives Nanette Barragán and Troy A. Carter, Sr., along with Senator Chris Van Hollen, on Friday (26 June) reintroduced the Next Generation Shipping Act. 

The legislation would create a USD 1 billion per year programme through the Department of Transportation’s Maritime Administration (MARAD) to develop the next generation of clean shipping technology and infrastructure. 

The lawmakers said the bill would help to address harmful pollution that comes from the shipping industry, a major but often unrecognised source of greenhouse gas emissions and port pollution. 

Through the development and usage of new technologies— such as zero-emission ships, cleaner marine fuels, and better port equipment— the programme seeks to protect the health of port and coastal communities, and help the US reduce its climate pollution.

They added that the bill would also help the United States keep up with other countries in Europe and Asia that are already investing heavily in clean shipping technology. The bill would ensure that the U.S. leads in the future of shipping, rather than rely on technology from other countries.

“Shipping plays a vital role in our economy, and at the Ports of Los Angeles and Long Beach, but it should not come at the expense of the health of our families,” said Rep. Barragán. 

“The Next Generation Shipping Act is about investing in cleaner technologies, supporting American jobs, making sure the United States leads in the future of maritime innovation, all while making sure we do so in a way that preserves public health. By acting now, we can protect our communities, strengthen our economy, and build a more sustainable shipping industry for generations to come.”

“The Next Generation Shipping Act is forward-thinking legislation that will help revitalise the U.S. maritime industry and boost our economic competitiveness. As the federal government looks to expand commercial shipbuilding capacity, the U.S. must invest in cleaner ships and technologies to compete globally,” said Antonio Santos, Federal Climate Policy Director, Pacific Environment. 

“The bill provides much-needed funding to position the US to be a leader in the development of next-generation vessel technologies and sustainable maritime fuels, while creating good-paying jobs and supporting workforce training. We thank Representative Barragán, Representative Carter, and Senator Van Hollen for introducing this important legislation and call on Congress to pass this bill to spur the market for building the advanced ships of the future.”

 

Photo credit: william william on Unsplash
Published: 30 June, 2026

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