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Clean Arctic Alliance calls out proposed Arctic shipping regulation to be full of loopholes

‘Proposed exemptions for ships with protected fuel tanks and waivers for Arctic coastal nations’ ships operating in their own waters, will fail to protect the Arctic,’ it said.
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Clean Arctic Alliance

Clean Arctic Alliance, a coalition made of non-profit organisations (NGO), on Thursday (3 September) published an article confirming its findings within the IMO’s proposed Arctic shipping regulation to be full of dangerous loopholes and exemptions: 

Responding to the release of a new White Paper: The International Maritime Organization’s Proposed Arctic Heavy Fuel Oil Ban: Likely Impacts And Opportunities For Improvement by the International Council on Clean Transportation (iCCT), Clean Arctic Alliance Lead Advisor Dr Sian Prior said: “Now it’s clear the IMO’s proposed ban on HFO use in the Arctic is a ban in name only”.

“Not only is it outrageous that the proposed International Maritime Organization ban includes exemptions and waivers which, as this new report shows, would allow 84% of the HFO used by Arctic shipping to still be burned, and 70% of the current HFO fuel volume on board vessels in the Arctic to still be carried, but we are also concerned that the regulation could result in lower standards being applied to ships flying Arctic coastal State flags and greater risks in the vulnerable inshore waters that are most important for Indigenous communities.”

The ICCT paper finds that the initial implementation of a proposed International Maritime Organization ban on heavy fuel oil from Arctic shipping, along with proposed exemptions for ships with protected fuel tanks and waivers for Arctic coastal nations’ ships operating in their own waters, will fail to protect the Arctic by allowing “business as usual” for most shipping operators in the region, and could fuel a race towards lower safety standards,

“If an Arctic country can waive the ban for its own ships, but is required to enforce the ban for all ships flying other flags in their waters, an unlevel playing field will have been created. In addition, waiving the ban for its own ships could compromise an Arctic coastal country’s ability to ensure that activities under their control do not cause damage to the waters and environment of neighbouring countries, or that pollution does not spread to neighbouring countries.”

“In addition, since the exemptions apply to newer ships, the continued use and carriage of HFO in the Arctic is likely to increase after the ban takes effect, as older ships are removed from the fleet and newer ships with protected fuel tanks replace them. This is simply not good enough, it doesn’t provide the Arctic, its ecosystem, wildlife and communities with the protection it so desperately needs. The Clean Arctic Alliance is calling for the draft regulation to be strengthened and for exclusions and waivers to not be allowed.”

“We share the concerns of Arctic communities about the potential socioeconomic costs of banning the use and carriage of HFO in the Arctic, but believe that there are clear socio-economic benefits of eliminating HFO spills in the Arctic, so the Clean Arctic Alliance calls on national governments to support the transition from HFO to alternative fuels to mitigate any negative socio-economic impacts for northern communities.”

“The Climate Crisis is having a direct impact on the Arctic, and will have serious repercussions further south. With temperatures hitting 38 degrees Celcius north of the Arctic Circle in June, summer sea ice at its lowest extent ever through July and the Northern Sea Route along Russia’s Arctic coastline open in July for the first time ever, and scientists predicting summers with no sea ice by 2050, the Clean Arctic Alliance is calling on the International Maritime Organization to put in place an effective and credible ban on the use and carriage of heavy fuel oil from Arctic shipping”, said Prior.

Country Specific Findings

Russia

The ICCT Report reveals that Russian-flagged ships used 287 kt of HFO, representing about two-thirds of HFO used in the Arctic in 2019. Based on 2019 data, only 7 kt of Russian-flagged ships’ HFO use would be banned if the HFO ban regulation is adopted including exemptions and waivers – more than 97% of the current HFO use by Russian-flagged ships would still be allowed in the Arctic.

Denmark

The ICCT Report reveals that Danish-flagged ships used 16 kt of HFO, representing 4% of the total HFO used in the Arctic in 2019. Based on 2019 data, only 1 kt of Danish-flagged ships’ HFO use would be banned if the HFO ban regulation is adopted including exemptions and waivers – 94% of the current HFO use would still be allowed.

Canada

The ICCT Report reveals that Canadian-flagged ships used 15 kt of HFO, representing 3% of the total HFO used in the Arctic in 2019. Based on 2019 data, only 1 kt of Canadian-flagged ships’ use of HFO would be banned if the HFO ban regulation is adopted including exemptions and waivers – 93% of current HFO use would still be allowed.

Norway

The ICCT Report reveals that Norwegian-flagged ships used 1.5 kt of HFO, representing less than 1% of the total HFO used in the Arctic in 2019. Based on 2019 data, 0.6 kt of Norwegian-flagged ships’ HFO use would be banned if the HFO regulation is adopted including exemptions and waivers – 60% of current HFO use would still be allowed.

United States

The ICCT Report reveals that United States-flagged ships used less than 1 kt of HFO, representing less than 1% of the total HFO used in the Arctic in 2019. Based on the 2019 data, 0.6 kt of U.S.-flagged ships’ HFO use would be banned if the HFO regulation is adopted including exemptions and waivers – 30% of the current HFO use would still be allowed.


Photo credit and source: Clean Arctic Alliance
Published: 4 September, 2020

 

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Methanol

GENA Solutions: Total renewable and low-carbon methanol project pipeline increases from 61.8 to 62.2 Mt by 2032

Information shared by MI – the Global Methanol Alliance meant to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.
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September 4, 2026

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MI – the Global Methanol Alliance recently shared with Manifold Times the renewable and low-carbon methanol project pipeline August 2026 release produced by GENA Solutions Oy.

Information from the release is meant to provide the bunkering publication’s readers with insight on renewable methanol availability, and to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.

Key takeaways from GENA’s August 2026 Methanol release are as follows:

  • As of the end of August 2026, GENA tracks 286 renewable and low carbon methanol projects, representing 62.2 Mt of capacity by 2032. This includes 25.1 Mt of e-methanol, 25.9 Mt of biomethanol, and 11.2 Mt of low carbon methanol capacity.
  • Two new projects were added to Project Navigator last month, while one frozen project was excluded. The project pipeline increased by 0.4 Mt month on month.
  • Four new offtake agreements were registered during August, including two biomethanol and two e-methanol agreements.
  • About 8% of the cumulative renewable methanol project pipeline capacity has reached FID so far, with another 11% at the FEED stage.
  • Considering the current uncertainty around regulatory developments and demand growth, GENA projects that renewable methanol capacity could reach 6 Mt to 12 Mt by 2031.

Note: The full article can be viewed here.

Renewable methanol project pipeline 4 Renewable methanol by feedstock 8 Renewable methanol by region 7 Project pipeline by status Methanol capacity scenarios

 

Photo credit: GENA Solutions
Published: 4 September, 2026

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Business

Singapore: MPA urges maritime firms to prepare for potential haze with plan

MPA encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

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August 31, 2026

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RESIZED SG bunker tanker

The Maritime and Port Authority of Singapore (MPA) on Monday (31 August) issued Port Marine Circular No. 9 of 2026 on steps for maritime companies to take for potential haze affecting Singapore:

BUSINESS CONTINUITY PLAN FOR HAZE

This circular supersedes Port Marine Circular No. 09 of 2023.

With reference to the National Environment Agency’s (NEA) joint media release issued on 9 August 2026, hotspots were observed in parts of Sumatra and Kalimantan, with prevailing winds potentially bringing smoke haze towards Singapore. The dry conditions may further increase the likelihood of haze affecting Singapore. The Maritime and Port Authority of Singapore (MPA) encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

MPA advises all maritime companies to monitor the PSI level through the media and the NEA’s website (www.haze.gov.sg), keep at least a one-week supply of N95 masks for workers especially those who work outdoors, and observe the Ministry of Manpower’s (MOM) Haze guidelines and advisory for work which can be found on their website (www.mom.gov.sg/haze). The latter include guidelines to ensure that stocks of N95 masks are periodically inspected, remain serviceable, and not expired.

The visibility in the Singapore Strait and port waters could be significantly reduced in the event of haze. During periods of restricted visibility, shipmasters are advised to keep a proper lookout and navigate with caution. They are also advised to comply with the International Regulations for Preventing Collisions at Sea and in particular Rule No. 19, Rule No. 20 and Rule 35 concerning conduct of vessels in restricted visibility, exhibition of navigation lights and sound signals in restricted visibility, respectively.

In the interest of safety of navigation and life at sea, the Port Master may restrict the movement of harbour craft and pleasure craft in the port waters during reduced visibility conditions.

 

Photo credit: Manifold Times
Published: 31 August, 2026

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Alternative Fuels

DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Report examines four regulatory scenarios, ranging from adoption of IMO NZF in its current form to its outright rejection, energy efficiency uptake, and long-term bunker fuel and technology strategies.
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August 28, 2026

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DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Regulatory uncertainty is increasing pressure on shipowners to make investment decisions that remain viable across multiple future scenarios, said classification society DNV on Thursday (27 August). 

According to DNV’s 10th Maritime Forecast to 2050, stronger global regulatory signals could accelerate the uptake of energy-efficiency measures, enabling the global fleet to consume up to 25% less energy by 2050 compared to a scenario where regulation is driven by regions.

The report examines four regulatory scenarios, ranging from adoption of the IMO Net-Zero Framework (NZF) in its current form to its outright rejection, which could lead to a period of prolonged regulatory gridlock, and explores the implications of these outcomes for fuel demand, energy efficiency uptake, and long-term fleet fuel and technology strategies.

Cristina Saenz de Santa Maria, CEO Maritime, DNV, said: “Ships ordered today will operate well beyond 2050, but many of the factors shaping their future performance remain uncertain. Regulatory requirements are advancing faster than the fuel, infrastructure, and technological systems needed to support them, making long-term investment decisions increasingly complex. The industry therefore needs greater clarity and alignment among all stakeholders to provide the confidence required for long-term investment. In the meantime, shipowners need strategies that deliver benefits today while remaining resilient across a range of regulatory and market outcomes.”

Energy efficiency is one of the most immediate and practical levers available to shipowners, delivering value across regulatory outcomes whether implemented at the newbuild stage or as a retrofit. A case study of a hydrodynamic measures retrofit on a 5,000 TEU container vessel showed potential annual fuel savings of 16%, with a payback time of around one to four years depending on future fuel prices. Retrofits can add similar value across many ship types and with sufficient planning can typically be completed during a standard class-renewal dry docking.

The development of the marine low-GHG fuel market remains a key challenge. While significant progress has been made in expanding alternative-fuel capabilities of vessels, scaling fuel production depends on confidence that demand will materialize. DNV projects shipping demand for low-GHG fuels to range from 4 to 22 Mtoe by 2030 and 33 to 185 Mtoe by 2050, depending on regulatory outcomes, with uptake also shaped by future uptake of shore power, plug-in hybridization, nuclear power, and onboard carbon capture systems.

Current project pipelines indicate a maximum global supply of 270 Mtoe by 2030, although actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share. However, the cost of reducing emissions varies significantly between fuel pathways, with abatement costs ranging from about 180 to 1,290 USD per tonne of CO₂ avoided, highlighting the importance of regulation and market incentives in enabling low-GHG fuel markets to develop.

Øyvind Sekkesæter, lead author of Maritime Forecast to 2050, said: “Scenarios explored in this year’s report show how different regulatory futures can lead to very different outcomes in energy efficiency uptake, fuel demand, and consequently, GHG emissions. By testing fuel and technology choices across multiple scenarios, shipowners can identify strategies that create value today while preserving flexibility as regulation, fuel availability, prices, and technologies evolve. Strategies that each owner chooses will also be dependent on their fleet type and operating context.”

Key findings from the report: 

  • Several regulatory futures remain possible as the IMO continues negotiations on the Net-Zero Framework, with these outcomes shaping investment decisions, low-GHG fuel uptake, and energy-efficiency deployment across the global fleet.
  • With global regulatory incentives in place, the world-fleet could consume 25% less energy by 2050 than under a scenario limited to regional regulations.
  • Energy efficiency can pay off regardless of regulatory outcome – 5,000 TEU container ship case study shows 16% annual fuel savings from hydrodynamic measures retrofit.
  • Shipping demand for low-GHG fuels could range from 4 to 22 Mtoe by 2030, and 33 to 185 Mtoe by 2050, depending on regulatory outcomes and the availability of these fuels in a competitive global market.
  • Current project pipelines indicate that a maximum of 270 Mtoe of supply could be available by 2030, though actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share.
  • Testing fuel and technology strategies across different scenarios can help shipowners identify robust choices for an uncertain transition. Testing, piloting, and verifying technologies can provide the trusted performance data needed to make investment decisions with greater confidence.

Note: DNV’s 10th Maritime Forecast to 2050 can be found here. 

 

Photo credit: DNV
Published: 28 August, 2026

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