Port & Regulatory

DNV on IMO MEPC 84: Revisiting Net‑Zero Framework

Highlights of IMO’s MEPC 84 include extensive discussions on framework, and agreement to further consider adjustments to ensure consensus as well as adopted amendments to MARPOL Annex VI.

Published

2 months ago

May 5, 2026

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Classification society DNV on Saturday (2 May) released a statutory news on the highlights of IMO’s MEPC 84 including extensive discussions on the Net-Zero Framework, and agreement to further consider adjustments to ensure consensus as well as adopted amendments to MARPOL Annex VI, designating the North-East Atlantic as an Emission Control Area (ECA) for SOx, PM and NOx.

The following are excerpts of the article:

The 84th session of the IMO’s Marine Environment Protection Committee (MEPC 84) held extensive discussions on the Net-Zero Framework (NZF). This was the first opportunity to do so following the adjournment of the extraordinary session in October 2025. Although there were divergent positions on key elements such as establishing a fund, MEPC 84 agreed to continue discussions on a revised framework to ensure consensus. MEPC 84 also progressed on key technical guidelines supporting the NZF. As part of the review of the Ballast Water Management (BWM) framework, amendments to the BWM Convention were approved, strengthening survey and other mandatory requirements.

Adoption of amendments to mandatory instruments

MEPC 84 adopted amendments to MARPOL Annex VI designating the North-East Atlantic as an Emission Control Area (ECA) for SOx, PM and NOx. This ECA covers the Exclusive Economic Zones (EEZs) and territorial seas of Greenland, Iceland, the Faroe Islands, Ireland, the UK, France, Spain and Portugal. The amendments also include clarification of DCS data reporting and data accessibility, and the use of multiple engine operational profiles for a marine diesel engine. The amendments will enter into force on 1 September 2027, with the 0.10% sulphur limit taking effect 12 months later. The requirement for NOx Tier III engine certification will apply to ships contracted on or after 1 January 2027, or in the absence of a building contract, constructed (keel-laid) on or after 1 July 2027, or delivered on or after 1 January 2031.

Energy efficiency

Review of the Ship Energy Efficiency Management Plan (SEEMP) and the Carbon Intensity Indicator (CII) MEPC 84 commenced the second phase of the review of the SEEMP and CII frameworks, to be completed in 2028. There was broad support to work towards a strengthened SEEMP framework to ensure continuous improvement of ships’ carbon intensity. The proposed elements include internal reviews, implementation logs and strengthened audit requirements, and will be further discussed and finalized at MEPC 86 in October 2027.

MEPC 84 could not agree on whether to replace the current CII metric for cruise passenger ships measuring emissions per gross ton-mile with a revised metric measuring emissions per hour. The matter will be further discussed at a later session.

EEDI/EEXI

MEPC 84 adopted amendments to the EEDI calculation and survey/certification guidelines to clarify the definition of the primary fuel for dual‑fuel engines operating on two liquid fuels, in particular methanol and ethanol. The amendments further specify that the determination of engine power and specific fuel consumption is to be based on the maximum continuous rating (MCR) as certified under the NOx Technical Code 2008.

Reduction of GHG emissions

Net-Zero Framework (NZF)

The GHG discussions at MEPC 84 primarily focused on the further development of the NZF in light of the adjournment of MEPC ES.2 in October 2025. Discussions were limited to a very extensive exchange of views, where previously known positions were largely reiterated. No decisions on NZF design features were expected or forthcoming at the meeting. MEPC 84 agreed on two additional intersessional meetings to continue negotiations, although no timeline was set for when a revised framework might be approved or adopted. MEPC 84 also finalized Terms of Reference for the 5th IMO GHG study, which is expected to commence later in 2026 and be completed in 2028.

Guidelines supporting the NZF

MEPC 84 and the preceding meeting of the Intersessional Working Group on Reduction of GHG Emissions from Ships (ISWG-GHG 21) continued the development of guidelines supporting the implementation of the NZF. MEPC 84 agreed using the following draft guidelines and documents as the basis for further work:

GFI calculation guidelines
Amendments to the 2022 Guidelines for Administration
Verification of Ship Fuel Oil Consumption Data and Operational Carbon Intensity
Guidance on how to monitor, report and verify the energy derived from wind propulsion systems
Guidelines on requirements and procedures for recognition of Sustainable Fuel Certification Schemes (SFCS) and reporting certification activities (SFCS guidelines)
Modules for possible inclusion in guidelines related to zero and near-zero GHG fuels, technologies and/or energy sources (ZNZs)

ISWG-GHG 21 also discussed governing provisions and possible disbursement of revenue of the proposed IMO Net-Zero Fund, as well as the development, management and operation of the IMO GFI Registry.

Note: The full statutory news can be found here.

Photo credit: CHUTTERSNAP on Unsplash
Published: 5 May, 2026

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MOL inks bio-LNG bunker fuel supply deals with Titan and Axpo for car carriers in Europe

Titan, part of Amsterdam-based Molgas, will continue to supply bio-LNG fuel in Northwest Europe, while Axpo will take charge of supply in the Mediterranean region.

Published

3 days ago

June 19, 2026

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MOL inks bio-LNG bunker fuel supply deals with Titan and Axpo for car carriers in Europe

Mitsui OSK Lines (MOL) on Thursday (18 July) said it has signed new supply agreements in Northern Europe and the Mediterranean region to expand the use of bio-LNG marine fuel on MOL-operated LNG-fuelled car carriers.

Titan, part of Amsterdam-based Molgas, will continue to supply bio-LNG fuel in Northwest Europe, while Axpo will take charge of supply in the Mediterranean region.

MOL said the agreement makes it possible for its company to supply bio-LNG fuel for automobile carriers in the Mediterranean region, specifically Port of Malaga and Barcelona in Spain, following the bio-LNG fuel supply agreement in Western Europe, which commenced in March last year.

The bio-LNG fuel to be supplied in this initiative has a lifecycle carbon intensity (carbon dioxide emissions per unit of energy consumption) of -15 g-CO2/MJ or less, from production through consumption. Furthermore, this bio-LNG fuel has obtained International Sustainability and Carbon Certification (ISCC-EU).

“Through this supply agreement, MOL has established a framework that ensures a continuous and stable supply of bio-LNG fuel not only in Northern Europe but also in the Mediterranean,” the company said.

As part of the group’s efforts to adopt alternative fuels and achieve net-zero greenhouse gas (GHG) emissions, it is utilising LNG-fuelled vessels as a bridge solution to facilitate the transition to carbon-neutral fuels such as bio-LNG and synthetic LNG (e-methane).

In 2025, MOL signed a bio LNG fuel supply agreement in Northwest Europe with Titan, part of the Molgas, and MOL has continued this bio LNG fuel supply agreement with the same company in 2026 as well.

Photo credit: Mitsui OSK Lines
Published: 19 June, 2026

Biofuel

Kvasir Technologies lands EUR 10 million to scale bio bunker fuel production

The Danish biofuel startup raised the fund in a Series A investment round, which will provide capital to develop and design a new commercial production plant and scale climate-neutral drop-in marine fuel.

Published

3 days ago

June 19, 2026

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Kvasir Technologies lands EUR 10 million to scale bio bunker fuel production

Danish biofuel startup Kvasir Technologies on Thursday (18 June) said it has raised EUR 10 million (USD 11.4 million) in a Series A investment round with participation from European Energy as a new investor, alongside existing investors EIFO, Maersk Growth and Footprint Fund.

The Series A round provides capital to develop and design a new commercial production plant and scale climate-neutral drop-in fuel to be used in existing vessels.

At the same time, European Energy and Kvasir Technologies are entering into a strategic partnership by establishing the company KVEEN Biofuels, which is working towards the construction of a commercial-scale plant to produce biofuels using Kvasir Technologies’ patented technology.

“This investment round enables us to take the next crucial steps in developing and scaling our technology. At the same time, it underlines that there is still strong support for solutions that can deliver real climate impact in the maritime sector,” said Joachim Bachmann Nielsen, Ph.D. in Chemical Engineering and CEO of Kvasir Technologies.

Kvasir Technologies, a spin-out from research at the Technical University of Denmark (DTU), has developed a new technology to convert a wide range of non-edible lignin- based residues from agriculture and forestry into refined biofuels for shipping.

The climate-neutral biofuel can serve as an immediate replacement for fossil marine fuel without the need to modify ship engines or change existing infrastructure.

The new funding will be used, among other things, to scale the technology at Kvasir Technologies’ test facility in Fredericia, which can produce up to 2 metric tonnes (mt) of biofuel per day.

At the same time, development work will begin on the first commercial plant in the city of Aabenraa in the southern part of Jutland, which will demonstrate the technology on an industrial scale.

Photo credit: Kvasir Technologies
Published: 19 June, 2026

ECA

DNV: North-east Atlantic joins expanding network of ECAs

DNV highlighted key information on the new North-East Atlantic ECA, which will enter into force on 1 September 2027, following recent amendments MARPOL Annex VI adopted at MEPC 84.

Published

3 days ago

June 19, 2026

Admin

Classification society DNV on Wednesday (17 June) highlighted key information on the new North-East Atlantic ECA, which will enter into force on 1 September 2027 following recent amendments MARPOL Annex VI adopted at MEPC 84, creating a continuous emissions control area across much of the North Atlantic:

Need to Know

The new North-East Atlantic ECA will enter into force on 1 September 2027, creating a continuous emissions control area across much of the North Atlantic.
SOx limits (0.10% sulphur) will apply from 1 September 2028.
Ships meeting the MARPOL “three‑date” criteria (from 1 January 2027 onward) must comply with Tier III NOx limits for engines above 130 kW when operating in the ECA.

North-East Atlantic ECA

In general, the ECAs are designed to reduce air pollution from NOx, SOx and PM, and play a vital role in protecting sensitive marine environments as well as improving air quality for nearby communities.

The latest addition is the North-East Atlantic ECA, covering the Exclusive Economic Zones (EEZs) and territorial seas of Portugal, Spain, France, Ireland, Iceland, the Faroe Islands, Greenland and mainland UK that are not already included in existing ECAs. The EEZs surrounding Madeira, the Azores and the Canary Islands will be excluded. The precise ECA boundaries are defined by exact coordinates in Appendix VII of the revised MARPOL Annex VI.

Once in force, this designation will create a continuous ECA across the North-East Atlantic, linking the Canadian Arctic, Norwegian Sea, North Sea and Mediterranean Sea ECAs into a single, connected regulatory area.

eca map 2026 1

Application

The North-East Atlantic ECA, as part of the next amendments to Annex VI of MARPOL, will enter into force on 1 September 2027. The effective dates will be as follows:

SOx requirements

The sulphur limits for new North-East Atlantic ECA take effect 12 months after entry into force, in other words on 1 September 2028. From that date onwards, ships must use fuel with a sulphur content of no more than 0.10%.

Alternatively, compliance may be achieved using exhaust gas cleaning systems (EGCS) when operating on higher-sulphur fuels. However, it should be noted that restrictions on the use of open-loop EGCSs are becoming increasingly stringent, particularly in the coastal waters of northern Europe under OSPAR (please refer to our Technical and Regulatory News No. 26/2025), thereby limiting this as a practical compliance option in the region.

Note: The full article by DNV can be read here.

Photo credit: william william on Unsplash and DNV
Published: 19 June, 2026