IMO 2020

Regulations for 2020 – The next decade of Shipping Regulations

Technoveritas provides an overview of upcoming maritime regulations to be introduced by the IMO.

Published

8 years ago

January 18, 2019

Admin

Portugal-based Technoveritas, an engineering solutions and services provider for the marine industry, has provided an overview of upcoming maritime regulations to be introduced by the International Maritime Organization:

As we quickly approach the turning point of a new decade, there is much speculation on what would be decided in terms of regulations imposed on the shipping activity.
IMO’s working group has been analysing some future strategic possibilities to be introduced in order to combat the shipping industry estimated 2.5% share of global CO2 greenhouse gas emissions (GHG). This is a prioritised area since without any decisive measure an alarming increase in the sector share of emissions by 50-250% might be achieved within 2050. Although CO2 is a huge concern, the emission of other pollutants such as nitrogen and sulphur oxides as well as particle matter has been kept under a closer look.

Recent situation

The year 2018 has been a significant year for environmental regulations. Important decisions have been made, regulations finalized, and we have now a clearer picture of the regulatory landscape than a year ago. In the last two years, shipowners have been facing EU MRV regulations which focused on CO2 emissions by vessels with 5,000 GT and above, and that cross EU ports of call.

At the beginning of 2019, the IMO-DCS (Data Collection System) will enter into force. It comprises a three-step approach: in the first stage, there will be a collection and reporting of fuel consumption data for each type of fuel used on board. Other data related to hours underway and distance travelled will also be monitored. This collected data will be further analysed and a decision shall be taken regarding measures to apply.

This regulation will have a significant impact due to the fact that it has a worldwide range, engaging all international voyages made by large pollutant vessels. Companies will also have to develop and validate a SEEMP (Ship Energy Efficiency Management Plan) for each vessel, collect the mentioned data and perform annual reports to be submitted to the Administration or any organization duly authorized by it. A result of conformity is emitted by the issuance of a Statement of Compliance that the company should kept aboard the ship and it shall be valid for the calendar year in which it is issued and for the first 5 months of the following calendar year.

What’s new to come

The MEPC (Marine Environment Protection Committee) is expected to develop and agree on a programme of actions to implement the initial IMO strategy on the reduction of GHG emissions from ships, which was adopted in April 2018.

An Intersessional Working Group, that met last October, MEPC 73, initiated this work and has already focused on some important points.

One of the issues, as mentioned, is related to Reduction of Greenhouse Gas emissions from ships. Strategic measures for short, mid and long term were discussed and are to be finalized between 2018 and 2023 for short-term, between 2023 and 2030 for mid-term and beyond 2030 for long-term measures. MEPC agreed on a follow-up action plan which discussions will be detailed on at MEPC 74 in May 2019.

Another focus in the recent future will be related to sulphur emissions and the implementation of a limit for 2020. The now lower sulphur limit in fuel oil will be in force from the 1st January 2020 and is restricted to 0.5% under IMO MARPOL treaty, in order to guarantee improvements for the environment and human health.

This restriction has global applicability although in Emission Control Areas (ECAs) the limit will be even tighter, down to 0.10%. Most vessels are expected to be using new blends of fuel oil which will be produced to meet the 0.50% limit on sulphur in fuel oil. Currently, the maximum sulphur limit in fuel oil is 3.50% globally (and 0.10 % in the four ECAs). The carriage in tanks of non-compliant fuel oil is forbidden unless the vessel has an exhaust gas cleaning system fitter (example: “scrubber”). This last amendment will enter into force in March 2020. The usage and carriage of HFO as fuel by ships in Arctic water will be banned in analogy to what was concluded in the Antartic under MARPOL Annex I Regulation 43.

Regarding NOx emissions, NOx Tier III requirements have entered into force in the North American emission control area (ECA) for vessels constructed on or after 1 January 2016. In essence, anyone building a ship today needs to consider whether the vessel will — or might at some point — operate in that area. If so, NOx control technology will be needed for that vessel. Additionally, MEPC 71 adopted the MEPC 70 agreement to apply NOx Tier III requirements to ships operating in the North Sea and Baltic Sea ECAs. This will apply to ships constructed on or after 1st January 2021.

In the following years, a review of the Energy Efficiency Design Index (EEDI) is also expected, tightening the requirements for certain new ships. It is expected, since MEPC 73, an increase in the baselines reduction from 30% to 40% for container vessels starting in 2022, maintaining 30% for general cargo vessels starting in 2022 and maintaining the current requirements and timeline (2025) for tankers, bulkers and all ro-ro ship categories.

Other concern for the following years will be the control and management of Ship’s Ballast Water and Sediments that make use of active substances. It is expected the inclusion of contingency measures in the management plan. The discharge requirements for tank washings containing persistent floating products with high-viscosity and/or a high melting point will also be restricted to specific areas according to MARPOL Annex II.

IMO has also started to discuss how to address plastic litter from shipping on the oceans and developed an action plan in the context of 2030 Sustainable Development Goal 14 (SDG 14). The measures within the plan should be completed by 2025. In study are possibilities such as evaluating the adequacy of port reception facilities or facilitating the delivery and retrieving of fishing gear.

Conclusion

The regulations described above are set to improve the shipping industry’s environmental profile and will result in a significant decrease in harmful emissions from vessels. The regulations, in particular, the 2020 global sulphur cap, will however for ship owners, operators and charters represent new challenges which will need to be carefully considered and addressed. Such challenges also bring opportunities for existing and new players in the market, and there are reports regarding different positions taken in the preparation of 2020 on a daily basis.

Source: Technoveritas
Published: 18 January, 2019

Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

Published

2 months ago

June 3, 2026

Admin

VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes.

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

Port & Regulatory

Study: Major drop in ship sulphur emissions confirmed following IMO regulations

National Centre for Atmospheric Science study found that the average sulphur content in ship fuel dropped nearly tenfold in open ocean areas following IMO’s 2020 regulation.

Published

8 months ago

December 8, 2025

Admin

Recent global regulations have significantly reduced sulphur emissions from ships, helping to improve air quality in coastal regions – confirmed by a recent international study led by researchers at the National Centre for Atmospheric Science.

The research, published in Environmental Science: Atmospheres, used aircraft and ground-based instruments to measure sulphur dioxide and nitrogen oxides emitted by ships in the North-East Atlantic and European coastal waters between 2019 and 2023.

The team found that the average sulphur content in ship fuel dropped nearly tenfold in open ocean areas following the International Maritime Organization’s 2020 regulation, which capped sulphur content in marine fuel at 0.5%.

Before the change, many ships exceeded the previous 3.5% limit. After 2020, only a small number of ships were found to breach the new standard.

In European sulphur Emission Control Areas (SECAs), such as the English Channel and the Port of Tyne, sulphur levels were even lower – well below the stricter 0.1% limit. Interestingly, ports outside these zones, like Valencia in Spain, also showed low sulphur levels, likely due to EU rules requiring cleaner fuel when ships are docked for extended periods.

This is the first study to use aircraft-based measurements and predictions from the Ship Traffic Emission Assessment Model (STEAM3) to assess ship emissions outside of sulphur control zones since the 2020 regulation came into effect. The findings support the widely held view that ships now emit around seven times less sulphur than before the rule change – an important step toward cleaner air and healthier coastal environments.

Note: The research, titled ‘SO2 and NOx emissions from ships in North-East Atlantic waters: in situ measurements and comparison with an emission model’ can be found here.

Photo credit: shraga kopstein on Unsplash
Published: 8 December, 2025

Interview

IBIA Annual Convention 2025: ‘Exciting times’ for post IMO 2020 bunker suppliers, states Equatorial

Choong Sheen Mao, Chief Operating Officer, Equatorial, describes to Manifold Times the pre/post IMO 2020 challenges and evolution of bunker suppliers.

Published

9 months ago

October 31, 2025

Admin

The International Bunkering Industry Association (IBIA) will be hosting its flagship Annual Convention in Hong Kong at the Hong Kong Convention Exhibition & Convention Centre between 18 to 20 November 2025, as part of Hong Kong Maritime Week.

Choong Sheen Mao, Chief Operating Officer, Equatorial Marine Fuel Management Services (Equatorial), speaks to bunkering publication Manifold Times about the challenges of a post IMO 2020 bunker supplier.

MT: How does Equatorial continue to offer customer assurance and maintenance of marine fuel quality to ISO8217 standards despite increasing complexity of bunker fuel blends?

We maintain our focus to provide compliant, quality and competitively priced products to our customers. There is no shortcut. We source our products from a wide range of cargo producers and suppliers. We continue to be strict and vigilant with our testing programme for our products before delivering them to our customers. Equatorial has deepened our engagement with the wider industry to have a better and up-to-date understanding of the existing and new marine fuels.

MT: Can you share the evolution of commercial marine fuel procurement, blending and trading strategies on the back of increasing fuel types (pre/post IMO 2020)?

Pre IMO 2020, the main types of marine fuel procured and consumed by vessels were high-sulphur fuel oil, marine diesel oil and marine gas oil. Trading strategies were therefore closely linked to that within the oil industry.

However, many of the new fuel types are from other industries. For example, biofuels, methanol and ammonia are mainly products from the chemical and agriculture industries. There are marked differences between these industries and the energy industry (in particular, the marine fuels industry). LNG is from the gas industry which is distinct from the oil industry.

Without an existing liquid paper market for many of these commodities (especially as a marine fuel), the price risk management is less straightforward. Furthermore, commodity prices are no longer the sole consideration for price itself. The price of compliance must be considered. This could range from guaranteeing the origin of the marine fuel, its sulphur properties as well as its carbon intensity. The list goes on.

MT: Operational wise, what are the changing role and responsibilities of a bunker supplier to date, compared to before IMO 2020?

The role and responsibility of a bunker supplier have evolved. Fundamentally, it has been about providing quality marine fuels at competitive prices. Quantity assurance has been a critical concern which led to the mandatory implementation of the mass flow meter system for bunkering in the Port of Singapore. Interestingly, due to the nature of credit terms in the bunker industry, bunker suppliers also performed the role of “bankers” by extending favourable credit terms to shipowners and charterers.

These days, post IMO 2020, things have become even more complicated. Today, a bunker supplier retains the abovementioned roles and responsibilities, and much more – it has to ensure compliance with a plethora of rules and regulations. Compliance not only with sulphur cap requirements, but with international and regional sanctions and restrictions unrelated to the quality of the marine fuel itself. In fact, especially with alternative low- and zero-carbon marine fuels, this means compliance with standards, rules and regulations on sustainability such as the European Renewable Energy Directive and/or International Sustainability and Carbon Certification. There is also the need to comply with increasingly stringent safety regulations on both conventional and alternative marine fuels.

In addition to the above, a post IMO 2020 bunker supplier is still expected to supply compliant and quality fuel at competitive prices.

MT: Equatorial is Singapore’s largest local-born supplier; what is the next big thing for the company?

Equatorial continues to adapt and improve with the times, while maintaining its core values – Integrity, Teamwork, Commitment, Proficiency and Quality, and Safety and Environment. The bunker industry is a highly competitive one, and it is our intention to keep our competitive edge and remain relevant. This means that we have had to step out of our comfort zone and embrace the two mega trends of our time – digitalisation and decarbonisation.

We have been early adopters and developers of the electronic bunkering note as part of our own digital bunkering efforts. We have diversified our product offering to include low carbon marine fuels and are proud to be one of the pioneers for bunkering B100 biofuels earlier this year. This was made possible by the arrival of our IMO Type II chemical and oil bunker tankers. These same bunker tankers are also capable for carrying and delivering methanol. Equatorial has invested in an LNG bunkering vessel (LBV) newbuilding that is set to be delivered in Q3 2027. We are also involved in a study to develop low- or zero-carbon ammonia bunkering in Singapore.

These are exciting times.

Note: Choong Sheen Mao is amongst panellists featured in ‘Session Three: Bunker Sellers Panel’ at the IBIA Annual Convention 2025.

Join the Conversation

With over 300 delegates expected, the IBIA Annual Convention 2025 is set to be a defining moment for the marine fuels industry. Registration is now open via the IBIA Annual Convention website.