What’s Changing in Maritime Decarbonization in 2026? 

What’s Changing in Maritime Decarbonization in 2026? 

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Maritime decarbonization in 2026 is being shaped by a combination of regulatory implementation, policy review, and improvements in emissions measurement. The key developments this year include the continued rollout of the EU Emissions Trading System (EU ETS) and FuelEU Maritime, the International Maritime Organization (IMO)’s review of its existing efficiency measures, and updates to industry methodologies such as Smart Freight Centre’s Clean Cargo program. 

These changes are directly affecting how emissions are measured, how costs are calculated, and how responsibilities are allocated across carriers, shippers, and logistics providers. 

IMO: Review of existing measures and continued regulatory uncertainty 
The IMO’s current decarbonization framework, including the Energy Efficiency Existing Ship Index (EEXI) and the Carbon Intensity Indicator (CII), remains the primary global regulatory mechanism in force. Both measures have been applicable since 2023 and are now under formal review as part of the IMO’s agreed timeline (International Maritime Organization, EEXI and CII FAQ). 

The purpose of this review is to assess the effectiveness of the CII framework and determine whether adjustments are required. While no new measures have been introduced in 2026, the review process has increased attention on vessel performance and carbon intensity ratings. 

Operationally, this results in a stronger focus on measures that improve CII performance, including speed management, route optimization, and technical efficiency improvements. These actions are being implemented across fleets as they provide immediate impact without requiring significant capital investment. 

At the same time, discussions on the IMO’s mid-term measures — including a global fuel standard and a greenhouse gas pricing mechanism — are ongoing. The lack of final clarity on these measures continues to influence investment decisions, with many companies prioritizing flexibility in fuel choice and vessel design (Reuters, 2025). 

EU: Implementation of carbon pricing and fuel regulation 
The European Union remains the most advanced region in terms of maritime decarbonization regulation. In 2026, both EU ETS and FuelEU Maritime are actively influencing operational and commercial decisions. 

The inclusion of maritime transport in the EU ETS requires shipping companies to account for a defined share of their emissions. This is being implemented on a phased basis, and the system is now fully integrated into commercial practices such as freight pricing and contract structures (European Commission, Reducing emissions from the shipping sector). 

A significant development is the inclusion of methane (CH₄) and nitrous oxide (N₂O) emissions alongside carbon dioxide. This expands the scope of emissions accounting and has implications for fuels such as LNG, where methane slip must now be considered. 

FuelEU Maritime complements ETS by setting limits on the greenhouse gas intensity of energy used by ships calling at EU ports. Compliance requires detailed monitoring, reporting, and verification of fuel use and emissions (European Commission, FuelEU Maritime). 

In 2026, companies are actively managing: 
  • Verified emissions data across voyages and fleets 
  • Compliance strategies, including fuel selection and operational adjustments 
  • Documentation and reporting requirements 
  • Allocation of carbon-related costs across contractual parties 
As a result, carbon costs are increasingly visible and are being incorporated into commercial agreements. 

Regional regulations: Operational impact across key markets 
Regional regulations outside the EU continue to focus primarily on air emissions and fuel standards, but they contribute to overall decarbonization efforts by influencing operational practices. 

In China, Domestic Emission Control Areas (DECAs) impose sulphur limits in coastal waters and at berth (EGCSA). In addition, there is increasing enforcement and expectation around the use of shore power for vessels equipped to connect while at berth (Safety4Sea). These measures require cleaner fuel use and reduce emissions in port areas, while also increasing the need for operational compliance and monitoring. 

Singapore’s approach is based on incentives and infrastructure development. Through the Maritime Singapore Green Initiative, the government provides incentives for cleaner vessels and technologies. At the same time, Singapore is expanding its role as a bunkering hub for alternative fuels, including methanol (Maritime and Port Authority of Singapore). This supports the availability of lower-carbon fuels and facilitates their adoption in key trade routes. 

India is progressing through policy development and infrastructure initiatives. The draft National Green Shipping Policy outlines a framework for reducing emissions in the maritime sector, while the Directorate General of Shipping continues to promote sustainability initiatives. Port-level projects, including green hydrogen developments, indicate a focus on building future fuel infrastructure (DG Shipping; Draft NGSP). 

Across these regions, the regulatory approach differs, but the overall impact is consistent:  
  • Increased requirements for cleaner operations  
  • Improved infrastructure  
  • Greater alignment with long-term decarbonization objectives 
Clean Cargo: Updates to emissions calculation methodology 
In parallel with regulatory developments, changes in emissions measurement are influencing how performance is assessed and compared. 

The Smart Freight Centre’s Clean Cargo program provides standardized emissions data for container shipping and is widely used across the industry. Updates to its methodology are being implemented to improve accuracy and comparability. 

A key update in 2026 is the transition from assumed vessel utilization to the use of actual cargo carried in emissions calculations. This change aligns emissions intensity more closely with actual transport activity and reduces variability caused by assumptions. 

Additional updates include: 
  • More detailed port-to-port emissions calculations 
  • Enhanced fuel and engine-level reporting 
These improvements make emissions data more robust and better suited for use in procurement, reporting, and regulatory alignment. 

What this means for industry stakeholders 
The combined effect of regulatory requirements and improved data is changing how different stakeholders operate. 

Carriers are focusing on operational measures that reduce emissions and manage regulatory exposure. This includes optimizing vessel performance, adjusting fuel strategies, and developing service offerings that reflect emissions performance. 

Shippers are incorporating emissions considerations into procurement and contracting processes. There is increasing demand for detailed, verifiable emissions data, as well as clarity on how carbon costs are calculated and passed through. 

Logistics service providers are playing a coordinating role by consolidating emissions data across carriers, aligning methodologies, and supporting customers in navigating regulatory requirements. 

Ship Recycling and the EU CBAM regulation push to drive indirect maritime logistic decarbonization 
As the EU Carbon Border Adjustment Mechanism (CBAM) enters its full implementation phase in 2026, its impact is rippling beyond heavy industry into maritime logistics. By placing a carbon price on steel imports, CBAM incentivizes Asian producers to transition toward low-carbon manufacturing to maintain market competitiveness. This shift creates a strategic nexus with ship recycling; as BIMCO forecasts a surge of 15,000 end-of-life vessels over the next decade, these ships represent a vital "urban mine" of high-quality scrap metal. Streamlining sustainable recycling processes in Asia ensures a steady supply of low-embodied-carbon feedstock for green steel production. Consequently, CBAM acts as an indirect but powerful catalyst, linking the decarbonization of the steel value chain with a more circular, transparent, and efficient maritime lifecycle, ultimately turning a looming decommissioning crisis into a cornerstone of the green transition. 

Conclusion 
Maritime decarbonization in 2026 is characterized by three key developments: the implementation of existing regulations, ongoing policy development, and improvements in emissions measurement. 

The IMO framework continues to evolve through review, the EU has introduced enforceable mechanisms that directly impact costs, and regional regulations are supporting operational changes. At the same time, industry initiatives such as Clean Cargo are improving the consistency and reliability of emissions data. 

As a result, emissions are now more systematically measured, more widely reported, and increasingly linked to commercial and operational decisions across the maritime sector. 

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