Policy & Compliance
Soaring shipping emissions are a wake-up call for regulators, indicating that fuel consumption needs to be improved and shipowners rewarded for using less carbon intense fuels Shipping emissions in the spotlight
roadworthiness testing process for 3.5-4.25 tonne ZE vehicles. The suggestion was to remove electrically powered vehicles from the HGV testing requirements to the Class 7 MOT, an annual safety and environmental test for light commercial goods vehicles (LCVs) with a design gross weight (DGW) of between 3,001 kg and 3,500 kg. The majority of respondents were supportive of the proposal to move 3.5-4.25 tonne zero emission vehicles into the scope of the GB drivers’ hours rules. This change would mean that such vehicles up to 3.5 tonnes would in most cases not require a tachograph to be fitted. Regarding the second bullet point, having considered the responses, the DfT agreed with the view to move 3.5 to 4.25-tonne ZE vehicles into the scope of the class 7 MOT testing system (without adding features from the HGV test into the class 7 MOT), with a first test three years from first registration (and then annually). Full outcome The full outcome of the consultation can be read at https://www.gov.uk/government/ consultations/zero-emission- vans-regulatory-flexibility/outcom e/zero-emission-goods-vehicles- regulatory-flexibility-consultation- response It must be noted that the proposals will require legislative changes, and parliamentary time will have to be sought to pass the necessary legislation. In terms of transition from petrol and diesel powertrains for commercial vehicles, it is the light commercial vans that have seen the greatest growth in the use of alternative fuels. The number of electric commercial vehicles in the UK in 2023 was 68,664. In 2024, this rose to 90,058, demonstrating a 31% year-on-year increase. The majority of these electric vehicles were light commercial vehicles – 67,672 in 2023, rising to 88,787 in 2024. It is hoped that by aligning the regulations for internal combustion engine powered vans up to 3.5 tonnes and 4.25 tonnes in the main electrically powered vans will help control costs, whilst at the same time simplifying and making fleet management more efficient.
I n 2024 shipping emissions in the EU rose by 13% to their highest level since reporting began in 2018. The reasons for this increase were largely due to well- documented issues facing the international maritime industry. This increase has to be seen against a downturn in trading levels. Figures indicate that increases in emissions from containerships, up by 46% compared with 2023, were responsible for all of the increase. The primary reason for this was the long diversion around the Cape of Good Hope, for both east- and westbound journeys. There are two distinct but related issues driving this increase. The longer Red Sea journeys to avoid Houthi attacks pushed up the average distance per ship by 18% to 42,842 nautical miles. However, average speeds did not increase from the 2023 figure when a 13% increase was seen. More vessels What did happen, due to problems caused by the Houthis, was that shipping lines deployed more vessels, an increase of 11% to 2,210, in order to maintain schedules. Without this increase, in all probability, global trade would have slowed down. In many ways these figures are a wake-up call for regulators, indicating that fuel consumption needs to be improved and shipowners rewarded for using less carbon intense fuels. The big emitters of carbon were MSC, producing 15.5 million tonnes of CO 2 in 2024, followed by Maersk, which emitted 10.3 million tonnes, and CMA CGM
8.3 million tonnes. This has created a cash bonanza for the EU because, since January 2024, the EU Emissions Trading System (EU ETS) has been extended to cover CO 2 emissions from all large ships (of 5,000 gross tonnage and above) entering EU ports, regardless of the flag they fly. The system covers: • 50% of emissions from voyages starting or ending outside the EU (allowing the third country to decide on appropriate action for the remaining share of emissions) • 100% of emissions that occur between two EU ports and when ships are within EU ports. EU Emissions Trading System The EU ETS covers CO 2 (carbon dioxide), CH 4 (methane) and N 2 O (nitrous oxide) emissions, but only the two latter as from 2026. Emissions from maritime transport are included in the overall ETS cap, which defines the maximum amount of greenhouse gases that can be emitted under the system. The cap is reduced over time to ensure that all ETS sectors contribute to the EU’s climate objectives. This will incentivise energy efficiency, low-carbon solutions, and reductions of the price difference between alternative fuels and traditional maritime fuels. It will be interesting to see how the scheme develops over time and, should the IMO implement a global emissions levy, whether the EU will withdraw the EU ETS, because many argue that the shipping lines will effectively be charged twice for their emissions.
“ It is hoped that by aligning the regulations for internal combustion engine powered vans up to 3.5 tonnes and 4.25 tonnes in the main electrically help control costs, whilst at the same time simplifying and making fleet manage - ment more efficient powered vans will
January 2026 | 17
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