New Maritime Bill Imposes $150/Ton CO2 Fee on Cargo Ships, Funds Green Shipping Fleet

Starting in 2027, the International Maritime Pollution Accountability Act sets up a major system shift for global cargo shipping that hits the wallet hard. This bill requires large cargo ship operators (5,000 gross tonnage or more) making a “covered voyage” to report detailed operational data—everything from fuel mass used to how long they were plugged into shore power at U.S. ports—and then pay two significant new fees based on that data. The core purpose is to tackle the massive pollution problem caused by international shipping, which Congress notes is a fast-growing source of global emissions.

The Cost of Carbon: $150 Per Ton and Rising

The biggest financial lever in this bill is a new fee on the lifecycle carbon dioxide-equivalent (CO2e) emissions. Starting January 1, 2027, operators will be charged a base rate of $150 for every metric ton of CO2e their fuel generates on a covered voyage. That $150 isn't static, either; starting in 2028, it increases annually by the rate of inflation plus an extra 5 percentage points. If a vessel dares to venture into extreme polar regions (north or south of 60 degrees latitude), the fee for that fuel usage triples. This is a direct incentive—or a major penalty—for the shipping industry to switch to cleaner fuels fast.

Hitting the Ports: Fees for Local Air Pollution

Beyond the global carbon fee, the bill also targets the dirty air that plagues communities near ports. It establishes a second fee on criteria air pollutants—nitrogen oxides (NOx), sulfur dioxide (SO2), and fine particulate matter (PM2.5)—emitted while vessels are in U.S. waters. These fees are calculated per pound of pollutant, costing $6.30 for NOx, $18 for SO2, and $38.90 for PM2.5. If you live or work near a busy port, this provision is designed to make the air cleaner, using fees to discourage the use of high-polluting fuels and older engines near shore.

The Importer's Cut: Who Pays the Bill?

If you’re an operator, you pay the main fee. But if you’re an importer bringing goods into the U.S. on a “qualified importing voyage,” you also have a reporting requirement and a fee to pay. The fee is prorated based on your share of the cargo. Importantly, you cannot bring your imported cargo into the U.S. until you’ve submitted the required pollution data and paid your portion of the fee. For consumers, this is the connection point: these fees and compliance costs will likely be factored into shipping costs, which could eventually filter down to the price tags of imported goods.

Steep Penalties and the Jones Act Exemption

The bill means business when it comes to payment deadlines. If an operator or importer misses the payment deadline, the fee immediately increases by 20 percent, and then another 20 percent is added for every subsequent 30-day period the fee remains unpaid. That’s a serious financial risk for administrative delays. However, there’s a notable exemption: vessels operating under the Jones Act (U.S.-built, -owned, and -crewed ships operating between U.S. ports) are explicitly excluded from the definition of a “Covered Voyage,” meaning they are exempt from paying these new fees.

Where the Money Goes: A Massive Green Shipping Fund

This isn't just a tax; it’s a massive reinvestment program. The fees collected are allocated to several decarbonization and air quality initiatives starting in 2029. Fully 25% of the money goes to the Maritime Administration to fund grants and loans for modernizing the Jones Act fleet, helping them switch to zero-emission technology. Another 25% goes to the Department of Energy for research into low-carbon maritime fuels. Other portions fund workforce development for green shipping, electrifying harbor craft and ferries, and critically, 5% is dedicated to increased air quality monitoring in communities within one mile of ports. This aims to directly address the health impacts of shipping by cleaning up the air where people live and work.