HR 4341119th CongressIn Committee

International Maritime Pollution Accountability Act of 2025

Introduced: Jul 10, 2025

Sponsor: Rep. Matsui, Doris O. [D-CA-7] (D-California)

Environment & Climate

Standard Summary

Comprehensive overview in 1-2 paragraphs

The International Maritime Pollution Accountability Act of 2025 would, starting in 2027, require the Environmental Protection Agency (EPA) to collect new fees on certain international shipping activities and to fund a broad set of decarbonization and pollution-reduction programs. The core idea is to attach a price to lifecycle greenhouse gas (CO2e) emissions and criteria air pollutants (NOx, SO2, PM2.5) from covered voyages of large cargo ships that call at U.S. ports. Ship operators would report detailed voyage and fuel-use data, and EPA would assess per-voyage fees based on the fuel consumed and its emissions profile. The bill also creates a suite of spending programs to modernize Jones Act fleets, support low-emission fuels and technologies, invest in port equipment electrification, workforce development, and related research, all funded by a portion of the collected fees. It includes a provision to offset or reduce US fees if foreign pollution fees already apply, and a sunset if a global IMO/UN fee becomes enforceable at or above the US level. An importer can be required to pay a prorated fee for imported cargo bound for the United States under the same framework.

Key Points

1Reporting and covered voyages: Beginning in 2027, operators of covered voyages (self-propelled cargo ships at least 5,000 gross tons, with cargo as a primary purpose) must report extensive voyage data to the EPA, including ports of origin and call, fuel use by type, cargo mass, time at ports, and fuel use north of the polar line, among other details. The goal is to provide the data needed to calculate lifecycle emissions and fees.
2Lifecycle-emissions fees (CO2e) for cargo vessels: The EPA must develop a lifecycle CO2e emissions profile for maritime fuels and, starting in 2027, assess per-voyage fees that are the sum over fuel types of (fuel mass × CO2e per mass × $150), with annual inflation adjustments, a tripling for fuel used north of 60N or south of 60S, and potential credits for emissions under Annex VI mechanisms. Fees are due within a set deadline and penalties apply for late payment.
3Alternate fee for imported cargo: Importers for qualified importing voyages (cargo bound for the U.S. offloaded abroad) face a prorated fee based on the portion of cargo bound for the United States, with enforcement requiring payment before the cargo can be imported.
4Fees on criteria air pollutants: A separate, parallel structure imposes fees for NOx, SO2, and PM2.5 emissions, using a per-fuel, per-mile approach within U.S. waters (EEZ, territorial seas, internal waters) with specified dollar amounts per pollutant type. These fees also have inflation adjustments and late-payment penalties.
5Federal investment to decarbonize shipping (Sec. 7): The bill would allocate a portion of the collected fees to:
6- Modernize the Jones Act fleet (MARAD): Grants, rebates, or low-interest loans to replace or retrofit Jones Act vessels with zero-emission propulsion (batteries or low-carbon fuels), with priority given to emissions reductions, air-quality health benefits, water quality, and areas with high pollution burdens.
7- R&D for low-carbon fuels and technologies (DOE): Competitive grants to eligible entities for producing/transporting/blending low-carbon fuels and developing low-emission maritime technologies.
8- Workforce development (EPA): Grants and rebates for training at maritime academies and related programs to support maintenance and operation of zero-emission equipment and low-carbon vessels.
9- Harbor craft and ferry electrification (EPA): Grants/loans to replace/retrofit harbor crafts and ferries with battery-powered propulsion, plus training and workforce development.
10Sunset provision: The new US fees would end if the Administrator determines that a global IMO/UN-wide lifecycle CO2e-fee equivalent to or greater than the US fees is in force and enforceable.
11Additional design features: The bill references an alignment with international frameworks (e.g., Annex VI of MARPOL) for potential credits and provides a mechanism to offset foreign charges. It also establishes a polar-region multiplier and creates a structured administrative framework with public reporting, data collection, and oversight allowances.

Impact Areas

Primary group/area affected- International cargo shipping operators and importers that call at U.S. ports, particularly those operating large, self-propelled cargo vessels 5,000+ gross tons on voyages with cargo bound for the United States.- U.S. ports and port communities, since the data collection and resulting emissions fees target port calls and in-port activity, including electricity use and duration of port stay.Secondary group/area affected- Jones Act vessel owners and operators, who would see grants and loans for retirement or retrofitting to zero-emission propulsion systems.- U.S. government agencies (EPA, DOE, MARAD) and maritime academies, which would administer data collection, fees, and grant programs.- Domestic manufacturers and suppliers of low-emission fuels, batteries, and zero-emission maritime technologies.Additional impacts- Industry costs could rise for covered voyages due to lifecycle fees, potentially fueling shifts toward low-carbon fuels and electrification technologies.- Potential competition and policy effects with foreign fleets, as foreign pollution fees may offset US charges under the Act.- Environmental and public health benefits from reductions in shipping-related greenhouse gases and air pollutants, especially in port-adjacent communities with historically poor air quality.- Administrative burden from the detailed quarterly reporting and data submission requirements, though designed to drive investment in decarbonization and port-cleanup efforts.

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