The Department for Transport (DfT) has announced that it will not create a separate at‑berth emissions requirement for UK ports. Instead, berth‑side greenhouse‑gas (GHG) emissions will be managed through the UK Emissions Trading Scheme (ETS) and forthcoming maritime fuel regulations, with a consultation to be launched in due course.
Background to the decision
On 28 August 2026 the DfT published its response to the Net Zero Ports Call for Evidence. The British Ports Association (BPA) reported that the response set out the Department’s plans for maritime decarbonisation and explicitly stated that the DfT is "now minded not to introduce a standalone at‑berth emissions requirement on port".
The same BPA article notes that the DfT proposes to address emissions at berth through the UK ETS and through forthcoming maritime fuel regulations that will apply to ships and their operators. The Department frames this ship‑focused approach as "the simplest and most effective way forward" and says it will minimise administrative burdens on ports.
What the new approach entails
Under the ETS, emissions from ships while docked will be measured and reported in the same system that covers other UK industrial sectors. The forthcoming maritime fuel regulations, still to be detailed, will set standards for the type of fuel used by vessels calling at UK ports, thereby indirectly curbing emissions generated while ships are stationary.
By linking berth‑side emissions to the ETS, the DfT avoids the need for a bespoke reporting framework for each port. The BPA welcomed the move, although it expressed "serious ongoing reservations about the implementation of the ETS".
Who is affected and what changes for them
Port operators will no longer have to develop a separate compliance regime for at‑berth emissions. Instead, they will need to ensure that the ships they host are correctly accounted for within the ETS and that any fuel‑related standards are met. Ship owners and operators will face the same reporting obligations that apply to other UK emitters, meaning that emissions generated while a vessel is tied up will be reflected in its overall ETS allocation.
For the broader UK maritime sector, the shift means that emissions reductions will be driven primarily through ship‑level measures – cleaner fuels, efficiency upgrades and operational changes – rather than through port‑level controls. The DfT argues this is the most direct route to decarbonisation because ships are the source of the emissions.
Consultation timeline
The DfT has signalled that a formal consultation on the ETS‑based approach will be launched "in due course". No exact date has been set, but the BPA notes that the consultation will be announced after the response has been shared with relevant members.
| Event | Date |
|---|---|
| DfT response to Net Zero Ports Call for Evidence published | 28 August 2026 |
| Consultation on ETS‑based berth‑side emissions approach announced | TBD (announced as forthcoming) |
| Source: British Ports Association – “The BPA Welcomes DfT’s Net Zero Response” | |
Analysis of the policy shift
Moving berth‑side emissions into the ETS aligns port emissions with the UK’s broader carbon‑pricing strategy. It removes the administrative layer of a separate rule, which the DfT claims will reduce paperwork for ports. However, the BPA’s reservations hint at potential challenges: the ETS has historically been complex for smaller emitters, and integrating a large number of short‑duration ship emissions could strain reporting systems.
From a business‑risk perspective, ship owners may see the change as a cost‑neutral adjustment if the ETS price remains similar to current fuel‑tax levels. Yet, the upcoming maritime fuel regulations could introduce new compliance costs if stricter fuel standards are imposed. The net effect on port competitiveness will depend on how quickly the ETS can accommodate the high‑frequency, low‑volume emissions typical of ships at berth.
For investors and managers monitoring UK climate policy, the DfT’s decision signals a preference for market‑based mechanisms over prescriptive regulation. It also suggests that future decarbonisation efforts will likely focus on vessel technology and fuel composition rather than on port infrastructure upgrades.
What remains unknown
- The precise content and timing of the maritime fuel regulations.
- How the ETS will be adapted to capture short‑duration emissions from ships without creating disproportionate reporting burdens.
- The detailed scope of the forthcoming consultation and whether it will invite input from port authorities, ship operators, or other stakeholders.
Until these details are clarified, ports and shipping companies will need to monitor DfT communications closely and prepare internal systems for ETS reporting.
Looking ahead
With the consultation pending, the next few months will be crucial for shaping the practical implementation of the ETS‑based approach. Stakeholders are likely to use the consultation to raise concerns about data collection, allocation of ETS allowances, and the interaction between fuel standards and emissions reporting. The outcome will determine whether the DfT’s promise of a "simplest and most effective way forward" translates into a workable regulatory framework for the UK maritime sector.