International Maritime Pollution Accountability Act of 2025
Sponsored By: Representative Rep. Matsui, Doris O. [D-CA-7]
In Committee
Summary
This bill would create a new lifecycle emissions fee on cargo voyages to charge ships for CO2e and other air pollutants and require quarterly voyage-level reporting. It directs those fees into a multi-agency fund to speed port and ship decarbonization starting in FY2029.
Show full summary
- Shipping operators and importers face new quarterly reporting requirements starting January 1, 2027 and must pay a lifecycle CO2e fee calculated using a $150 base multiplier. Unpaid fees can trigger penalties and EPA may withhold importation until reporting and payment are completed.
- Port communities and federal programs get targeted funding from prior-year fee collections to cut pollution and expand monitoring, including 5% for fenceline air monitoring near ports and 15% for EPA's Clean Ports program.
- The law channels large shares of funding to maritime transition and innovation, with 25% for modernizing the Jones Act fleet and 25% for Department of Energy grants on low‑carbon maritime fuels; awards include prioritization for emissions reductions, environmental justice, and clawbacks for misuse.
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Bill Overview
Analyzed Economic Effects
8 provisions identified: 5 benefits, 2 costs, 1 mixed.
More funding to cut port pollution
If enacted, starting in FY2029, 15% of the prior year’s fee collections would fund the Clean Air Act port‑pollution program. Another 5% would fund grants for fenceline air monitoring at ports and in neighborhoods within one mile. Another 5% would fund workforce training for zero‑emission port equipment and battery or low‑carbon vessels, including maritime academies.
Funds to modernize Jones Act ships
If enacted, starting in FY2029 the Maritime Administration would receive 25% of prior‑year fee collections for grants, rebates, and low‑interest loans to replace or retrofit Jones Act vessels. Projects would move ships from marine fuel oil to batteries, low‑carbon fuels, or other zero‑emission technologies. Awards would prioritize big greenhouse‑gas and public‑health gains and benefits per dollar, especially in areas with poor air quality. Certifications are required and awards could be clawed back if violated. If no Jones Act vessels qualify, U.S. vessels could be used instead for that period, and up to 1% may fund program management.
Grants for low-carbon maritime fuel research
If enacted, starting in FY2029 the Department of Energy would receive 25% of prior‑year fee collections for competitive grants. Funds would support producing, moving, blending, or storing low‑carbon maritime fuels and developing or demonstrating low‑emission maritime tech. Eligible applicants include states, companies, port authorities, universities, research groups, and nonprofits. Projects that boost domestic production, cut greenhouse gases, improve public health and water quality, and create U.S. jobs would get priority. Up to 1% may fund program management.
Grants to electrify ferries and harbor craft
If enacted, starting in FY2029, 10% of prior‑year fee collections would fund EPA grants, rebates, or low‑interest loans to replace or retrofit ferries and crew boats with battery‑only propulsion. Another 10% would fund similar help for harbor craft other than ferries. States, Tribes, local port agencies, port authorities, and private partners could apply. Awards must certify battery‑only propulsion and could be clawed back if the rules are broken. Up to 1% may fund program management.
New pollution fees on cargo voyages
If enacted, operators of covered cargo voyages would pay new emissions fees starting January 1, 2027. The carbon fee would use fuel mass times the fuel’s lifecycle CO2‑e times a $150 base rate, with the rate rising each year from 2028 by CPI‑U plus 5 points. Fuel burned north of 60°N or south of 60°S would be charged triple. There would also be fees for NOx, SO2, and PM2.5 from fuel used in U.S. waters, using pollutant‑specific rates that would also rise annually from 2028. Operators could claim allowed Annex VI credits, importers could use a prorated alternate fee, and imports could be held until data and payment are complete. If a comparable foreign fee applies, the U.S. fee would be reduced or recognized, and the U.S. fee could end if a UN/IMO fee of equal or greater level is enforced. Payments would be due the later of 30 days after assessment or year‑end, with 20% late penalties that add another 20% each 30 days until paid.
Money for ocean cleanup and coasts
If enacted, starting in FY2029, 2% of prior‑year fee collections would fund Save Our Seas 2.0 marine‑debris work at Commerce. Another 3% would go to NOAA’s National Oceans and Coastal Security Fund. These funds would support ocean cleanup and coastal security programs.
Quarterly voyage reports for shippers
If enacted, operators of covered voyages would need to file voyage data each quarter starting January 1, 2027. Reports would be due within 30 days after the quarter ends. Required items include ports, distance and time, fuel mass by type (overall, in U.S. ports and waters), cargo mass at U.S. ports, time on shore power, polar‑region time and fuel, and cargo destinations. EPA could require other needed details.
What trips and fuels are covered
If enacted, a covered voyage would be any cargo trip by a self‑propelled ship of 5,000 gross tons or more, from leaving the origin port until offloading at the final port ends. Voyages that are OCS sources, carry military cargo, food aid, disaster relief, or use Jones Act vessels would be excluded. EPA would set lifecycle CO2‑e values for each maritime fuel by January 1, 2027. A “low‑carbon fuel” would be at least 90% lower in lifecycle CO2‑e than marine fuel oil. These rules would decide who pays the fees and who can qualify for low‑carbon awards.
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Sponsors & CoSponsors
Sponsor
Rep. Matsui, Doris O. [D-CA-7]
CA • D
Cosponsors
Rep. Mullin, Kevin [D-CA-15]
CA • D
Sponsored 7/10/2025
Roll Call Votes
No roll call votes available for this bill.
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