What we are working on

IMO is developing a global framework to reduce greenhouse gas emissions from international shipping through new MARPOL requirements covering fuel standards, compliance mechanisms and economic measures. BIMCO works to help ensure that the resulting framework is practical, effective and globally implementable.  

The EU ETS and FuelEU Maritime regulations are transforming the commercial and operational landscape for international shipping. We support our members through regulatory engagement, implementation guidance and the development of contractual solutions that address compliance obligations, costs and responsibilities. 

The EU is now reviewing the EU ETS, MRV and (to a certain extent) the FuelEU Maritime frameworks with the aim of simplifying compliance, aligning reporting obligations and addressing outstanding scope and responsibility questions. The Commission published revision proposals in July 2026, with negotiations expected to continue through 2027 with possible entry into force in 2028 or 2029.  We are following the process closely to support a workable timeline, avoid duplication between schemes and ensure that reporting and cost-allocation requirements remain practical for internationally operating shipping companies. 

The review also links to wider EU renewable-energy policy, including the Renewable Energy Directive (RED), as the availability, certification and recognition of sustainable fuels will be central to meeting FuelEU maritime targets and future ETS incentives. Our work focuses on ensuring consistency between EU instruments, recognising global fuel supply realities and supporting incentives that help accelerate uptake of low- and zero-emission fuels without creating fragmented regional requirements at a global scale.

The IMO is developing and updating safety requirements and guidance for ships using alternative fuels and new technologies. This work covers fuels such as methanol, ammonia, hydrogen and LPG, alongside fuel cells, battery energy storage systems, wind-assisted propulsion, nuclear power and onboard carbon capture and storage (OCCS). BIMCO contributes operational expertise to support safe and practical implementation of these regulatory frameworks. 

Our work addresses the implications for ship design, bunkering, operation, maintenance and emergency response. The IMO’s current technical safety work programmes include milestones extending through to 2030, with separate timetables for individual fuels and technologies. 

Seafarer training is an integral part of this work. We contribute to the IMO’s development of training provisions that address both common safety competences and the specific hazards of each fuel or technology. Building on the generic interim guidance and the guidelines already approved for methyl/ethyl alcohols and ammonia, work continues on hydrogen fuel cells, LPG, hydrogen, battery-powered ships and wind propulsion. The training work plan extends through to 2029 and covers interim guidance and the development of future STCW provisions. 

We are seeking to ensure that training that reflects seafarers’ duties, covers safe operation and emergency response, and remains aligned with the technical safety framework. This includes distinguishing common competence standards from ship-specific familiarisation and company procedures, while avoiding unnecessary duplication of training. 

Through the Maritime Technologies Forum, we contribute to guidance on incorporating alternative fuels and technologies into safety management systems, translating technical requirements into practical arrangements on board and ashore. Our wider regulatory work also includes the management of liquid effluents from ammonia-fuelled ships and, alongside our work on contracts and clauses, appropriate liability and compensation regimes for incidents involving alternative fuels. 

Biofouling management is likely to be one of the most significant new environmental instruments developed in the coming years. The IMO’s Marine Environmental Protection Committee at its 83rd session agreed a new output to develop a legally binding framework to minimise the transfer of invasive aquatic species through ships' biofouling.  Work has proceeded on a stand-alone instrument, being termed a “Convention”, and a Correspondence Group has been established to develop the framework through a staged process beginning with objectives, followed by structure and ultimately detailed provisions. Based on the current timetable, substantive negotiations are expected to continue over the next three years with work expected to be completed by 2029. The Convention would then be expected to be adopted, with entry into force criteria determined, and the ratification process commencing.   

We are engaging across the development process to help ensure that future requirements recognise existing shipboard monitoring and maintenance practices, support innovation in biofouling management and in-water cleaning technologies and can be implemented safely and effectively across the global fleet.  During the Convention development process, we will gather members information through: 

• Industry surveys
• Establishment of a dedicated biofouling task force
• Participation in the IMO Correspondence Group
• Submissions to the IMO on practical implementation experience of the 2023 Biofouling Guidelines. 

We are contributing to the ongoing IMO review of the Ballast Water Management (BWM) Convention, the Code for Approval of Ballast Water Management Systems (BWMS Code) and associated guidance. In 2026 the IMO approved draft Convention amendments addressing matters including contingency arrangements, ballast water management plans, crew familiarisation, maintenance and recordkeeping. It also adopted revised guidelines for ballast water management and the development of management plans (G4).  

The Convention amendments are expected to be adopted later in 2026, when their entry-into-force date will also be determined. The session will also aim to finalise amendments to the BWMS Code for approval, subject to completion of the technical work. Work on associated guidelines will continue, with a further report due to be made to the IMO in 2027.  

Drawing on members’ operational experience, including our 2025 survey, our priorities include practical guidance on system operation and maintenance, clearer information on alarms and operating limitations, manageable crew workload, technical and design measures that can reduce operational difficulties, workable contingency measures and consistent port State control practices. 

We are also following developments concerning challenging water quality (CWQ) and contributing to relevant regulatory and industry workstreams. Our focus is on practical, evidence-based approaches that protect the marine environment while recognising ship safety, system limitations and operational constraints. 

The Agreement under the United Nations Convention on the Law of the Sea on the Conservation and Sustainable Use of Marine Biological Diversity of Areas Beyond National Jurisdiction (BBNJ Agreement) entered into force on 17 January 2026.  For shipping, BBNJ is relevant because it creates a new international framework for managing biodiversity in areas of the ocean that lie outside national waters, which make up almost two-thirds of the world's oceans. How future BBNJ measures interact with existing IMO instruments and processes, particularly in relation to shipping will be a subject of discussion. Possible areas of interaction include: 

• Area-Based Management Tools (ABMTs)
• Marine Protected Areas (MPAs)
• Environmental Impact Assessments (EIAs) 
• Specific biodiversity protection measures which might affect shipping routes or operations. 

For us, the issue is generally not whether biodiversity should be protected, but that shipping continues to be regulated through IMO as the competent international body and that existing IMO instruments specifically designed to protect the marine environment are recognised and not duplicated. In turn we are working to ensure that and any new restrictions on shipping are practical, globally consistent and avoid fragmented regional requirements. 

As IMO continues to develop measures aimed at reducing underwater radiated noise from ships and its impact on marine life, we are assessing potential operational and technical implications for shipowners while supporting effective biodiversity protection.  

Reducing the risk of collisions between ships and whales is becoming an increasingly important area of international regulatory and industry attention. We engage on behalf of our members in discussions on voluntary protection schemes, routeing and speed-management measures, and the use of new technologies to support effective whale conservation while ensuring practical implementation for shipping.  

We represent our members on the International Whale Commission (IWC) Vessel Strike Expert Panel- a multi-disciplinary panel to advise on issues related to collisions between ships and cetaceans. Working closely with the panel it is expected that the IWC, along with a number of member States, will request the IMO to commence reviewing and then updating the Guidelines for Minimizing the Risk of Ship Strikes with Cetaceans starting in 2027/2028. This request recognises that the existing guidelines do not take into account the significant improvements in scientific knowledge, technology and operational experience gained since their adoption in 2009. We will engage with this process to ensure operational realities are incorporated and that the guidelines are both usable and effective.  

Our contractual work programme also includes the development of a whale clause.  

Marine plastic litter remains an important component of IMO's ocean governance agenda. While most marine plastic pollution originates from land-based sources, IMO continues to strengthen measures aimed at reducing shipping's contribution through MARPOL Annex V, the IMO Action Plan to Address Marine Plastic Litter from Ships and associated initiatives. BIMCO supports these efforts and is actively engaged both in regulatory discussions and in practical initiatives designed to reduce plastic use and improve waste management onboard ships including through the publication of its best practice guide, The art and science of removing single-use plastic bottles from ships. 

Unlike some other environmental topics, much of the future work at IMO is expected to focus on implementation, best practice and targeted regulatory enhancements rather than a completely new convention or legal framework.  

We have strengthened our engagement on this topic through entering into a knowledge partnership with the Maritime Association for Clean Seas (MACS). The partnership combines MACS' expertise and practical experience on marine plastics with our operational shipping knowledge, with the objective of developing realistic and workable solutions for shipowners and crews. 

The most significant IMO regulatory development in this area is the carriage of plastic pellets. Following several high-profile pellet loss incidents, IMO first developed recommendations for the carriage of plastic pellets in freight containers and has now moved into the development of mandatory requirements The issue remains one of the most prominent items under IMO's work on marine plastic litter. Discussions have focused on whether a new mandatory code should be made mandatory through MARPOL, SOLAS or both, with member States yet to reach a final policy decision. However, IMO has instructed the Pollution Prevention and Response Sub-Committee to proceed with development of the draft code, with further work expected in 2027. 

Safe and sustainable ship operations depend on competent seafarers, appropriate crewing and working conditions that support safe performance. We are working to ensure that the human element remains central to maritime regulation, drawing on members’ operational experience and evidence from initiatives such as the BIMCO/ICS Seafarer Workforce Report. 

We are contributing to the comprehensive review of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and its Code. The review covers the training, certification and watchkeeping framework, addressing evolving shipboard operations, new technologies, developments in training and assessment, and lessons from implementation. These topics reflect broader societal developments, increasing digitalisation and the growing recognition of human element considerations as an integral part of maritime safety. 

The review follows two phases. Phase 1, completed in 2025, identified gaps and provisions requiring revision. Phase 2 is now developing amendments to address them. Consideration of the resulting amendments for approval by IMO’s Maritime Safety Committee is targeted for 2029 or 2030, depending on progress, with adoption and entry-into-force dates to be determined separately. We are supporting practical, proportionate and globally consistent requirements that reflect operational needs and take account of the cumulative demands on seafarers and training providers. 

Our wider work addresses fatigue, crewing levels and hours of work and rest. We are contributing to the IMO’s scoping exercise on the effectiveness of the existing framework, targeted for completion in 2027 and welcome members to share experience of workload, operational demands and compliance in practice, helping to inform regulatory contributions and allowing us to provide practical support where needed.  

Related work includes practical guidance on reducing unnecessary administrative workload and managing distraction-causing devices on board ships. Across these activities, we promote a human-centred approach to ship design, equipment, procedures and the organisation of work, supporting safe performance and a sustainable maritime workforce. 

We advocate for the fair treatment of seafarers worldwide and oppose the criminalisation of seafarers through presumptions of guilt or disproportionate enforcement measures. Through engagement at IMO and ILO, development of international guidelines, support for MLC implementation, promotion of key-worker status, and awareness-raising campaigns, we are working to ensure that seafarers are treated lawfully, fairly and with dignity, while maintaining the uninterrupted flow of global trade.

IMO is developing a regulatory framework for autonomous and remotely operated ships. BIMCO contributes industry expertise to support regulations that promote innovation while maintaining safety and legal certainty.  

IMO is strengthening its cyber risk management framework through updated guidance and the development of a cyber security code. BIMCO plays a leading role in developing industry best practice and supporting risk-based cyber regulation.  

Together with the other major shipping associations BIMCO develops general maritime security guidelines (Best Management Practises for Maritime Security – BMP MS) and the Maritime Industry Security Threat Overview (MISTO). These key documents are an integral part of shipowners’ security risk management efforts. BIMCO is also responsible for maintaining the open website maritimeglobalsecurity.org which has guidance in many different fields. 

IMO supports international efforts to combat piracy and armed robbery against ships through guidance, regional cooperation and capacity-building initiatives. BIMCO contributes operational expertise to help protect ships and seafarers in high-risk areas.  

Whenever armed conflict or war breaks out it has the potential to spill over to the maritime domain. Currently, BIMCO focuses on the conflicts in the Strait of Hormuz, the Bab el-Mandeb Strait, and Black Sea, where shipping regularly comes under fire from parties in the conflict. BIMCO offers operational guidance and threat advice to the international shipping community, often in close dialogue with the other major shipping associations. 

Drug smuggling is a big issue with negative consequences not only to affected States but also to the shipping industry. BIMCO participates actively in the ongoing work in IMO to revise the guidelines against drug smuggling with a focus on ensuring fair treatment of seafarers. In addition, BIMCO is reviewing different possibilities for improved threat information sharing. 

IMO is advancing the digitalisation of shipping through standards that improve information exchange between ships, ports and authorities. BIMCO works to ensure these initiatives deliver efficiency while remaining practical for industry implementation.  

We are working to support the wider adoption of electronic seafarer certificates and the development of interoperable solutions that allow certificates to be exchanged and verified across administrations, service providers and maritime stakeholders. Building on IMO and ILO guidance, our work focuses on ensuring that digital certificates remain authentic, tamper-evident and easy to verify, while reducing administrative burden for seafarers, employers and authorities. 

Through an industry pilots and cooperation with administrations, technology providers and international organisations, we are promoting practical implementation approaches that support cross-border recognition and seamless certificate exchange. A key objective is to ensure that digital certificates can be integrated into existing maritime processes without creating new barriers or duplicating paper-based procedures. 

See more about the Seafarer Digital Certificate Charter

Reporting information to ports, authorities and other stakeholders remains a significant administrative task for ships and crews. We support the development of shared principles for ship-shore reporting that are based on collecting information once and reusing it many times. Such principles can help reduce duplicate reporting requests, improve data quality and create more efficient interactions between ships, ports and authorities. 

Our work supports implementation of the IMO Maritime Single Window requirements, the IMO Compendium on Facilitation and Electronic Business, and other initiatives aimed at improving interoperability across maritime transport chains. The objective is to create practical and globally consistent reporting processes that reduce workload while improving the availability and quality of information. 

See more about the Declaration for Shared Principles

Environmental reporting requirements are increasing across international, regional and commercial frameworks. We are working with industry partners to support the development of a common protocol for maritime environmental reporting that enables information to be exchanged consistently between shipowners, charterers, ports, authorities and other stakeholders. 

This work builds on BIMCO's engagement in the development of common data models and governance arrangements for environmental reporting, including Operational Vessel Data (OVD) and Verified Emissions Reporting (VER). By promoting standardised data definitions, reporting methodologies and digital exchange mechanisms, we seek to reduce duplication, improve data quality and support efficient compliance with existing and future environmental requirements. 

Read more about the common standard for maritime emissions data reporting 

Cargo safety continues to be one of IMO's core regulatory functions. Unlike some emerging workstreams, cargo safety is characterised by continuous maintenance and updating of the regulatory framework rather than the creation of entirely new conventions. Key outputs include regular amendments to: 

• The International Maritime Dangerous Goods (IMDG) Code
• The International Maritime Solid Bulk Cargoes (IMSBC) Code
• The International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code)
• The International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code) and associated SOLAS requirements relating to cargo carriage, cargo securing and ship design. 

These updates frequently involve new cargo schedules, revised cargo properties, lessons learned from incidents and accidents, and safety requirements associated with new technologies and fuels. 

Several significant themes are likely to dominate the coming years including alternative fuels as cargoes and fuels which might ultimately lead to substantial amendments to the IGF and IGC Codes and related SOLAS provisions. In addition, the continued review of cargoes carried under the IMSBC Code is a major activity, including discussions on new cargo schedules and the safe carriage of commodities with evolving characteristics.  Topics such as batteries are high on the agenda.  

A major part of our role is ensuring that cargo regulations are practical and implementable from a shipowner and operator perspective. We regularly review proposed amendments and provide comments on the operational consequences for ships, crews and commercial operations.  

Our Dry Bulk Cargo Network provides a way for members to engage in these activities with the cargo database making information accessible for members.  

Following the entry into force of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships (HKC) IMO's focus is shifting towards implementation and consistent global application. We support practical compliance solutions and regulatory alignment to facilitate safe and environmentally sound ship recycling. To support our work at the IMO and the broader UN related to ship recycling, we have established the BIMCO Ship Recycling Alliance, giving a voice to the global shipping and ship recycling industries. 

In January 2027, the four-year Experience-Building Phase will formally begin. During the first two years, the IMO is expected to collect and assess information on implementation of the HKC. The following two years may then be used to draft and approve possible amendments to the Convention and/or its Guidelines. 

Meanwhile, work will continue through the Basel Convention’s working groups and Conference of the Parties to provide greater legal certainty and clarify how a coherent global framework can effectively regulate ships and ship recycling.  

At EU level, BIMCO works with the European Shipowners and ECSA and other Brussels based shipping associations and companies to support further alignment between EU Ship Recycling Regulation and the HKC. 

See more about Ship Recycling

Safety remains the foundation of shipping regulation. Through IMO committees and industry partnerships we contribute to the development and implementation of ship safety requirements and guidance. Our work focuses on equipment, procedures and safety management arrangements that crews can apply effectively, informed by member experience and lessons learned from incidents. 

Current work includes: 

• The revision of the IMO guidelines on implementation of the International Safety Management (ISM) Code for Administrations and companies1, supporting effective safety management on board and ashore. This work is scheduled for completion in 2028
• Enclosed-space accidents, which continue to demonstrate the importance of recognising hazardous atmospheres and maintaining effective controls throughout an operation. We support the practical application of IMO’s revised recommendations for entering enclosed spaces aboard ships and considers where further clarification or guidance could improve safety
• Life-saving appliances, including lifeboat ventilation, life raft safety and the review of requirements for servicing, examination, testing and certification. Through the Industry Lifeboat Group, we are also updating its Avoid Lifeboat Accidents guide, drawing on operational experience and lessons from incidents
• The development of Engine Control Room Alert Management performance standards, supporting actionable, clearly prioritised alerts and reducing alert overload
• Port restrictions affecting shipboard safety activities, including drills, engine immobilisation, safety-critical maintenance, hot work and access by service personnel. We are gathering member experience to assess the safety and workload implications and whether industry coordination or regulatory action is needed
• A global safety practises information sharing project called Together in Safety, where best practises and guidance for general aspects of maritime safety is published on an open website, www.togetherinsafety.info  

We contribute to IMO work to strengthen fire prevention, detection and firefighting on container ships, vehicle carriers and other ro-ro ships. This includes proposed SOLAS amendments and associated guidance, with a focus on measures that protect crews and can be implemented effectively on new and existing ships. 

For container ships, the work addresses early fire detection in cargo holds and on deck, improved firefighting capabilities, protection of firefighters and equipment maintenance. Here we support requirements based on demonstrated performance and identified risks, with measures integrated into the ship’s overall firefighting strategy. The IMO work programme targets completion of this regulatory development work in 2028. 

For ships carrying battery-electric and other new-energy vehicles, we are contributing to interim fire-safety guidance and related regulatory development, with priority given to vehicle carriers. The work addresses early detection, fire containment and response, and practical operational procedures. Our input takes account of different vehicle and battery technologies, ship configurations and the implications for existing ships. 

We are also contributing to discussions on possible restrictions on fluorinated substances in firefighting foams beyond the existing PFOS prohibition. Our work considers the effectiveness, availability and compatibility of alternatives, as well as testing, disposal and arrangements for existing systems and foam stocks, so that environmental measures preserve firefighting capability. 

We continuously monitor EU policy and legislative files that may affect global shipping and the organisation’s wider work, including safety and security rules, contractual implications, clause development and issues linked to the Union Database (UDB) and sustainability criteria. This also includes following EU positions ahead of IMO meetings to help identify where regional initiatives may influence global regulation, ensure members’ operational and commercial interests are reflected, and support consistency between EU measures and international maritime frameworks.