CARB At-Berth Regulation

Background and history

California air quality crisis (1970s to 2000s)

The Los Angeles basin and the San Francisco Bay area have long ranked among the most polluted air-quality regions in the United States. The 1970 federal Clean Air Act and the parallel California Health and Safety Code Section 39000 series established California’s authority to set vehicle emissions standards stricter than the federal baseline (a unique federal preemption waiver granted to California by section 209 of the Clean Air Act, in recognition of the state’s pre-existing air-quality regulatory regime).

By the mid-1990s, despite substantial progress on land-side vehicle emissions, the South Coast Air Quality Management District identified that goods movement through the ports of Los Angeles and Long Beach was the single largest remaining source of NOx and PM₂.₅ in the basin. The two ports together handled approximately 40% of all US containerised imports through the 2000s and contributed an estimated 15% of basin-wide NOx and 25% of basin-wide directly-emitted PM₂.₅. A significant fraction of these emissions came from ocean-going vessels at berth, with auxiliary engines running continuously to power cargo operations, refrigeration, lighting, ventilation and crew accommodation while the ship was alongside.

2005 Goods Movement Action Plan and the 2006 ARB inventory

In April 2005 the California Environmental Protection Agency and the Business, Transportation and Housing Agency published the Goods Movement Action Plan, identifying ocean-going vessel emissions as a priority intervention area. The 2006 ARB Goods Movement Emissions Reduction Plan set a target of 85% reduction in OGV-source NOx by 2020 and an 80% reduction in OGV-source PM₂.₅ by 2014, against the 2005 baseline.

The Plan recognised three available compliance technologies for at-berth emissions:

• Shore power (also known as cold ironing or alternative maritime power, AMP): connecting the ship to a shore-side electrical supply so the on-board diesel auxiliary engines can be shut down.
• Low-emission diesel auxiliary engines with after-treatment (selective catalytic reduction, diesel particulate filter).
• Capture-and-control (CAC) technologies that capture exhaust gas at the funnel and treat it ashore before discharge.

The Plan recommended that California adopt a regulation requiring use of one of these technologies for a defined percentage of vessel visits.

2007 original CARB at-berth rule

The first CARB At-Berth Regulation was adopted in 2007 and codified at former Title 17 section 93118.3 (with a companion fuel provision at Title 13 section 2299.3). That rule took effect 2 January 2009 and the emission-control duty became operative 1 January 2014. It applied to container, refrigerated cargo and cruise vessels and ran on a fleet-percentage logic: an operator’s fleet had to either turn off auxiliary engines at berth (typically by shore power) or cut auxiliary-engine power generation, across a rising share of its annual California visits. The phase-in stepped up over time, reaching the 80% level that CARB credits with cutting emissions across more than 13,000 vessel visits since 2014.

The 2007 rule did its job on the categories it covered, but two limits showed up in practice. It left out roll-on/roll-off ships and tankers, which together accounted for a large block of uncontrolled hours at Northern and Southern California berths. And the fleet-average structure let an operator stay nominally compliant while individual high-emitting visits went uncontrolled. By the late 2010s CARB had decided a per-visit duty over a broader set of ships was the way to close both gaps.

2020 replacement: the 93130 regulation

CARB did not amend the 2007 rule. It wrote a new one. The Board adopted the updated At-Berth Regulation on 27 August 2020, codified at Title 17 sections 93130 through 93130.22, effective 1 January 2021. The old section 93118.3 and its fuel companion 13 CCR 2299.3 were amended to wind down, and the 93130 series became the operative control measure. The United States Environmental Protection Agency authorized the regulation under the Clean Air Act on 20 October 2023, the federal step that lets California enforce a vessel emissions rule stricter than the federal floor.

Three structural changes define the 2020 rule against its predecessor:

The expansion to tankers drew the most resistance. Tanker cargo work runs alongside inert-gas operation, vapour recovery, and fire-fighting standby, and steam-driven cargo pumps on older tonnage draw on an auxiliary boiler that shore power cannot always displace. CARB answered with a split phase-in and an explicit capture-and-control pathway: tankers calling at Los Angeles and Long Beach come under control from 1 January 2025, while tankers at the other regulated ports have until 1 January 2027. The Remediation Fund hourly rate for a steam-pump tanker, the most expensive category in the 2025/2026 schedule, reflects how hard that auxiliary-boiler load is to control.

Regulatory basis

17 CCR 93130 to 93130.22

The operative regulation is the Control Measure for Ocean-Going Vessels At Berth, California Code of Regulations Title 17, Division 3, Chapter 1, Subchapter 7.5, sections 93130 through 93130.22. The numbered sections carry the working parts: definitions and applicability, the vessel control requirements, the terminal and port plan requirements, the opacity limit, the exception categories, the Remediation Fund, reporting, and enforcement. The Final Regulation Order approved by the Office of Administrative Law is the authoritative text; CARB also publishes a Final Statement of Reasons and the supporting rulemaking record.

The regulation is enforced by CARB’s Enforcement Division. The structure splits the duty between two parties. The vessel must control its emissions on each regulated visit. The terminal must make a CAECS available at each berth that receives 20 or more regulated visits in a year, and a port or terminal that cannot meet that duty everywhere files a plan with CARB documenting where and why. Both sides report each visit, which is what lets CARB reconcile a vessel’s claimed control hours against the terminal’s records.

Federal Clean Air Act authorization

Because the rule regulates emissions from vessel engines, it needs federal sign-off. California obtained authorization from the United States Environmental Protection Agency on 20 October 2023, the mechanism under section 209 of the Clean Air Act that recognizes California’s pre-existing authority to set vehicle and engine standards stricter than the federal baseline. Until that authorization issued, CARB enforced the 93130 requirements under its own state authority while the federal process ran.

The earlier 2007 rule survived its own court tests. In Pacific Merchant Shipping Association v. Goldstene, the Ninth Circuit upheld the original at-berth measure against a dormant Commerce Clause and preemption challenge, holding that the state’s air-quality powers reached vessels at California berths. That precedent framed the legal ground the 2020 rule was built on.

Coastal Commission overlap

Shore-power construction at California ports is also subject to California Coastal Commission permitting under the California Coastal Act (Public Resources Code section 30000 series). The Commission has backed shore-power buildout but requires environmental review for new electrical substations of any size, which is one reason berth electrification has run on multi-year timelines rather than single construction seasons.

Scope and applicability

California ports covered

The regulation applies at six California ports:

Other California ports (Stockton, Sacramento, Eureka, Humboldt) are not currently designated under the regulation, although they may be added in future amendments.

Vessel categories and compliance dates

The regulation covers five ocean-going vessel categories, with control duties phased in by category and, for tankers, by port:

• Container vessels: control required from 1 January 2023, carried over from the 2007 rule.
• Refrigerated cargo vessels (reefers): control required from 1 January 2023.
• Cruise (passenger) vessels: control required from 1 January 2023.
• Ro-ro and auto-carrier vessels: control required from 1 January 2025, the first category the 2020 rule added.
• Tanker vessels: control required from 1 January 2025 at the Port of Los Angeles and the Port of Long Beach, and from 1 January 2027 at all other regulated ports.

The split tanker date is deliberate. The two San Pedro Bay ports take the largest tanker traffic and had the infrastructure case to move first; the Northern California oil terminals at Richmond, Benicia and Martinez got the longer runway. A tanker calling at Long Beach in 2026 must control its visit; the same operator’s sister ship at a Bay Area refinery berth does not have to until 2027.

Terminal threshold and low-activity exception

The 2020 rule places the availability duty on terminals by counting visits. A terminal that receives 20 or more visits from regulated vessel categories in a calendar year must keep a CAECS available for use at each berth for each regulated visit. Terminals below that count are treated as low-activity terminals under sections 93130.8(e) and 93130.10(a) and are excepted from the equipment-availability requirement, although visit reporting still applies. The baseline count used 2021 and 2022 traffic to set the initial low-activity list. The threshold matters because it draws the line between a berth that must be electrified or fitted for capture-and-control and one that can stay as it is.

A “visit” runs from arrival at berth to departure, and the control duty covers the full at-berth period rather than a fixed cutoff. Reporting is required for every regulated vessel visit regardless of whether that vessel or terminal currently carries a control obligation, which is how CARB builds the traffic record that sets the next year’s low-activity determinations.

CARB-Approved Emission Control Strategies

The 2020 rule’s core duty reads in one sentence on CARB’s program page: each vessel visit to a regulated California port or marine terminal must use a CARB-Approved Emission Control Strategy (CAECS) to control emissions for the duration of the visit, unless the visit qualifies for an exception or uses an alternative compliance option. A CAECS is any technology CARB has reviewed and approved for the category of vessel and the emissions involved. In practice the field splits into two families: shore power and capture-and-control. The auxiliary engines and, on steam-pump tankers, the auxiliary boiler are the emission sources the strategy has to address, because those are what run while the main propulsion plant is shut down alongside.

Shore power (cold ironing)

Shore power, also called alternative maritime power (AMP) or cold ironing, is the dominant CAECS for container, reefer and cruise vessels. The technology:

• Provides a high-voltage electrical connection from a port-side substation to the vessel’s main bus.
• Standard voltages: 6.6 kV, 11 kV (per IEC/IEEE 80005-1).
• Required cable: typically 350 to 750 mm² copper, with shore-side termination at a single connection point on the vessel.
• The vessel’s main electrical system switches over from auxiliary engines to shore power, allowing the auxiliary engines to be shut down.
• Connection time: typically 15 to 30 minutes per arrival, 15 to 30 minutes per departure.

The connection design follows IEC/IEEE 80005-1:2019, the high-voltage shore connection (HVSC) standard, which the IEC notes is built for ships needing 1 MVA or more or with a high-voltage main supply. The standard covers the shore distribution system, the shore-to-ship interface, transformers and frequency convertors, the ship distribution system, and the control, interlocking and power-management chain; it explicitly does not cover dry-docking or low-voltage shore supply. The wider engineering picture sits in the cold ironing and shore power guide and the marine electrical generation and distribution article, which covers the onboard bus the shore feeder ties into. The shore power required cable size calculator sizes the feeder; the HVSC 6.6 / 11 kV system calculator works the connection design; and the cold ironing / OPS offset calculator quantifies the per-visit emissions reduction.

Shore power requires the vessel to carry an installed shore-power connection. Container and cruise newbuildings have shipped with shore-power capability as a near-standard fit for over a decade; older tonnage needs a retrofit, which is the gating cost for many operators deciding between equipping the ship and routing it away from California.

Capture-and-control systems

A capture-and-control CAECS does not switch the ship to shore electricity. It lets the auxiliary engines keep running and treats their exhaust. A barge-mounted or wharf-mounted bonnet sits over the vessel funnel, draws the exhaust into a treatment train, and discharges it after control. The train mirrors the after-treatment used elsewhere in marine air-pollution work: selective catalytic reduction for NOx, a scrubber stage for SOx, and a particulate filter for PM. The technology is the practical answer where shore power is hard, which is why CARB explicitly built it into the tanker pathway: a steam-pump tanker cannot shed its auxiliary-boiler load onto a shore feeder, so capturing the boiler and engine exhaust is often the only route to control.

Capture-and-control suits vessels without an installed shore connection and categories where electrification lags. Its operating burden falls on the barge operator and the terminal rather than the ship’s electrical system, and a single mobile unit can serve several berths in rotation. The trade-off is that the auxiliary plant still burns fuel and the captured stream has to be treated to the same effect that shutting the engine down would have achieved, which is the bar CARB sets when it approves a strategy as a CAECS.

Exceptions and alternative compliance options

The 2020 rule does not assume every visit can be controlled. It builds in named relief valves, each with its own documentation duty:

• Vessel Incident Events (VIE): a vessel-side equipment failure or fault that prevents connection or interrupts control during the visit.
• Terminal Incident Events (TIE): a terminal-side or port-side failure, such as substation or connection-equipment repair, that blocks the vessel from controlling.
• Innovative Concepts: a pathway for technologies or approaches not yet on the approved list, reviewed by CARB before use.
• Remediation Fund: a paid option for a visit that could not be controlled despite the operator already having invested in a CAECS.

These are not blanket exemptions. A VIE or TIE has to be reported with documentation, and CARB can reject a claim that does not hold up against the terminal’s own visit record. The rule also carries exception categories in section 93130 for vessels and visits that fall outside the control intent, including certain government and emergency operations, which the regulation text defines rather than leaving to case-by-case discretion.

The Remediation Fund

The Remediation Fund is the option of last resort for an operator that did the right things and still could not control a visit. Eligibility is narrow. The regulated entity has to show it had already invested in or moved toward a CAECS but could not use it on the visit for a qualifying reason: terminal or port equipment under repair, vessel equipment under repair, an interruption during control operation, terminal construction blocking the connection, or an unavoidable constraint written into a CARB-approved terminal plan. The applicant files within 30 days of departure, CARB reviews within 30 days, and an approved applicant has 30 days to pay.

The payment is an hourly charge that scales with the vessel’s uncontrolled emissions, so it tracks how much pollution the visit actually put out. The 2025/2026 schedule sets a container, reefer or ro-ro vessel at $2,328 per hour, dropping to$1,348 per hour for a vessel meeting the IMO Tier III (IMO4) NOx standard. A tanker with electric cargo pumps pays $1,960 per hour ($1,225 for Tier III); a tanker with steam pumps, the dirtiest at-berth case, pays $4,166 per hour ($3,308 for Tier III). Passenger vessels carry the highest rates: $6,494 per hour under 1,500 persons and$14,704 per hour at 1,500 or more, with Tier III discounts to $3,921 and$8,700. CARB adjusts every rate before each odd-numbered year against the Bureau of Labor Statistics Consumer Price Index relative to 2019. The money does not return to the operator or the state’s general fund; it goes to emission-reduction projects in the same port communities that breathed the uncontrolled exhaust, administered by regional air districts under memorandums of understanding.

Compliance trajectory

The 2020 rule does not run on rising percentages the way the 2007 rule did. The duty is binary at the visit level: a regulated visit either controlled its emissions with a CAECS, used a defined exception, paid into the Remediation Fund, or it did not. What phases in is which category and which port falls under that duty, and when:

The practical compliance target is therefore close to 100% of controlled hours per regulated visit, not a fleet average. CARB projects roughly a 90% emission cut from the approximately 2,300 additional vessel visits the expanded categories bring in, sitting on top of the 80% reduction the 2007 rule delivered across more than 13,000 visits since 2014. The opacity requirement in section 93130.6 took effect on 1 January 2023 as a separate, parallel limit on visible auxiliary-engine smoke.

Terminal and port infrastructure

The 2020 rule puts the equipment duty on the terminal, and that duty has driven berth electrification across the regulated California ports. The terminal-side obligation is concrete: a terminal taking 20 or more regulated visits a year must have a CAECS available for use at each berth, for each regulated visit. For a container or cruise berth that means a shore-power vault, the transformer and frequency-conversion chain, the connection equipment that meets IEC/IEEE 80005-1, and enough grid capacity behind it to carry the vessel load. For a tanker or ro-ro berth where electrification is harder, it can mean arranging access to a mobile capture-and-control unit instead.

The Port of Los Angeles and the Port of Long Beach, the two San Pedro Bay ports that move the largest share of California container and tanker traffic, carried the heaviest buildout and host the earliest tanker control duty from 1 January 2025. The Bay Area complex (Oakland for containers, and the Richmond, Benicia and Martinez oil terminals for tankers) sits under the later 2027 tanker date. The smaller regulated ports such as Hueneme and San Diego handle reefer, ro-ro, cruise and niche traffic, and the low-activity exception removes the equipment-availability duty from any terminal below 20 regulated visits a year.

Where a port or terminal cannot meet the availability duty everywhere, it files a Terminal Plan or Port Plan with CARB. The plan documents which berths are equipped, which are not, and the physical or operational reasons for any gap. A constraint written into an approved plan is one of the qualifying grounds for a Remediation Fund payment, which ties the infrastructure record directly to the compliance flexibility.

Reporting and enforcement

Per-visit reporting

The 2020 rule runs on visit-level data, not annual fleet summaries. Reporting is required for every regulated vessel visit, whether or not that vessel or terminal currently carries a control duty. The vessel reports its visit and how it controlled (or why it did not); the terminal reports the same visit from its side. CARB reconciles the two records, which is what lets it test a Vessel Incident Event or Terminal Incident Event claim against independent evidence. The reporting feed also sets each year’s low-activity terminal list by counting the prior year’s traffic. The CARB at-berth compliance calculator runs the per-visit control check that mirrors this reporting logic.

Enforcement

CARB’s Enforcement Division administers the rule. Enforcement checks confirm that a claimed control actually happened (shore-power connection energized for the visit, or a capture-and-control unit running), that incident-event claims are documented, and that the visit reports match. Where a visit went uncontrolled without a valid exception or Remediation Fund approval, CARB can pursue penalties under its Health and Safety Code authority. The agency publishes shore-power enforcement data so the compliance picture is visible rather than asserted. Because the duty is per visit, the enforcement question is concrete in a way the old fleet-average rule was not: this ship, this berth, these hours, controlled or not.

The Remediation Fund changes the enforcement math for a narrow band of cases. An operator that invested in a CAECS but hit a qualifying disruption is not facing a penalty for the lost visit; it pays the hourly remediation charge instead, and the payment funds local emission projects rather than a fine. That is a deliberate design choice: the rule would rather see the money reduce the same community’s exposure than punish an operator who did the capital work and got caught by a repair window.

Comparison with EU and IMO regimes

The CARB rule sits alongside the EU and IMO regimes rather than overlapping them: a box ship calling at Long Beach controls its at-berth emissions under 93130, surrenders allowances under the EU MRV / EU ETS regime for its European legs, and certifies its engines and fuel under MARPOL Annex VI on every voyage. The three measure different things in different places. CARB cares only about the hours alongside a California berth; the EU prices a voyage’s carbon; the IMO sets the engine and fuel standard the ship carries everywhere. The North American Emission Control Area under Annex VI is the one that touches the same waters as CARB, but it governs fuel sulphur and NOx tier at sea, not the auxiliary load at berth.

Phase-in calendar and outlook

The remaining dated steps under the 2020 rule are clear from the regulation text:

• 1 January 2025: ro-ro and auto-carrier vessels come under the control duty at all regulated terminals, and tankers come under it at the Port of Los Angeles and the Port of Long Beach.
• 1 January 2027: tankers come under the control duty at all other regulated ports, including the Northern California oil terminals.

Past those dates the open questions are about implementation rather than new categories: how the IMO Tier III discount in the Remediation Fund schedule shifts operator economics as more Tier III tonnage enters California service, how many tanker berths reach genuine capture-and-control readiness ahead of 2027, and whether the low-activity terminal list shrinks as traffic recovers and pushes more berths over the 20-visit line. The opacity limit in section 93130.6 runs in parallel as a visible-smoke backstop on any auxiliary engine that does fire up alongside.

The California rule has set a template other US ports have followed. Shore power has spread to container and cruise berths well beyond California, but the 2020 At-Berth Regulation is still the only US measure that makes per-visit emission control a legal duty rather than a voluntary or incentive program. Its federal authorization on 20 October 2023 settled the question of whether a state could impose it, which is the precedent any other state would build on.

Limitations

This article describes the regulatory structure of the 2020 At-Berth Regulation. It is not a compliance determination for any specific vessel, terminal, or visit, and several caveats matter in practice.

The hourly Remediation Fund rates quoted here are the 2025/2026 schedule. CARB adjusts every rate before each odd-numbered year against the Bureau of Labor Statistics Consumer Price Index relative to 2019, so any figure used for budgeting beyond 2026 should be pulled from the current CARB schedule, not from this page. The same applies to the low-activity terminal list, which CARB recomputes from rolling visit counts; a terminal that sits below 20 regulated visits one year can cross the line the next and pick up the equipment-availability duty.

The vessel-category definitions, the exception categories, and the precise boundaries of a “regulated visit” live in the section text at 17 CCR 93130 through 93130.22 and its definitions. Edge cases (a vessel that shifts berths mid-call, a combination carrier that does not map cleanly to one category, a visit split by a repair period) turn on that text and on CARB advisories, not on the summary tables here. Operators should read the Final Regulation Order and the current FAQ for their exact situation.

The 2007 rule and the 2020 rule are distinct instruments at distinct CCR sections. Material that predates the 2020 replacement, including some legacy guidance and third-party summaries, describes the old fleet-percentage logic of former section 93118.3, which no longer governs. When a source talks about an 80% fleet target or annual compliance percentages, it is describing the superseded rule. The operative duty since the phase-in dates above is per-visit control under 93130.

Capture-and-control performance and shore-power load figures vary by vessel, berth, and equipment; the calculators linked here estimate per-visit reductions and electrical loads from user inputs and do not certify compliance. A CAECS is only a compliant strategy once CARB has approved it for the vessel category and emissions in question, and approval status changes over time. Confirm current approvals against CARB’s published lists before relying on a given technology for a given category.

Related Calculators

• CARB At-Berth Compliance Calculator
• Cold Ironing / OPS Offset Calculator
• Shore Power, Required Cable Size Calculator
• Reefer Container, Power per Unit Calculator
• EU MRV Emissions Report Calculator
• EU MRV to EU ETS Allowance Crosswalk Calculator
• EU ETS, Annual Allowance Cost Calculator
• FuelEU Maritime, GHG Penalty Cost Calculator
• GFI Attained - WtW Intensity from Fuel Mix Calculator
• GFI Compliance - IMO Net-Zero Framework Calculator
• MARPOL Annex VI, NOx Tier II Limit Calculator
• MARPOL Annex VI, NOx Tier III Limit Calculator
• NOx Tier Compliance Check Calculator
• SOₓ from Fuel Sulphur Calculator
• PM10 / PM2.5 Calculator
• Black Carbon Calculator
• CH₄ Methane Slip Calculator
• LNG Methane Slip, GWP20 / GWP100 GHG Calculator
• LNG, Otto MS / Otto SS / Diesel WtW Calculator
• SEEMP Combined Operational Measures Calculator
• CII Attained Calculator
• CII Required Calculator
• CII Rating (A–E) Calculator
• CII Corrective Trajectory Calculator
• EPL Required MCR Reduction Calculator
• EEXI Attained Calculator
• EEDI Attained Calculator
• CII, SFOC & Fuel Mix Quick Check Calculator
• Engine, Thermal Efficiency Calculator
• Cube Law Fuel Ratio Calculator
• Engine, CO₂ per kWh Calculator
• ESI, Environmental Ship Index Calculator
• Norway NOx Fund Levy Calculator
• ECA Fuel-Cost Premium Calculator
• MARPOL Annex VI/5, Survey and certification Calculator
• MARPOL Annex VI/6, IAPP certificate Calculator
• MARPOL Annex VI/10, Port state control NOx Calculator
• MARPOL Annex VI/13, NOx emissions Calculator
• MARPOL Annex VI/14, Sulphur emissions Calculator
• MARPOL Annex VI/18, Fuel oil quality Calculator
• MARPOL Annex VI/22, SEEMP Calculator
• MARPOL Annex VI/26, SEEMP revised Calculator
• MARPOL Annex VI/28, CII Calculator
• IMO DCS, Annual Fuel Report Calculator
• Ship Recycling GHG Calculator
• Alternative-Fuel TCO Calculator

See also

• EU MRV Regulation 2015/757 - the parallel EU regional regime
• EU ETS for shipping - EU cap-and-trade
• FuelEU Maritime explained - EU intensity regime
• FuelEU penalties, pooling and multipliers - FuelEU mechanics
• MARPOL Annex VI - the global air-pollution and GHG framework
• IMO Net-Zero Framework - the global GHG pricing mechanism from 2027
• IMO GHG Strategy - the IMO policy framework
• IMO 2020 sulphur cap - the global sulphur cap
• Emission Control Areas - the regional sulphur and NOx framework, including the North American ECA
• NOx Tier I, II and III - engine certification regime
• Cold ironing and shore power - the technology underlying CARB at-berth compliance
• What is CII - the operational carbon intensity indicator
• What is EEDI - the design-phase index
• What is EEXI - the existing-ship index
• SEEMP I, II and III - the energy-efficiency management plan
• EEXI EPL and ShaPoLi - EEXI compliance levers
• CII Corrective Action Plan - corrective measures for D/E-rated ships
• Slow steaming and CII - operational lever
• IMO DCS vs EU MRV - reporting infrastructure comparison
• Biofuels in shipping - low-carbon fuel pathway
• LNG as marine fuel - dual-fuel pathway with low NOx in Otto cycle
• Methanol as marine fuel - alternative pathway
• Ammonia as marine fuel - zero-carbon pathway
• Heavy fuel oil - the residual fuel
• Marine gas oil - the distillate fuel
• Specific fuel oil consumption - the engine efficiency metric
• Exhaust gas cleaning system - scrubber technology relevant to CAC systems
• Selective catalytic reduction - SCR for Tier III NOx, also used in CAC
• Marine diesel engine - the engine technology
• LNG fuel system - dual-fuel ship handling
• MARPOL Convention - the parent IMO treaty
• SOLAS Convention - the principal IMO safety treaty
• STCW Convention - training and watchkeeping standards
• COLREGs Convention - parallel IMO instrument
• Port state control - parallel federal enforcement framework
• Classification society - shore-power retrofit certification authorities
• Flag state and flag of convenience - flag-state role under federal preemption
• CARB at-berth compliance calculator - per-visit compliance check
• Cold ironing / OPS offset calculator - per-visit emissions reduction
• Shore power required cable size calculator - cable sizing per IEC 60364 / IEEE 80005-1
• HVSC 6.6 / 11 kV connection system calculator - high-voltage connection design
• Reefer container power per unit calculator - refrigerated cargo power demand
• EU MRV emissions calculator - per-voyage emissions
• EU MRV to EU ETS allowance crosswalk calculator - bridges MRV data to ETS surrender
• MARPOL EU ETS cost calculator - EU ETS surrender cost
• MARPOL FuelEU penalty calculator - FuelEU non-compliance penalty
• GFI attained calculator - WtW intensity from fuel mix
• GFI compliance calculator - Net-Zero Framework compliance position
• Tier II NOx calculator - rated-speed-dependent Tier II
• Tier III NOx calculator - rated-speed-dependent Tier III
• NOx Tier compliance check calculator - integrated tier compliance check
• SOx from fuel sulphur calculator - SOx mass-emission rate
• PM10 / PM2.5 calculator - particulate matter emission estimate
• Black carbon calculator - IMO Black Carbon Reference Method
• Methane slip calculator - LNG dual-fuel methane slip
• Methane slip CO₂-equivalent calculator - GWP100 conversion
• LNG well-to-wake calculator - LNG WtW intensity
• SEEMP combined operational measures calculator - non-overlapping savings stack
• CII attained calculator - operational CII calculation
• CII required calculator - regulation-driven Required CII
• CII rating calculator - A-to-E rating mapping
• CII corrective trajectory calculator - corrective plan forecast
• EPL required MCR reduction calculator - EEXI compliance limited MCR
• EEXI attained calculator - EEXI as-built calculation
• EEDI attained calculator - design-phase index calculation
• SFOC-to-CII converter - engine SFOC to ship CII rating
• Brake thermal efficiency calculator - engine thermal efficiency
• Engine cube-law fuel calculator - speed-fuel relationship
• Engine CO₂ emission per kWh calculator - engine CO₂ rate
• ESI score calculator - Environmental Ship Index voluntary recognition
• Norway NOx Fund calculator - national NOx levy
• ECA fuel-cost premium calculator - trade-route ECA economics
• Survey calculator - Annex VI survey cycle
• IAPP certificate calculator - IAPP issue and endorsement
• PSC NOx calculator - port state control inspection targeting
• Reg 13 NOx calculator - NOx engine certification
• Reg 14 sulphur calculator - sulphur compliance check
• Reg 18 BDN calculator - bunker delivery note compliance
• Reg 22 SEEMP calculator - SEEMP Part I
• Reg 26 SEEMP III calculator - SEEMP Part III CII operational plan
• Reg 28 CII calculator - CII rating
• IMO DCS report calculator - annual fuel-consumption report
• Lifecycle recycling GHG calculator - end-of-life recycling GHG accounting
• Alternative fuel TCO calculator - total cost of ownership for alternative fuels
• ShipCalculators.com calculator catalogue - full listing

Additional calculators:

• FuelEU OPS Onshore Power Supply Requirement Checker

Additional formula references:

• System Shore Power Connection Hvsc 6.6 11 Kv
• Port Long Beach
• Port Los Angeles

References

1. California Air Resources Board. Ocean-Going Vessels At Berth Regulation (program page). CARB, Sacramento.
2. California Air Resources Board. At-Berth Regulatory Documents: 17 CCR 93130 to 93130.22, adopted 27 August 2020, effective 1 January 2021; Final Regulation Order. CARB, Sacramento.
3. California Air Resources Board. Final Regulation Order: Control Measure for Ocean-Going Vessels At Berth. CARB, Sacramento, 2020.
4. California Air Resources Board. At-Berth Remediation Fund: hourly rates (2025/2026), eligibility, CPI adjustment relative to 2019. CARB, Sacramento.
5. California Air Resources Board. California approves updated At-Berth Regulation (news release, 27 August 2020). CARB, Sacramento.
6. United States Environmental Protection Agency. Clean Air Act authorization of the 2020 At-Berth Regulation, granted 20 October 2023.
7. International Electrotechnical Commission and IEEE. IEC/IEEE 80005-1:2019, Utility connections in port, Part 1: High Voltage Shore Connection (HVSC) Systems, General requirements. IEC, Geneva, 2019.
8. Pacific Merchant Shipping Association v. Goldstene, United States Court of Appeals for the Ninth Circuit (challenge to the 2007 at-berth measure).

Further reading

• CARB. At-Berth Frequently Asked Questions (current revision). CARB, Sacramento.
• CARB. At-Berth Regulation Advisories and Forms. CARB, Sacramento.

Related formulas

• CARB At-Berth Regulation