On 1 January 2026, the transition phase of the EU emissions trading system in shipping ends: carriers surrender allowances for 100 percent of verified emissions, for the first time including methane and nitrous oxide. In parallel, FuelEU Maritime demands lower-carbon fuels. Both reach importers as ETS and FuelEU surcharges per container. FR8 Logistik GmbH in Hamburg shows these components transparently and manages them through service and route selection.

Sea freight quotes have carried new line items for two years: ETS surcharge, emission surcharge, FuelEU share. In 2026, these lines become noticeably more important because the EU emissions trading system reaches its full stage, and one major carrier has already announced it will raise its ETS surcharge by around 45 percent as a result. Understanding the mechanics behind them lets you compare offers, anticipate costs and ask your forwarder the right questions.

The surcharges are only one of several building blocks of import costs. How freight rate, THC, customs and on-carriage interact is shown by the sea freight cost factors using the China route as an example. This guide takes out the two climate instruments and explains what changes in 2026.

100%

of verified emissions require allowances from 2026, after 40% in 2024 and 70% in 2025

91.16 g CO2e/MJ

FuelEU Maritime reference value that onboard GHG intensity must undercut

3,879

Projects completed by FR8 Logistik GmbH in 2025

16,388 TEU

Containers loaded by FR8 Logistik GmbH in 2025

EU ETS in sea freight: the discount ends in 2026

Since 1 January 2024, maritime shipping has been part of the EU emissions trading system: carriers must buy and surrender allowances for their vessels' emissions. Entry was phased, and that phase-in now expires:

Year

Share requiring allowances

Covered greenhouse gases

2024

40% of verified emissions

CO2

2025

70% of verified emissions

CO2

from 2026

100% of verified emissions

CO2, methane (CH4) and nitrous oxide (N2O)

The geographical scope stays the same: 100 percent of emissions on voyages between EU and EEA ports and at berth are covered, and 50 percent on voyages between an EU/EEA port and a third-country port, for example Shanghai to Hamburg. What is new from 2026, besides full coverage, is the extension to methane and nitrous oxide, which particularly affects LNG-powered vessels with methane slip. For importers this means: the priced share of every voyage into the EU rises again significantly, without anything having to change about the vessel or the route.

FuelEU Maritime: the second layer regulates the fuel

While the ETS prices the emissions, FuelEU Maritime has targeted the fuel since 1 January 2025. The regulation requires the greenhouse gas intensity of the energy used on board to undercut a reference value of 91.16 grams of CO2 equivalent per megajoule, initially by 2 percent. From 2030 it is 6 percent, with further steps rising until 2050. Carriers that miss the target pay penalties or balance deficits through pooling with compliant vessels.

For fleets, this means investment in biofuels, methanol, low-slip LNG or shore power. For shippers, it means a second cost line, which many carriers now combine with the ETS share into one consolidated emission surcharge. Worth knowing: both instruments apply in principle to vessels above 5,000 gross tonnage, which covers practically all container shipping into Northern Europe.

How the surcharges reach the importer

Carriers pass the costs on as a surcharge per container, differentiated by trade lane, vessel size and fuel, and adjust the rates regularly, usually quarterly. Three drivers set the direction. First, the degree of regulation: the jump from 70 to 100 percent and the newly included gases push rates up directly in 2026. Second, the market price of allowances, which moves with the EU carbon market. Third, the routing: since the Red Sea crisis, many services sail around the Cape of Good Hope, burn more fuel and generate more priced emissions per round trip.

The counter-trend is interesting: because every tonne of fuel saved now counts twice, once in the bunker price and once in allowances and the FuelEU balance, carriers increasingly rely on slow steaming. For importers, that tends to mean steadier surcharges but longer transit times, which have to feed into planning.

Four levers for importers

1. Demand transparency: the ETS and FuelEU shares belong in the quote as separate line items. Only then can offers be compared and adjustments be verified.
2. Maximize utilization: the surcharge applies per container. A fully utilized container spreads it across more goods, and consolidated shipments beat partial loads.
3. Choose services deliberately: modern, efficient vessels and services with a favorable fuel strategy carry lower surcharges. The choice of service is a cost decision, not just a transit time question.
4. Think CO2 costs end to end: carbon pricing does not stop at the quay. With the CO2 component of the German truck toll, the same principle applies on the road. Planning the ocean leg and the on-carriage together manages the whole CO2 cost chain.

How FR8 Logistik GmbH handles ETS and FuelEU

FR8 Logistik GmbH is an internationally active sea freight forwarder based in Hamburg, a member of the DSLV (German Association of Freight Forwarding and Logistics) and the Association of Hamburg Freight Forwarders (VHSp). In 2025, we completed 3,879 projects and loaded 16,388 TEU. For FCL sea freight, we show the ETS and FuelEU components transparently, explain adjustments before they appear on the invoice, and factor the surcharge structure into carrier and service selection. One fixed contact person instead of a ticket system.

If you want to know how the 2026 stage affects your trade lane, send us the route and volume. You can request a quote and receive a concrete response within 24 hours.

Frequently asked questions about EU ETS and FuelEU Maritime

What is the ETS surcharge in sea freight?

Since 2024, maritime shipping has been part of the EU emissions trading system: carriers must buy and surrender allowances for their verified emissions. They pass these costs on to shippers through an ETS surcharge per container. The level depends on trade lane, vessel type, fuel, and the allowance price, and carriers adjust it regularly, usually quarterly and differently per trade.

What changes in the EU ETS on 1 January 2026?

Two things. First, the transition phase ends: after 40 percent of emissions in 2024 and 70 percent in 2025, carriers must surrender allowances for 100 percent of verified emissions from 2026. Second, methane and nitrous oxide count for the first time alongside CO2, which particularly affects LNG-powered vessels. One major carrier has already announced it will raise its ETS surcharge by around 45 percent as a result.

What is FuelEU Maritime and how does it differ from the ETS?

The ETS prices emissions; FuelEU Maritime regulates the fuel. Since 1 January 2025, the greenhouse gas intensity of the energy used on board must initially be 2 percent below the reference value of 91.16 grams of CO2 equivalent per megajoule; from 2030 it is 6 percent, with further steps until 2050. Carriers that miss the target pay penalties or balance deficits through pooling with compliant vessels. These costs also appear as a surcharge, often combined with the ETS share.

Why does the surcharge rise even though my route has not changed?

Because the drivers sit in the system, not in your route: the ETS coverage has risen from 70 to 100 percent, methane and nitrous oxide are newly included, and the allowance price moves with the market. Routing adds to it: diversions such as the Cape route lengthen the voyage and increase consumption, and with it the priced emissions. The surcharge per container can therefore rise without anything changing on your end.

Can importers reduce ETS and FuelEU surcharges?

They cannot be avoided, but they can be managed. First, demand transparency: the surcharge should be shown as a separate line in the quote; otherwise, offers cannot be compared. Second, improve utilization: a well-filled full container spreads the surcharge across more goods. Third, compare services, because modern, slower-sailing vessels with efficient fuels carry lower surcharges. FR8 Logistik GmbH shows the components transparently and selects services accordingly.

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