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Overview

The OGV At Berth Regulation targets emissions from ocean going vessels while docked at California ports.

Each vessel visit to a regulated California port or marine terminal must use a CARB Approved Emission Control Strategy (CAECS) for the duration of the visit, unless an exception applies. Shore power is the primary compliance route; CARB describes it as the gold standard and it requires no additional CARB approval to use. Other technologies, including capture and control systems, can also be approved as a CAECS.

CARB identifies the pollutants covered as oxides of nitrogen, reactive organic gases, particulate matter, diesel particulate matter and greenhouse gas emissions. The rule also includes visible emission requirements for vessels at berth.

The regulation works through operational control rather than emissions trading. It does not price emissions after the voyage; it requires emission control during the port stay. This distinguishes it from EU ETS, UK ETS or carbon levy schemes.

Scope

Geographical coverage:

The regulation applies at California ports and marine terminals receiving ocean going vessels. CARB defines California ports broadly to include landlord ports, operational ports and independent marine terminals. The earlier OGV At Berth Regulation covered container, reefer and cruise vessel fleets at the Ports of Los Angeles, Long Beach, Oakland, San Francisco, San Diego and Hueneme; the updated regulation extends scope to more vessel types, ports and terminals.

Vessel coverage:

All ocean going vessels visiting California marine terminals are subject to the regulation. Emission control requirements apply only to container, refrigerated cargo, cruise, ro ro and tanker vessels at terminals receiving 20 or more visits from a regulated vessel type per calendar year. Bulk and general cargo vessels, and vessels at terminals below that threshold, have visit reporting and opacity obligations but no emission control requirements.

‍Emission control coverage:

During a regulated visit, vessels must reduce auxiliary engine emissions through a CAECS. Tanker vessels with steam-driven pumps must also reduce auxiliary boiler emissions, unless shore power is the CAECS being used, in which case only auxiliary engine control is required.

Compliance coverage:

Shore power is CARB's preferred compliance pathway and needs no additional approval. Barge-based capture and control systems that have received a CARB Executive Order are also approved. Any other solution including vessel-based technologies such as alternative fuels or onboard systems may be submitted to CARB for approval as a CAECS if testing data shows it meets the required emission standards.

Exemptions and exceptions

Government and military vessels and vessels on non-stop voyages are exempt from reporting and all other requirements of the regulation.

The regulation also provides exceptions to emission control requirements, which must be reported in the visit information submitted to CARB. These include safety and emergency events, vessel and terminal incident events (VIEs and TIEs), research visits, remediation fund use and other pathways identified in the regulation.

Low activity terminals, those receiving fewer than 20 visits from a regulated vessel type per calendar year are exempt from emission control requirements. If a terminal exceeds that threshold for two consecutive years, it loses low activity status and must comply with all control and planning requirements from that point forward.

Start date and phase in

The regulation takes its name from the year it was adopted; it took effect on 1 January 2021. Opacity and reporting requirements began on 1 January 2023.

Emission control requirements phase in by vessel type:

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Responsibility

Responsibility is shared across vessel operators, terminal operators, ports and CAECS operators.

For vessel operators, the responsible party is the person in direct control of the vessel — the person who decides where it calls. Depending on the commercial structure, this may be the vessel owner, charterer or shipper, and more than one party may bear responsibility simultaneously.

The party responsible under the regulation may not always be the party that ultimately bears the cost under the charterparty, terminal agreement or service contract. That distinction matters in commercial negotiations.

Cost Impact

The regulation does not impose a direct carbon price. Costs arise from operational and infrastructure requirements.

For vessel operators, these include shore power equipment, capture and control arrangements, pre-arrival coordination and visit reporting. For terminals and ports, costs include shore-side electrical infrastructure, terminal and port plans, equipment availability and recordkeeping. For CAECS operators, costs include testing, approval, operation, reporting and maintenance.

CARB's regulatory impact analysis estimated the cost of the regulation at USD 2.23 billion, with avoided adverse health outcomes valued at USD 2.32 billion. These are pre-adoption estimates from the rulemaking process; actual costs will vary.

Compliance mechanism

1. Identify whether the visit is regulated: Confirm that the vessel visit is at a regulated California port or marine terminal, that the vessel type has emission control requirements, and that no exemption or exception applies. See Exemptions and exceptions above.
2. Select an approved emission control strategy: Each regulated visit requires a CAECS. Shore power needs no additional CARB approval. Approved capture and control systems are the main alternative. Other technologies can be submitted to CARB for approval at any time.
3. Coordinate before arrival. Vessels are expected to have a compliance option identified when scheduling California port calls. If using a capture and control system or another non-shore-power CAECS, this must be coordinated with the terminal at least seven days before arrival.
4. Control emissions during the visit: Vessel operators must connect to a CAECS within two hours of "Ready to Work" and maintain control until no earlier than one hour before "Pilot on Board." Tanker vessels with steam-driven pumps must also control auxiliary boiler emissions unless shore power is in use.
5. Report visit information: Vessel operators, terminal operators and CAECS operators must each submit visit reports to CARB within 30 calendar days of vessel departure, covering every vessel type regardless of emission control obligations. If a vessel shifts berths, the shift is treated as a new visit and the 30-day clock runs from departure at each berth.
6. Keep records: Vessel, terminal and CAECS operators must keep records for at least five years.

Link to California Low Carbon Fuel Standard

The OGV At Berth Regulation should not be confused with California's Low Carbon Fuel Standard (LCFS). LCFS is a separate CARB program regulating the carbon intensity of transportation fuels, a fuel-based credit and deficit system, not an operational emission control requirement.

The two rules interact commercially. The OGV At Berth Regulation drives shore power use; CARB confirms that an OGV using grid-based shore power qualifies as an eOGV under the LCFS program and can generate LCFS credits if correctly reported.  Ports and terminals should consider both frameworks when planning shore power infrastructure and pricing.

Commercial and operational implications

The OGV At Berth Regulation makes port call planning a compliance issue. Before calling California, operators need to know whether the terminal can provide shore power, whether the vessel is compatible, whether another CAECS is available, and whether any exception applies.

For shipowners and operators, this affects vessel deployment, retrofit planning, port rotation, terminal selection and pre-arrival coordination. For charterers, charterparties should clearly address who is responsible for shore power readiness, CAECS coordination, delays, reporting support and costs linked to non-compliance or alternative compliance options. For ports and terminals, infrastructure and operational readiness are central to commercial competitiveness terminals that can provide reliable shore power or approved control solutions reduce compliance risk for calling vessels.

The practical message is simple: for California port calls, at-berth emission control must be planned before arrival. Compliance is operational, not just administrative.