On Friday, the European Commission presented its proposal for the revision of the Emissions Trading System (ETS), the emissions trading system, which from 2024 includes maritime transport and also air transport, industry and logistics in a broader sense ( of the 17th, 17, 17, 17, 17, 17 and 17 July 2026). At the first reactions to the proposal, accepted generally by associations in the maritime-port sector such as a first hesitant step in the right direction, followed by others responses to the EU ETS reform project, some more Well disposed towards the proposed amendments by the EU Commission, although there is no shortage of multiple notes for measures considered insufficient such as those pointed out by the federation of European port terminal operators FEPORT.

FEPORT recalled that it constantly called the European Commission's focus on potential impacts negative effects of the ETS on the competitiveness of EU ports given whereas the Directive applies to emissions from maritime transport during journeys between EU and non-EU ports, and whereas, therefore, the maritime sector can reduce the costs of EU ETS by avoiding ship calls at ports in the EU European. The federation also recalled that the directive had already recognised this risk by excluding two of the main transhipment ports competing with EU ports - Tanger Med and Port Said East - from the definition of "port of airport", in order to reduce the risk of circumvention of the system ETS, ensuring that ships that include a stopover in one of these two ports must still pay the ETS costs in full once docked in an EU port.

FEPORT noted that, although the one introduced at the time by the Commission is a relevant mitigating measure, however does not cover all the circumvention options available to the industry and noted that the Commission's latest proposal, with the aim of further reducing the risk of circumvention, allows for the inclusion in the system of additional ports in the list of "neighbouring container transhipment ports" on the basis of reduced transhipment quotas and additional criteria for assessing the capacity of ports to handle transhipment traffic. "However - observed the secretary general of FEPORT, Lamia Kerdjoudj - it is unlikely that this proposal will be in to combat all forms of circumvention, including those of transshipment and relays that could transit through a port but where both the origin and destination of the cargo are outside the EU'.

In the opinion of the Federation of European Port Terminal Operators, moreover, 'the Commission appears to have overlooked the fact that targeted financial support is an additional tool to strengthen the competitiveness of ports and that, if the investments are made intelligently to support the deployment of alternative fuels infrastructure or for the installation of green port equipment, the support can also incentivize decarbonization." FEPORT therefore expressed regret that "the support proposal for the maritime sector does not recognise the role of ports and terminals in supporting decarbonisation, energy transition and industrial competitiveness". For the federation, "funds should be allocated specific also for the port sector, as it indirectly affected by the ETS due to its link with transport maritime and its increasing rate of electrification".

The World Shipping Council is more satisfied with the proposal (WSC), the association representing the main companies of shipping companies, which has expressed its support for a review of the EU ETS by the European Commission considered realistic, in particular because it aims to bridge the price gap between conventional and conventional marine fuels incentivising the adoption of the latter and supporting investment in their production, positioning Europe as a Leading hub for the supply of alternative fuels. "The liner shipping - highlighted Simon Bergulf, WSC Vice President for Environment and Climate - has already invested more than €160 billion in ships capable of operating with renewable fuels, but these cleaner ships need of cleaner fuels. Bridging the price gap is One of the most practical ways to get these fuels in the tanks of ships".

Recalling that sustainable marine fuels can still cost 100 to 400% more than conventional fuels, making this price gap one of the major obstacles to their adoption, the World Shipping Council found that reinvesting a significant share of the proceeds in the decarbonisation of the maritime sector is "A sensible and necessary step to achieve the objectives climate control schemes'. The WSC specified that the revenues ETS 'could also be used to strengthen European ports, including through fuel infrastructure and electrification, to the benefit of all those who call at European ports and contribute to the ETS." To this end, In this regard, the WSC also expressed its support for the recognition by European Commission that the current ETS structure can be making European ports more expensive and less competitive for goods in transit between two non-EU markets and transhipped in Europe, but at the same time expressed concern about the 'Commission proposal to extend the list of ports of neighbouring extra-EU transhipments based solely on infrastructure. Ports within 150 nautical miles of the EU - has observed the association - could be penalized simply because they have deep waters, long docks and ship-to-shore cranes, regardless of whether whether or not transhipment is carried out there'.

It escapes no one that this concern is connected and the global maritime transport activity carried out by all members of the WSC and to the strong presence of the same associated in the port sector through the participation and direct or indirect management in numerous primary hub ports world. "The ETS - said Bergulf - should Focus on reducing emissions, not making less neighboring non-EU ports".

Finally, the WSC called for a stronger commitment to the final stages of the ETS review on double payments where shipping companies could incur once they A similar global measure to decarbonise shipping will be adopted by the International Maritime Organization. 'This certainty - explained Bergulf - would strengthen the position in the global negotiations and would support progress in the to the IMO".

CLECAT, the European association representing manufacturers freight forwarding companies and companies in the transport, logistics and of the customs services, is half satisfied by the Proposal for revision presented by the Commission on Friday European Union, as it considers "that several elements of the require careful evaluation to ensure that no lead to carbon leakage, market distortions or unnecessary administrative burdens'. Regarding what proposed for the air transport sector, the association has reiterated its position that the EU ETS should remain limited to intra-European flights, while the Commission proposes to include international flights of up to 5,000 in the regulations kilometers from Frankfurt airport, while maintaining other flights long-haul until 2032 within the scope of CORSIA, the Carbon Offsetting and Reduction Scheme for International Aviation adopted by the International Civil Aviation Organization ( ICAO). According to CLECAT, any unilateral extension beyond the current framework would risk undermining competitiveness and connectivity of European air transport, encouraging the transfer of traffic and goods to non-EU hubs with limited additional environmental benefits in the absence of equivalent international measurements.

As far as maritime transport is concerned, CLECAT has welcomed welcomes the Commission's recognition of the the need for the current ETS framework to better address competitiveness of European ports and the risk of diversion of goods to neighbouring non-EU transhipment hubs. The association noted that, in this regard, 'the Commission has proposed important measures to refine the definition of non-EU transhipment hubs, improving the framework and strengthen coherence with the emerging framework for net-zero emissions'.

Regarding the lowering of the tonnage threshold of ships to which the EU ETS proposed by the Commission applies, CLECAT asked "to prevent any consequences for European supply chains or additional complexities resulting from the proposed extension of the system ETS to additional categories of ships'.

Among the national associations representing the sector shipowner, one of the most critical voices is the of the Union of Greek Shipowners, according to which, 'despite the proposed to include some positive elements such as the targeting of a part of the revenues from the EU ETS for sector-related purposes these measures represent little more than the minimum required by the sector". For the association of Greek shipowners, moreover, "even more worrying is the fact that the proposal has significant shortcomings for the European maritime sector, which is one of the most important sectors in the strategic objectives of Europe and global leaders': 'despite the fact that the European Commission's clear effort to listen to the concerns of our sector - explained the president of the Union of Greek Shipowners, Melina Travlos - unfortunately it is not able to fully understand what is really needed to support a globally competitive European maritime sector global. It is inappropriate and counterproductive - he clarified Travlos - granting preferential treatment to certain shipping segments, distorting competition between the sectors and creating unfair conditions for the entire sector. Still more worrying is Europe's choice not to meaningfully recognize or provide appropriate incentives to the full range of existing technologies that can improve the energy efficiency of ships. At a time when the alternative fuels are not yet widely available nor are they commercially viable in all segments of transport maritime - denounced the president of the Union of Greek Shipowners – this approach undermines not only competitiveness, but also the sustainability of maritime transport itself in particular its most important segment: the bulk transport and tramp transport'.

Much more benevolent was the reception of the proposal of the European Commission of the Danish Shipowners' Association, according to with its revision of the Emissions Trading Scheme EU issue, the Commission 'remains on course for the green transition of the maritime sector". "This - Danish Shipping stressed - should provide the necessary predictability for a sector that, only from Denmark, already contributes around DKK 3.8 billion per year through the purchase of emission allowances and with more than nine billion euros from across the EU".

"It's positive," commented Nina Porst, director of the Sustainable Ships and Skills executive of Danish Shipping - which Commission maintains a stable framework for the EU ETS. The companies of need clear, long-term rules when make significant investments in the green transition". For Danish association, 'the Commission seems to have listened to sector", in particular by providing that "the funds ETS are now used to a greater extent to support the green transition in areas where they were previously gaps in the value chain". "This objective - detected association - will be achieved through the so-called SMAP (Sustainable Maritime and Propulsion) scheme aimed at Reducing the price gap between fossil fuels and fuels and alternative propulsion technologies, as well as through the targeted use of ETS contributions from the maritime sector in the Fund for Innovation". "The EU," Porst stressed, "must make greater use of the ETS to accelerate the transition. This includes increased financial support for sustainable fuels and new technologies, as well as for the full range of energy efficiency projects capable of provide immediate emission reductions from the existing fleet. When the industry contributes billions, these funds should also help to drive the maritime transition where the need is greater, both through solutions that are already available technologies that reduce emissions, both through and the infrastructure needed to expand the use of green fuels of the future".

Danish Shipping also expressed support for the decision of the Commission to maintain the current geographical scope of the ETS and the Commission's intention to adapt the rules EU once a global climate agreement for the maritime sector within the IMO, thus ensuring that shipping companies do not have to pay twice for the same emissions.

Danish Shipping's fulfillment is all-round and also concerns the Commission's proposal for a reduction in the tonnage threshold to 400 gross tonnage for certain categories of ships to be subject to the application of the EU ETS. According to the association, "this, including more ships within the system contribute to a more level playing field and to an increase in demand for fuels and propulsion solutions alternatives".

The reception of the proposal by the KVNR was also positive, the Dutch Shipowners' Association, according to which the mechanism proposed by the Commission to channel ETS revenues to strengthen incentives for the use of clean marine fuels and technologies for reducing emissions still offers "clear opportunities to accelerate the energy transition of the maritime sector'. KVNR has also taken note of the proposal for extension of the scope of the EU ETS to smaller but with reduced administrative burden, and EU ETS to be aligned with regulation international that will be defined within the International Maritime Organization as "fundamental to avoid the fragmentation of national and regional measures".