C 152/146
EN
Official Journal of the European Union
6.4.2022
1.5.
The EESC believes that under the scope of the ‘Fit for 55’ legislative package, the FuelEU initiative needs to provide synergies, coherence and consistency between supply, distribution and demand.
However, the draft FuelEU Regulation, at the moment, prescribes particular low carbon fuels, with no prior assessment of their global availability and cost, although all alternative fuels should be allowed.
This may eventually lead to distortion of competition, while their availability presently and for the near future is negligible.
The responsibility for the development and availability of renewable alternative fuels lies with the fuel suppliers and the uptake of cleaner fuels should be encouraged.
For this to happen, the price gap between fossil and alternative fuels needs to be bridged and the cleaner fuels need to become more affordable and widely available.
Efforts are required, involving the active contribution of all actors in the maritime value chain, especially fuel production and energy providers, engine manufacturers, but also ports, charterers and the workers’ representatives involved in all sectors.
This could potentially result in an increase of the demand for alternative fuels as envisaged by the FuelEU Regulation.
2.
Introduction 2.1.
The EESC considers that shipping has an impact on the entire supply chain, as almost 90 % of the world’s goods are transported by sea.
Also, that EU shipping with its global presence is a strategic asset enabling the EU to safeguard its geopolitical independence and increase its economic and industrial resilience, as well as its sovereignty.
In 2019 approximately 46 % of extra-EU exports and 56 % of extra-EU imports of goods were transported by sea (Eurostat, 2021).
2.2.
The EU controlled shipping fleet amounts to 810 million deadweight tonnes, consisting of 23 400 vessels and comprising 39,5 % of the 2020 world fleet.
The total economic impact of shipping is EUR 149 000 000 000 to EU GDP and approximately 2 million jobs.
It is worth noting that for every EUR 1 000 000 of GDP the shipping industry creates, another EUR 1 800 000 is supported elsewhere in the EU economy.
(2) According to the most recent estimates (3), the share of total shipping emissions in global anthropogenic GHG emissions has increased from 2,76 % in 2012 to 2,89 % in 2018.
2.3.
The EESC recognises that European shipping is committed to maritime safety, and the protection of the marine environment, contributing to international and EU decarbonisation efforts.
Also, the EESC acknowledges that European shipping embraces these challenges and is committed to taking the lead for green shipping.
2.4.
The FuelEU Maritime Regulation introduces standards for a gradually decreased average greenhouse gas intensity of fuel used on board by ships at berth, arriving at or departing from EU ports.
Failure to meet these standards will result in administrative fines to shipping companies, which would ostensibly be used to support projects aimed at accelerating the use of renewable and low carbon fuels in the maritime sector and biofuels in particular.
This proposal will unilaterally also have extra territorial application to international shipping, as its scope is identical with that of the EU Emissions Trading System (ETS) proposal (4).
It also mandates the use of OPS for two ship types after 1 January 2030 — passenger ships, and container ships.
2.5.
The EESC notes that the draft FuelEU Maritime Regulation proposal has, in line with the ‘polluter pays’ principle, recognised the structural role of the ship’s charterer who is normally responsible for the choice of the ship’s fuel, route, cargo and speed and the related cost of the fuel consumed (Recital 6).
This is positive.
However, the recognition of charterers’ accountability is an important provision for the deliberations that will take place in the next phase of the regulatory process, which will also involve the European Parliament and the EU Council.
3.
General comments 3.1.
The climate carbon neutrality objectives of the Green Deal and the ambitious ‘Fit for 55’ legislative package are desirable in the context of efforts to greening and eventually decarbonising the maritime sector alongside other sectors, while at the same time respecting the social dimension of this transition in the best interests of the general public.
In other words, this energy transformation and transitional process to decarbonisation of shipping can only be successful if there is social support and acceptance, whilst the modus operandi of shipping and other sectors are safeguarded.
This can be achieved only by specific measures, such as the creation of new jobs, better public health and better mitigation measures for climate action and the protection of the environment.
These efforts require involving the active contribution of all actors in
(2) (3) (4)
European Shipowners’ Association, 2021.
Fourth IMO GHG Study 2020.
COM(2021) 551final.