Energy transition in the EU maritime transport

Maritime transport is fundamental for the transport of cargo and passengers. In 2022, sea and coastal freight water transport represented 31% of the turnover generated by the different cargo transport modes in the EU, while inland freight water transport represented 1%. Turnover for freight transport by road was the largest, at 62% of the overall cargo transport turnover. The importance of maritime transport for passengers is smaller than for cargo, with sea and coastal passenger water transport representing 9% of the total turnover generated by passenger transport in the EU, and inland passenger water transport representing 1%. Passenger air transport generated 50% of the turnover, interurban passenger rail transport 24%, and interurban road transport 16%.

Comparing transport sectors in terms of emissions, emissions per tonne transported declined by 29% for rail transport between 2013 and 2022, as well as for sea and coastal freight water transport and road transport to a smaller extent, with a decrease of 10% and 4%, respectively. In the same period, emissions per tonne increased 30% for inland freight water transport. For sea and coastal freight water transport, emissions were rather stable (-1.2%) between 2013 and 2022, with a slight increase in the cargo weight transported (9.2%) (Figure 41). Moreover, there was an increase in the average distance travelled per tonne of cargo, which does not appear in the graph, but is partly captured in the increase in turnover (+168%).

Figure 41 Change in emissions per tonne transported by transport mode (left), and change in sea and coastal freight water transport (weight, emissions and turnover) (right), 2013–2022 (100 = 2013)

Although maritime transport is one of the most energy-efficient modes of transport, it remains a significant source of greenhouse gas (GHG) emissions. In 2018, international shipping accounted for 1 076 million tonnes of CO₂ emissions, contributing approximately 2.9% to global emissions resulting from human activities. Projections indicate that these emissions could increase by up to 130% by 2050, compared with 2008 levels. Within the EU, maritime transport is responsible for 3-4% of total CO₂ emissions, which translated to over 124 million tonnes of CO₂ in 2021.

The European Maritime Transport Environmental Report 2025 of the European Maritime Safety Agency (EMSA) and the European Environment Agency analyses the maritime transport sector, its environmental impact, the progress it has made so far, and the challenges it faces in terms of decarbonisation, pollution reduction, biodiversity protection, circularity and climate adaptation. On a positive note, the report reveals improvements in specific areas, such as a 70% reduction in SO_x emissions since 2014 thanks to the introduction of the sulphur emission control areas in northern Europe and IMO regulations establishing a maximum sulphur limit globally. However, the report also notes that the sector’s overall environmental footprint remains high. The sector’s GHG emissions have worsened, with CO₂ emissions increasing steadily since 2015, NO_x emissions rising by 10% across the EU in 2015-2023, and methane (CH₄) emissions doubling between 2018 and 2023. Decarbonising shipping will require a shift in technology and operations and the uptake of alternative fuels. Alternative fuels (nuclear, hydrogen, ammonia, methanol), renewable energy sources (biofuels, wind and solar), the maturation of technologies (fuel cells, internal combustion engines) and technical and operational strategies to reduce fuel consumption for new and existing ships (slow steaming, cleaning and coating, waste heat recovery, hull and propeller design) are needed to decarbonise the shipping sector. These all have implications for the shipbuilding sector in terms of both building new vessels and retrofitting technology in existing vessels.

In 2023, the IMO reached a compromise to achieve net-zero emissions of the global transport fleet by about 2050, and has set a clear timeline. By 2025, mid-term measures must be approved, entering into force by 2027. By 2030, CO2 emissions must have been reduced by 40%, total GHG emissions by at least 20%, and the uptake of net-zero fuels must have reached at least 5%. By 2040, GHG emissions must have been reduced by 70%. This is in line with the Intergovernmental Panel on Climate Change call to reduce emissions in all sectors, to achieve carbon neutrality in 2050 and to maintain climate change below the target of 1.5^ºC.

European technology providers are well positioned to be involved in the future energy transition, although Asian shipyards are also increasing their technological capabilities. There are numerous EU initiatives to support the shipping industry, and in turn the EU’s shipbuilding industry along the path to decarbonisation. Through the FuelEU Maritime Regulation, the European Commission – with the EMSA’s assistance – aims to increase the use of sustainable alternative fuels in European shipping and ports by addressing market barriers and uncertainty over which technical options are market ready. The Net-Zero Industry Act, as part of the Green Deal industrial plan, could enhance the competitiveness of the EU shipping sector by directing essential investments toward clean technologies and the production capacity of shipping fuels. The EMSA provides industry with research on the safety aspects of alternative propulsion technologies. The European Community Shipowners Association is also helping the sector coordinate actions and share information on the development of alternative fuel. Finally, the EU is consolidating its global technical leadership, particularly in LNG infrastructure, which includes a diversity of services from large- to small-scale operations, including LNG terminals, refuelling stations, and refuelling and transhipment processes. Adapting existing infrastructure to carbon-neutral gases with minimal or no modification can help reduce costs and enable efficient decarbonisation.