Headlines:
- European Commission sets out industrial maritime strategy with new alliance, procurement push and trade defence options
- European Commission sets out EU Ports Strategy centred on competitiveness, security and energy transition
- Shipping industry urges adoption of IMO net zero framework as uncertainty clouds decarbonisation pathway
- Commission proposes Industrial Accelerator Act with measures affecting automotive supply chains and low-carbon materials
- Study says electrifying corporate fleets could deliver €246bn in operating cost savings by 2030
- Commission’s Industrial Accelerator Act draws mixed reactions from transport and automotive sectors
- Industry groups welcome EU maritime strategies but raise concerns over competitiveness and implementation
- Councils urged to prioritise cycling as active travel funding allocated in England
- European Sleeper to launch Brussels–Cologne–Zürich–Milan night train in September
The Green Mobility Magazine at the International Transport Forum Summit 2026.
The Green Mobility Magazine will be present at the International Transport Forum Summit in Leipzig this May.
This year, we will host a small stand designed as the Green Mobility Ecosystem Hub. Over the three days of the Summit, the Hub will serve as a meeting point for discussion and dialogue among transport stakeholders attending the event. We will also record a series of short on-site policy interviews that will form part of a dedicated ITF video series.
A limited number of organisations can participate as Ecosystem Partners, with visibility at the Hub and participation in the interview series. Organisations attending the ITF Summit that would be interested in participating are invited to contact us for further information.
European Commission sets out industrial maritime strategy with new alliance, procurement push and trade defence options
The European Commission, on the 4th of March, adopted a communication on an EU Industrial Maritime Strategy, setting out a six-pillar framework covering maritime manufacturing and shipping, alongside a parallel EU ports strategy.
The Commission describes maritime manufacturing and shipping as strategic sectors for the Union’s autonomy, resilience, defence, economic security and decarbonisation. It cites intense global competition, growing dependencies on third-country ship production and financing, and an ageing workforce as key pressures, referencing the Draghi and Niinistö reports.
On manufacturing, the Commission argues the EU should concentrate industrial policy on high-value segments where EU capacity can realistically be sustained. It notes Europe builds 97 per cent of the world’s cruise ships, but says EU yards have lost market share in merchant shipbuilding due to a distorted international market, including state-driven investment in third countries and cost differentials. It cites recent losses to China in segments including ferries and offshore wind installation vessels.
To support industrial capacity, the Commission will launch an EU Industrial Maritime Value Chains Alliance in 2026, bringing together stakeholders and national and regional authorities to develop roadmaps and project pipelines and align investment priorities. It will also roll out a Shipyards of the Future research and innovation flagship call under the Horizon Europe 2026 to 2027 work programme, with an indicative budget of EUR 21 million, targeting uptake of digitalisation, robotics, artificial intelligence, modularity and circularity, including in small and medium-sized shipyards.
The strategy links permitting constraints to constraints on shipyard expansion and electrification. It points to the proposed regulation on speeding up environmental assessment and the European Grids Package as instruments intended to accelerate electrification of industrial sites, including in port areas, and says the proposed Industrial Accelerator Act will simplify permitting for maritime manufacturing facilities.
On demand, the Commission plans to work with EU and EEA member states on a multi year aggregated pipeline of public orders across public buyers to create a long term demand signal in segments including ferries, research vessels and icebreakers. In the upcoming revision of the EU public procurement framework, it will propose targeted non price requirements in selected strategic procurement segments, in compliance with international obligations.
On trade and competition, the Commission says it will assess options and, where necessary and feasible, propose a new sector specific instrument or targeted amendments to the trade toolbox to address harmful practices such as predatory pricing, non market subsidisation, intellectual property violations and forced technology transfers. It also signals renewed efforts towards a future international agreement on shipbuilding to tackle non-market practices, and plans work in the OECD export credits framework, including provisions for zero and low emission ships, alongside exploring an EU-level financing tool for export credits.
The strategy also includes actions on ship recycling and circularity, with the Commission aiming to strengthen the Hong Kong Convention on Ship Recycling and exploring ways to expand EU ship recycling capacity, starting with cooperation with India.
On shipping, the Commission notes maritime transport carries around 75 percent of the EU’s external trade and 30 percent of intra EU freight, and that the EU controlled fleet accounts for more than one third of global shipping tonnage. It links decarbonisation to the Sustainable Transport Investment Plan and says it will pursue an integrated market for biomethane, calling on member states not to introduce indirect barriers to cross-border trade in biomethane.
The Commission will consider simplifying and streamlining monitoring, reporting and verification requirements serving EU ETS Maritime and FuelEU Maritime. It also plans to facilitate a European network of green shipping lanes and hubs to coordinate projects across vessel operations, technology deployment, fuel supply and port infrastructure.
Security measures include plans to strengthen surveillance and monitoring of the shadow fleet and improve enforcement of existing rules, and a proposal to pursue a dual use ferry construction support mechanism to mobilise funding for additional military specifications for ferries built in Europe.
On finance, the Commission cites studies estimating annual financing needs for EU fleet decarbonisation at EUR 2.4 billion to EUR 8.5 billion, and estimates for shipyard digital transformation of at least EUR 3 billion to EUR 7.5 billion. It plans a 2026 Connecting Europe Facility call to support renewal and decarbonisation of the shipping fleet, with a focus on ferries and coastal vessels, and states that in February 2026 it amended the CEF Digital work programme to allocate EUR 347 million to strategic submarine cable projects, including a EUR 20 million call to enhance Europe’s repair capacities. It also states that the Innovation Fund has committed 20 million EU ETS allowances until 2030 to maritime, and that a dedicated maritime call will open in 2027.
The Commission says it will revise the EU sustainable finance taxonomy criteria for the waterborne sector, with new criteria expected in the second quarter of 2026.
On skills, it cites the Mobility Transition Pathway estimate that up to 40 per cent of the shipbuilding workforce is expected to retire by 2030, and sets out plans to support reskilling and the creation of a network of maritime higher education and vocational training institutions.
The Commission says it will launch a high-level Maritime Industries and Ports Board, chaired by the responsible Commissioner and executive vice presidents, to exchange on the implementation of the industrial maritime and ports strategies and collect market feedback.
European Commission sets out EU Ports Strategy centred on competitiveness, security and energy transition
The European Commission on the 4th of March adopted a communication outlining a new EU Ports Strategy, setting out policy actions aimed at strengthening the competitiveness, security and sustainability of European ports while supporting their role in the energy transition and global supply chains.
The Commission notes that EU ports handle more than 3.4 billion tonnes of goods annually, accounting for around 74 percent of goods entering or leaving the EU, as well as approximately 395 million passengers each year. The trans-European transport network includes 283 seaports, 223 inland ports and 44 mixed ports.
The strategy identifies ports as critical infrastructure for economic security and strategic supply chains. The Commission says ports must expand capacity while simultaneously advancing decarbonisation, digitalisation and security measures.
On competitiveness, the communication highlights risks linked to traffic diversion to neighbouring non-EU transhipment hubs due to regulatory costs. The Commission says the issue will be examined in the upcoming update of the EU emissions trading system scheduled for the third quarter of 2026, followed by the planned review of the FuelEU Maritime Regulation.
The strategy also addresses foreign investment in port infrastructure. The Commission plans to develop guidance for member states on assessing foreign investments in ports, including criteria relating to strategic decision making, operational control and dependence on high-risk suppliers. A framework for mapping and monitoring foreign investments in EU ports will follow, building on existing instruments such as the Foreign Direct Investment Screening Regulation.
Member states are also encouraged to assess risks linked to foreign ownership or control of strategic dual-use port infrastructure and to ensure the possibility of gaining temporary public control or rights of use over such assets under national law where necessary.
Ports are identified as important enablers of the energy transition. According to the Commission, around 40 per cent of commodities handled in ports are energy-related.
Electrification is presented as a cornerstone of port decarbonisation. The communication notes that 62 per cent of surveyed European seaports provide onshore power supply at one or more berths, although deployment remains uneven and high voltage installations for larger vessels remain limited. The Commission says it will introduce additional measures in the forthcoming Electrification Action Plan and continue monitoring deployment through the European Maritime Safety Agency and the European Alternative Fuels Observatory.
The strategy also emphasises the role of ports as hubs for renewable and low-carbon fuels for maritime transport. The upcoming revision of the Alternative Fuels Infrastructure Regulation will consider measures to accelerate the deployment of alternative fuels infrastructure for shipping. In parallel, the Renewable and Low Carbon Fuels Alliance will assess infrastructure capacity and future fuel supply needs in and to ports by the end of 2026.
On logistics and connectivity, the Commission highlights bottlenecks related to terminal productivity and hinterland connectivity, particularly in rail and inland waterways. The Commission plans to strengthen rules on access to rail service facilities and to propose an action plan on inland waterway transport covering the period 2028 to 2034.
Security considerations also feature prominently. The strategy highlights threats, including organised crime, cyberattacks, hybrid threats, and drone activity. The Commission says it will update existing maritime security guidance and propose an EU framework for background checks for port workers. Cooperation with third countries will also be strengthened to address security risks originating in non-EU ports.
Stakeholders estimate that approximately €80 billion of investment will be required across the European port sector. Since 2014, the EU has supported port-related projects with around €10 billion for deployment and more than €200 million for research and innovation through instruments including the Connecting Europe Facility, cohesion policy funds and Horizon programmes.
Looking ahead, the proposed Connecting Europe Facility for 2028 to 2034, with a transport budget of €51.5 billion, is expected to remain a key source of EU funding for port infrastructure.
The strategy also includes a roadmap aimed at supporting small and medium-sized ports, including measures related to electrification, innovation, cybersecurity and access to finance. The Commission says it will establish a high-level Maritime Industries and Ports Board to oversee implementation of the strategy.
Shipping industry urges adoption of IMO net zero framework as uncertainty clouds decarbonisation pathway
Industry groups and maritime stakeholders are urging governments to adopt the International Maritime Organization’s Net Zero Framework this year, warning that prolonged regulatory uncertainty risks delaying investment in zero emission fuels and technologies across the global shipping sector.
A new analysis by the Getting to Zero Coalition outlines three possible regulatory outcomes following the postponement of the framework’s adoption until November 2026. The scenarios range from the adoption of the framework largely unchanged to significantly weakened measures or the removal of economic elements intended to drive the sector’s energy transition.
The framework is designed to operationalise the IMO’s 2023 greenhouse gas strategy, which sets the objective of achieving net zero emissions from international shipping by or around 2050. However, delays in formal adoption have widened the range of possible regulatory pathways and increased uncertainty for shipowners, fuel producers and investors.
The coalition’s analysis identifies three broad scenarios now under consideration within the IMO process.
The first would remove economic elements from the framework, including the compliance market, penalty mechanisms and the proposed Net Zero Fund. Under this approach the policy would rely primarily on fuel intensity targets without financial incentives or enforcement mechanisms. The report warns that such a framework would provide little effective enforcement and would not create a credible investment signal for zero-emission fuels.
A second scenario would introduce a simplified global fuel standard with a single greenhouse gas intensity trajectory combined with credit trading for compliance. While this option would retain some economic elements, the report suggests that reduced revenues and weaker incentives could significantly delay the large scale deployment of scalable zero emission fuels, potentially pushing their widespread adoption into the 2040s.
The third scenario would see the framework adopted largely as agreed in principle in 2025. According to the analysis, this option would provide the strongest demand signal for alternative fuels and generate stable revenues through compliance payments, estimated at around $11 billion to $12 billion annually. Those funds could be used to support the uptake of zero emission fuels and assist developing countries with the costs of the transition.
The report argues that the presence or absence of economic measures is central to the credibility of the framework. In the absence of financial incentives and enforcement mechanisms, investment in fuels such as e-ammonia, e-methanol, e-methane, and hydrogen would rely largely on national or regional policies and voluntary industry initiatives.
Industry groups say regulatory certainty is critical because the transition to new fuels requires long-term investments in vessels, fuel production and infrastructure. Early adopters investing in scalable zero-emission fuels face particularly high risks if demand signals remain uncertain.
The analysis also highlights the potential implications for regional climate measures. If a strong global framework is adopted, the need for regional regulations such as the EU emissions trading system and FuelEU Maritime could be reduced. By contrast, weaker global rules could reinforce the case for regional measures and increase regulatory fragmentation across the sector.
Shipping industry stakeholders have therefore called on governments to proceed with the adoption of the framework without further renegotiation. In an industry statement supported by shipping companies, ports, fuel producers and technology firms, signatories warned that additional delays could undermine investment in new vessels, fuels and infrastructure.
The signatories argue that global regulation remains essential for a sector that operates across international supply chains and relies on a level regulatory playing field. They say a clear global framework would help accelerate the deployment of low-carbon fuels, support new supply chains and provide the certainty required for long-term capital investment.
Negotiations at the IMO are expected to continue through 2026, including discussions on implementation guidelines, fuel lifecycle accounting rules and the governance of the proposed Net Zero Fund. The final outcome of those negotiations will determine the strength of the regulatory signal guiding the shipping sector’s transition away from fossil fuels.
Commission proposes Industrial Accelerator Act with measures affecting automotive supply chains and low-carbon materials
The European Commission on the 4th of March proposed a regulation establishing a framework to accelerate industrial capacity and decarbonisation in strategic sectors, including measures affecting automotive manufacturing, vehicle supply chains and low-carbon materials used in transport.
The proposal, known as the Industrial Accelerator Act, aims to strengthen EU industrial resilience, reduce dependencies on third countries and support the decarbonisation of energy-intensive industries and clean technologies.
The Commission highlights particular pressure on the European automotive sector, noting that electric vehicles, traction batteries and e-powertrain components are essential technologies for the decarbonisation of road transport. However, it warns that the share of value created within the Union is declining as batteries, electronics and powertrain components account for a growing proportion of vehicle value.
To address these trends, the proposal introduces Union origin requirements for vehicles in public procurement procedures and public support schemes. Vehicles will need to meet defined criteria to qualify as made in the European Union.
Manufacturers will also be required to provide documentation certifying compliance with these origin requirements when issuing a vehicle certificate of conformity.
The regulation further introduces demand-side measures aimed at creating lead markets for low-carbon industrial products. These include low carbon requirements for materials such as steel, aluminium, concrete and mortar used in downstream sectors, including buildings, infrastructure and transport.
The Commission argues that these measures will help stimulate demand for low-carbon materials and support the decarbonisation of industrial supply chains linked to construction and transport sectors.
More broadly, the proposal seeks to strengthen EU manufacturing capacity in strategic clean technologies, including batteries and other technologies linked to the energy and mobility transitions. The Commission warns that global production capacity for several clean technologies is highly concentrated outside the EU.
The regulation also introduces a framework for reviewing certain foreign direct investments in emerging strategic manufacturing sectors where investment values exceed €100 million and where global manufacturing capacity is concentrated in a third country.
In parallel, the proposal seeks to accelerate industrial decarbonisation projects by streamlining permitting procedures and introducing single application systems coordinated through national authorities.
Member states will also be able to designate industrial manufacturing acceleration areas intended to facilitate clustering of industrial projects and speed up permitting for strategic manufacturing investments.
Study says electrifying corporate fleets could deliver €246bn in operating cost savings by 2030
Electrifying corporate vehicle fleets in Europe could generate up to €246 billion in cumulative operating cost savings by 2030, according to a study published on the 4th of March by Eurelectric and EY.
The analysis finds that battery electric vehicles can reduce operating costs by between 20 per cent and 50 per cent compared with internal combustion engine vehicles across corporate cars, vans and trucks.
Operating expenditure represents a significant share of total vehicle costs. According to the report, operating costs account for around 60 per cent to 75 per cent of the total cost of ownership for trucks, 45 per cent to 65 per cent for vans and 25 per cent to 40 per cent for passenger cars.
Corporate fleets represent a large share of vehicle demand in Europe. The report estimates that around six in ten new cars in the EU are sold to fleet operators, while fleets account for nearly all purchases of vans, buses and trucks.
The study estimates that fleet electrification could reduce carbon dioxide emissions by up to one billion tonnes by 2030, equivalent to around 5 per cent of projected combined emissions from the EU and the United Kingdom over the period.
The report also highlights the potential role of corporate fleets in supporting demand for electric vehicles. Proposed EU legislation on corporate fleets could generate demand for more than two million additional electric cars by 2030, according to the analysis.
Battery electric vehicles continue to gain market share in the European market. The report notes that in 2025, battery electric car registrations increased by 30 per cent compared with the previous year and exceeded petrol car registrations in the EU for the first time.
According to the report, electrified fleets could also support electricity systems through smart charging and vehicle-to-grid services, helping integrate renewable power and provide additional flexibility to electricity networks.
However, the study identifies barriers to faster adoption, including higher upfront vehicle costs, uncertainty around residual values, fragmented national policies and grid connection constraints affecting charging infrastructure deployment.
The report calls for stronger policy support for corporate fleet electrification, including national purchase targets for zero-emission vehicles, targeted fiscal incentives and measures supporting the deployment of bidirectional charging technologies.
