Headlines:
- Industry coalition urges European Council to adopt emergency competitiveness measures
- Commission lines up maritime, ports and energy files for late February and March
- EU court adviser backs Dublin airport passenger cap in slot dispute
- Commission says zero pollution progress mixed, flags transport noise and maritime spill risks
- Study finds sulphur cap cut shipping pollution by half in North and Baltic Seas
- Commission accepts price undertaking for Chinese EV producer, amends countervailing regime
- ACEA chief presses EU leaders for CO₂ flexibility, trade ratification and lower energy costs
- SAF build-out lags policy trajectory as realisation gap widens in 2025
- Councils urged to prioritise cycling as £600m active travel funding allocated
- CER and UNIFE call for budget certainty and faster rail modernisation
- Baltic citizens back Rail Baltica, citing security and long-term prosperity
- UK–EU reset talks shift from intent to delivery at transport roundtable
- EU opens consultation on integrating international carbon credits into post-2030 climate law
Industry coalition urges European Council to adopt emergency competitiveness measures
A coalition of more than 1,300 organisations has called on members of the European Council to adopt what it describes as “Emergency Industrial Policy Measures” in 2026, warning that Europe faces an unprecedented competitiveness challenge.
In an open letter addressed to EU leaders ahead of their retreat in Alden Biesen, signatories argue that Europe cannot be resilient or secure without a strong industrial base. They frame current geopolitical tensions and structural economic pressures as requiring immediate and coordinated action at EU level.
The letter builds on the earlier Antwerp Declaration and cites its monitoring report, which it says shows that 83 percent of key performance indicators have recorded no significant improvement. It highlights persistently high electricity prices compared with global competitors, the cumulative impact of carbon costs and increasing pressure from industrial policies in China and the United States.
Signatories state that global companies making long-term capital allocation decisions for the 2030s increasingly regard Europe as unattractive for investment, pointing to high energy costs, regulatory burdens and trade distortions. They also reference the reports by Mario Draghi on competitiveness and Enrico Letta on the Single Market, arguing that implementation has lagged and fragmentation remains a structural obstacle.
The letter calls for action in three areas.
First, it urges measures to reduce energy and carbon costs, arguing that European electricity prices are driven not only by commodity markets but also by regulatory and policy charges. It contends that the EU carbon pricing system increases costs year on year and requires complementary measures to safeguard competitiveness.
Second, it calls for strengthened trade policy instruments and improved access to finance. The signatories argue that free trade agreements and other arrangements should secure critical inputs, expand export markets and address unfair competition. They also reference the need for effective carbon leakage protection.
Third, the coalition advocates greater use of public procurement and private purchasing initiatives to support products manufactured in Europe, including through transparent environmental footprinting and net-zero criteria.
The signatories, representing 25 sectors and including 900 companies and 391 associations and unions, state that a European Industrial Deal should complement the Green Deal and protect high-quality industrial employment in Europe.
The letter concludes by urging EU leaders to use the Alden Biesen meeting to move from policy diagnosis to delivery, arguing that industrial competitiveness requires concrete measures in 2026 rather than further strategic declarations.
Commission lines up maritime, ports and energy files for late February and March
The European Commission is preparing a series of transport and energy initiatives for adoption or political discussion between the 18th of February and the 25th of March, according to the Secretariat-General’s indicative planning note SEC(2026) 2554.
On the 4th of March, the Commission is scheduled to examine an EU industrial maritime strategy, under the responsibility of Executive Vice-President Stéphane Séjourné and Commissioner Raffaele Fitto. The same meeting is set to include an EU ports strategy, signalling a coordinated focus on maritime competitiveness, infrastructure resilience and industrial capacity in the run-up to the European Council of the 19th and 20th of March.
Energy policy will feature prominently on the 10th of March, when the Commission is expected to consider a broader energy package under the responsibility of Executive Vice-President Teresa Ribera. According to the planning document, this package is to include a clean energy investment strategy, a citizens’ energy package and a communication on the future development and deployment of small modular reactors in Europe, the latter jointly under Ribera and Séjourné.
The clean energy investment strategy is expected to address financing conditions and capital mobilisation for renewable energy and low-carbon technologies, while the citizens’ energy package is likely to focus on consumer participation, energy communities and affordability. The small modular reactors initiative suggests renewed attention to nuclear energy’s role in decarbonisation and industrial competitiveness.
On the 25th of March, transport and energy are set to intersect within a broader Tech Sovereignty Package. Among the listed elements is a strategic roadmap for digitalisation and artificial intelligence in energy, under Ribera’s responsibility. This file is expected to link energy system optimisation, grid management and digital infrastructure with wider EU technology policy.
The same package includes a Cloud and AI Development Act, a Chips Act 2 and an Open Source strategy, reflecting the Commission’s effort to align energy transition objectives with digital sovereignty and industrial policy. A Qualitative Military Edge programme and an Instrument for Agile and Rapid Defence Innovation are also foreseen, indicating overlap between infrastructure resilience, energy security and defence considerations.
EU court adviser backs Dublin airport passenger cap in slot dispute
An advocate general at the Court of Justice of the European Union has supported Ireland’s aviation regulator in a dispute over Dublin Airport’s 32 million passengers per year cap, concluding that national planning limits may lawfully constrain slot allocation under EU law.
In an opinion delivered on 12 February in Case C-857/24, Advocate General Campos Sánchez-Bordona said the Irish Aviation Authority was entitled to take account of the passenger ceiling when determining “coordination parameters” under Regulation 95/93 on airport slots.
The case stems from planning conditions imposed by An Bord Pleanála in 2007 and 2008 as part of approvals for the expansion of Terminals 1 and 2. Those conditions capped combined terminal capacity at 32 million passengers annually. The limit became contentious in 2024 when forecasts suggested it could be reached, prompting the regulator to introduce seasonal seat caps for winter 2024 and summer 2025 to ensure compliance.
Airlines, including Aer Lingus, Ryanair and several US carriers, challenged the approach before the Irish High Court. They argued that the passenger cap could not be treated as a “technical, operational or environmental constraint” for the purposes of setting slot parameters, and that reducing or refusing historical slots infringed their grandfather rights and property protections under the EU Charter of Fundamental Rights.
The advocate general rejected those arguments. He said that coordination parameters must reflect all relevant constraints affecting airport capacity, including legally binding planning conditions. Even if the airport’s physical infrastructure could handle more than 32 million passengers, a statutory limit restricting passenger numbers affects its effective operational capacity and must be taken into account.
On historical slots, he concluded that Regulation 95/93 grants airlines permission to use airport infrastructure for a given scheduling period, not a property right. The entitlement to retain slots used at least 80 per cent of the time in a previous season does not shield them from reduction where capacity parameters are lawfully tightened. Articles 16 and 17 of the EU Charter on freedom to conduct a business and the right to property were not, in his view, infringed.
The opinion also casts doubt on whether an airport managing body could unilaterally close an airport to enforce a passenger cap, suggesting that the slot regulation establishes a structured system of medium-term capacity planning that leaves little room for such drastic measures.
While not binding, advocate general opinions are often followed by the Court. A ruling in line with the opinion would confirm that planning and environmental constraints can directly shape slot allocation at coordinated airports, with implications for airport expansion strategies and traffic growth where national or local caps apply.
Commission says zero pollution progress mixed, flags transport noise and maritime spill risks
The European Commission’s mid term review of the Zero Pollution Action Plan shows mixed progress towards 2030 targets, with improvements in air quality and marine litter but persistent challenges in transport noise, nutrient pollution and microplastics.
In its report COM(2026) 42, adopted on the 29th of January, the Commission links zero pollution policy more explicitly to competitiveness, industrial resilience and energy transition objectives under the Clean Industrial Deal and Competitiveness Compass.
For transport, the review underlines that pollution reduction is uneven across modes and policy areas.
On road transport, the Commission notes ongoing work to improve the roadworthiness of the EU vehicle fleet, including measures that address noise alongside air pollutants. It recalls that urban air quality improvements are partly driven by transport decarbonisation policies, which generate co-benefits in terms of reduced nitrogen oxides and particulate matter. However, transport noise remains a structural problem. The target of reducing by 30 percent by 2030 the proportion of people chronically disturbed by transport noise is unlikely to be met under current trajectories, though additional measures could deliver reductions of up to 23 percent.
In rail, the introduction of quieter freight wagons operating on designated quieter routes is identified as a key step. Further amendments to the relevant technical specifications are expected by 2029. The Commission will also assess the feasibility of introducing EU-level noise reduction targets and limits under the Environmental Noise Directive.
For aviation, pollution is addressed mainly through innovation and digitalisation examples. The report refers to optimisation of airport operations and flight paths to reduce fuel consumption, greenhouse gas emissions and noise. It does not propose new aviation-specific pollution measures in this review, but situates aviation within the broader decarbonisation and clean mobility framework.
Maritime transport is referenced primarily in the context of ocean protection and spill prevention. The report links zero pollution objectives to the forthcoming revision of the Marine Strategy Framework Directive and the proposed Ocean Act, under a source-to-sea approach. It highlights the role of Copernicus Earth observation data in optimising ship routes, reducing fuel consumption and preventing accidental pollution incidents. It also refers to civil protection projects addressing oil and hazardous substance spills, including risks linked to low-sulphur marine fuel oils.
In inland waterways, the Commission cites innovation projects aimed at reducing air pollutants and greenhouse gas emissions from inland vessels under real-life operating conditions.
Energy and transport are treated as structurally linked. The report reiterates that electricity generation, fuel use and industrial emissions affect air quality and that clean energy deployment generates measurable co-benefits in terms of reduced pollution. It identifies an estimated EUR 58 billion annual investment gap for pollution prevention and water protection, including infrastructure relevant to transport and energy systems.
The Commission concludes that while the legal framework for zero pollution is largely in place, full delivery depends on national implementation. It confirms that future Zero Pollution Monitoring and Outlook reports, scheduled for 2026 and 2028, will assess progress towards 2030 and explore trajectories towards 2040, potentially aligning pollution objectives with forthcoming 2040 climate targets.
Study finds sulphur cap cut shipping pollution by half in North and Baltic Seas
Air pollution from shipping in the North Sea and Baltic Sea fell by 50 percent or more following the tightening of sulphur limits for marine fuels, according to an ex post assessment commissioned by NABU.
The study, conducted by research institute CE Delft, evaluates the first year of application of the 0.1 percent sulphur cap in Sulphur Emission Control Areas under rules adopted through the International Maritime Organization. The limit, which entered into force on the 1st of January 2015 in the Baltic Sea, North Sea and English Channel, reduced the maximum permitted sulphur content in marine fuels from 1.0 percent to 0.1 percent.
According to the report, monitoring data from port areas and coastal regions across Europe show sulphur dioxide concentrations declining by 50 percent or more during 2015. The estimated health benefits associated with lower SO₂ and particulate matter emissions range between €4.4 billion and €8.0 billion, compared with additional fuel costs for the maritime sector of approximately €2.3 billion in the affected regions.
The assessment concludes that the socio-economic benefits of the measure exceeded its direct fuel cost impact by a factor of 1.9 to 3.5.
Concerns raised prior to implementation that higher fuel costs would trigger shifts from maritime to road transport or lead to service reductions were not borne out, the study finds. No significant modal shift in roll-on roll-off transport was identified, nor clear evidence of company closures or reductions in cargo turnover attributable to the sulphur cap.
Fuel supply constraints also did not materialise. Marine gasoil availability proved sufficient, and price developments during 2015 reflected broader oil market trends rather than structural shortages linked to the new limit.
However, the report identifies weaknesses in compliance and enforcement. Port inspection data indicate that most vessels use compliant fuel or fall within inspection tolerance margins. Data from the European Maritime Safety Agency show non-compliance rates between 3 percent in the Baltic Sea and 9 percent in the North Sea.
Compliance at sea remains more difficult to assess. Remote sensing data indicate a general reduction in fuel sulphur content on major shipping lanes, but measurement accuracy and coverage limitations prevent firm conclusions. The study calls for increased fuel sampling, enhanced remote monitoring and stronger coordination of enforcement activities. It also recommends sanctions proportionate to the economic gains of non-compliance.
The findings are likely to inform ongoing discussions on maritime air pollution, enforcement capacity and the alignment of shipping fuel standards with wider EU energy and transport decarbonisation objectives.
Commission accepts price undertaking for Chinese EV producer, amends countervailing regime
The European Commission has amended its countervailing duty regime for Chinese battery-electric vehicles to exempt imports from a specific exporting producer subject to an accepted price undertaking.
Under European Commission Implementing Regulation (EU) 2026/330 of the 9th of February, the Commission modified Implementing Regulation (EU) 2024/2754, which had imposed definitive countervailing duties on imports of new battery electric vehicles designed for the transport of persons originating in the People’s Republic of China.
The amendment follows a partial interim review initiated on the Commission’s own initiative on the 4th of December 2025 pursuant to Article 19(2) of Regulation (EU) 2016/1037, the EU basic anti-subsidy regulation. The review was limited to examining the acceptability and practicability of a price undertaking offered by Volkswagen (Anhui) Automotive Co., Ltd.
The Commission concluded that the undertaking offered by Volkswagen (Anhui) met the conditions set out in Article 13 of the basic Regulation and decided to accept it through Implementing Decision (EU) 2026/328.
As a result, imports manufactured, shipped and invoiced by the company concerned may be exempt from the countervailing duty, provided they comply strictly with the conditions of the accepted undertaking and the procedural requirements set out in the amended regulation.
The regulation inserts two new provisions, Articles 2a and 2b, into the original countervailing measure. Article 2a provides for exemption from duty where imports are covered by an undertaking accepted by the Commission and listed in the corresponding Implementing Decision. Exemption is conditional on presentation of an undertaking declaration to customs containing specified information, including the TARIC additional code, detailed product description and a signed certification by the exporting company.
Where those conditions are not fulfilled, or where the Commission withdraws acceptance of the undertaking under Article 13(9) of Regulation (EU) 2016/1037, a customs debt is incurred at the time of acceptance of the declaration for release into free circulation.
Article 2b requires that the undertaking company also issue commercial invoices for transactions not exempted from the countervailing duty, containing detailed product, pricing and transaction information.
During the review, the Government of China and the China Chamber of Commerce for Import and Export of Machinery and Electronic Products argued that the Commission should adhere to non-discrimination principles and disclose further details of the undertaking. The Commission rejected those claims, stating that only one formal undertaking had been submitted and that confidential information could not be disclosed under Article 29(5) of the basic Regulation.
The regulation entered into force on the day following its publication in the Official Journal.
The amendment does not alter the level of the definitive countervailing duties imposed in October 2024, but introduces a company-specific exemption mechanism subject to strict compliance and monitoring conditions.
ACEA chief presses EU leaders for CO₂ flexibility, trade ratification and lower energy costs
The head of Europe’s automotive industry has urged EU leaders to recalibrate climate and industrial policy, arguing that competitiveness must be safeguarded if the sector is to deliver on decarbonisation and maintain manufacturing in Europe.
In a letter dated the 9th of February and addressed to the presidents of the European Council, Commission and Parliament, European Automobile Manufacturers’ Association president Ola Källenius sets out a three-part agenda centred on trade openness, regulatory flexibility and production support.
The intervention comes amid ongoing legislative debate over the Commission’s automotive package and ahead of key reviews of the CO₂ standards framework and infrastructure legislation.
On trade policy, Källenius calls for accelerated ratification of pending agreements, including Mercosur, and urges progress in negotiations with Australia and ASEAN countries. He argues that resilience should not translate into isolation and that market access remains critical for the sector’s export base. The letter notes that agreements already concluded at Commission level require approval by member states and the European Parliament.
On decarbonisation, the ACEA president reaffirms support for electrification but argues that the regulatory framework requires greater flexibility. He calls for strengthening the Commission’s proposed compliance relief for 2030 car and van CO₂ targets and for targeted amendments to allow truck manufacturers to generate additional emission credits to facilitate compliance with heavy-duty standards.
He also argues that the compensation mechanism linked to the 2035 car and van CO₂ targets should apply earlier than foreseen, contending that this would accelerate market development for sustainable fuels and advanced materials.
The letter identifies the 2026 review of the Alternative Fuels Infrastructure Regulation as a key moment to address charging rollout and enabling conditions. It states that battery-electric market share would need to rise significantly by 2030 to meet current targets and that this will require consistent demand incentives across member states and more competitive electricity pricing. It calls for a “safety valve” if infrastructure deployment and demand measures do not materialise at the required pace.
Energy costs and regulatory burden are presented as structural constraints. The letter argues that European electricity prices remain higher than those of global competitors and that carbon costs are cumulative and increasing over time. It calls for regulatory simplification, alignment of rulemaking with vehicle development cycles and streamlining of Euro 7 heavy-duty requirements.
Finally, the industry group calls for measures to stimulate fleet renewal, noting that Europe’s vehicle fleet exceeds 250 million cars with an average age of nearly 13 years. Targeted incentives for replacement of older, higher-emitting vehicles are presented as a means to support demand, plant utilisation and emissions reduction.
The letter frames the debate as part of a broader “independence” moment for Europe, arguing that industrial competitiveness, open markets and pragmatic climate policy must be pursued in parallel if the automotive sector is to remain anchored in Europe while transitioning to zero-emission mobility.
