transport. The European Community Shipowners’ Association (ECSA) support
European Commission EGD, and specifically it encourages the evaluation of the
roll out of infrastructure for the delivery of alternative (non-fossil) fuels and the
transition to no pollution in ports (ECSA 2020).
The European Green Deal was followed up with a proposal for European Climate
Law on March 2020 aiming at writing into law the objective set out in the European
Green Deal (e.g., Europe to become the first climate-neutral continent by 2050). This
act includes cutting emissions, investing in green technologies, and protecting the
natural environment (European Commission 2020a). Despite its positive nature, the
current climate law neither sets an ambitious goal for 2030 nor does it refer to
regulations and revisions needed for its achievement. Also, it gives significant power
to the European Commission without allowing it to impose sanctions on Member
States which do not comply with the respective recommendations of the European
Commission to take additional measures and change policies that will correct
possible deviations from the path to achieving the goals. The article on climate
change adaptation is generic and not linked with the systemic documentation of the
needs and financial resources required for the transition.
In addition, the EC proposal on the climate law is missing a number of critical
elements. Besides core sectors (e.g., energy, transportation, etc.), all climate-related
components need to be included in the decarbonization plan aiming at climate
neutrality, namely, waters, underground waters, biodiversity, forestry, and livestock.
The decarbonization plan should also include the time factor, i.e., individual goals
for each objective (short-medium-long), which should be achieved in all environmental components. In other words, for the climate law to be applicable in the
maritime sector it needs to identify key time-linked targets for ships, which ensure
that the greater objective of climate neutrality will be reached.
Special care must be taken to create equal conditions for competition between EU
companies and non-EU companies, mitigating the risk of “carbon leakage.” More
specifically, a clear reference is made to the obligation to formulate a relevant policy
that ensures that the European Union’s relations with third countries take into
account their commitment and contribution to climate neutrality. This policy and
tools could include, for example, linking aid and funding programs to complying
with agreed climate change targets, or providing technology exchange and knowhow only to compliant countries. Particular care is needed to support the shipping
industry to cope with the challenge of its transformation aiming at the harmonization
with the climate neutrality objective.
Climate law lacks an explicit description of the financial mechanisms that will be
essential for climate neutrality achievement, which is the main objective of this law.
In particular, the EU’s financial gap for achieving the 2030 energy and climate
targets is estimated at €180 billion a year, increasing the pressure on the climate law
to include a financial plan of implementation. Therefore, many initiatives are needed
to create the appropriate financial framework for the raising of the necessary funds
while taking advantage of the roadmap for sustainable financing. In addition, the EU
should consider imposing a carbon tax as well as strengthening the EU Emissions
164
A. Papandreou et al.
European Commission EGD, and specifically it encourages the evaluation of the
roll out of infrastructure for the delivery of alternative (non-fossil) fuels and the
transition to no pollution in ports (ECSA 2020).
The European Green Deal was followed up with a proposal for European Climate
Law on March 2020 aiming at writing into law the objective set out in the European
Green Deal (e.g., Europe to become the first climate-neutral continent by 2050). This
act includes cutting emissions, investing in green technologies, and protecting the
natural environment (European Commission 2020a). Despite its positive nature, the
current climate law neither sets an ambitious goal for 2030 nor does it refer to
regulations and revisions needed for its achievement. Also, it gives significant power
to the European Commission without allowing it to impose sanctions on Member
States which do not comply with the respective recommendations of the European
Commission to take additional measures and change policies that will correct
possible deviations from the path to achieving the goals. The article on climate
change adaptation is generic and not linked with the systemic documentation of the
needs and financial resources required for the transition.
In addition, the EC proposal on the climate law is missing a number of critical
elements. Besides core sectors (e.g., energy, transportation, etc.), all climate-related
components need to be included in the decarbonization plan aiming at climate
neutrality, namely, waters, underground waters, biodiversity, forestry, and livestock.
The decarbonization plan should also include the time factor, i.e., individual goals
for each objective (short-medium-long), which should be achieved in all environmental components. In other words, for the climate law to be applicable in the
maritime sector it needs to identify key time-linked targets for ships, which ensure
that the greater objective of climate neutrality will be reached.
Special care must be taken to create equal conditions for competition between EU
companies and non-EU companies, mitigating the risk of “carbon leakage.” More
specifically, a clear reference is made to the obligation to formulate a relevant policy
that ensures that the European Union’s relations with third countries take into
account their commitment and contribution to climate neutrality. This policy and
tools could include, for example, linking aid and funding programs to complying
with agreed climate change targets, or providing technology exchange and knowhow only to compliant countries. Particular care is needed to support the shipping
industry to cope with the challenge of its transformation aiming at the harmonization
with the climate neutrality objective.
Climate law lacks an explicit description of the financial mechanisms that will be
essential for climate neutrality achievement, which is the main objective of this law.
In particular, the EU’s financial gap for achieving the 2030 energy and climate
targets is estimated at €180 billion a year, increasing the pressure on the climate law
to include a financial plan of implementation. Therefore, many initiatives are needed
to create the appropriate financial framework for the raising of the necessary funds
while taking advantage of the roadmap for sustainable financing. In addition, the EU
should consider imposing a carbon tax as well as strengthening the EU Emissions
164
A. Papandreou et al.