The International Cruise Lines Association welcomes the participation of civil society in this important debate; however, we express our dissatisfaction with the fact that Transport & Environment has published this internal analysis, carried out by its own staff, closed to any discussion or input from the cruise industry itself or the destinations it visits.
Furthermore, CLIA expresses its concern that the results were published without any analysis or peer review by the scientific community, as is customary in such cases. Moreover, the published conclusions are based solely on the author's assumptions and not on measurements, and they fail to consider the use of emission reduction technologies on board ships. The methodology used to calculate the results has also not been subjected to analysis to scientifically validate its soundness.
The Cruise Lines International Association (CLIA) and its members are firmly committed to a zero-emissions future, as is the entire international maritime sector. While the cruise industry represents less than 1% of shipping, we are making steady progress toward this goal every day, but it will take time to achieve it.
The cruise industry has been a pioneer in implementing exhaust gas cleaning systems (EGCS). As a result of this leadership, the technology has matured rapidly, and EGCS systems now contribute to reducing sulfur oxide and particulate emissions across the entire international shipping industry. Currently, 111 cruise ships in service, with a capacity of over 305,000 passengers, are already equipped with EGCS systems; another 12 ships are being retrofitted; 30 are awaiting installation; and 27 more ships, currently under construction, with an approximate capacity of 100,000 passengers, will have EGCS systems upon entering service.
Furthermore, the cruise industry is also a pioneer in the implementation of LNG (Liquefied Natural Gas) propulsion systems. More than a third of the cruise ships under construction, 25 in total, will use LNG as their primary fuel source. Currently, two ships are already equipped to use this fuel in port, thus contributing to the reduction of emissions in port cities. Likewise, more than 70% of the cruise fleet—152 ships—already use dual-fuel systems, capable of using alternative fuels such as methanol or biodiesel alongside traditional fossil fuels. Some of these ships even have the technology to convert their organic waste into fuel.
These high levels of implementation of both EGCS systems and LNG are unparalleled in any other maritime subsector. The T&E study fails to acknowledge these significant achievements.
Regarding the five recommendations that the study makes to the cruise industry:
- Of course, CLIA agrees that there must be a level playing field between shore power systems and the fossil fuels used on board. Regarding the introduction of a temporary EU electricity tax exemption for shore-supplied electricity, this is a broad proposal actively supported by the cruise industry. Marine fuels are not only a topic of discussion within the EU but also globally. In this respect, the IMO (International Maritime Organization) is actively committed to reducing greenhouse gas emissions from the maritime sector and to proposing the necessary measures in line with EU expectations.
- Regarding the zero-emissions standard when docked, it would be necessary to assess, under the circumstances of each port, whether or not shore power supply systems are a good solution. We must bear in mind that to effectively reduce emissions, the electricity available onshore must come from clean and renewable sources and, therefore, be a better solution compared to LNG or EGCS systems installed onboard. Furthermore, there is currently no globally used standard connection system, which further complicates our members' investment in this technology. To date, 55 cruise ships, more than 27% of total capacity, are ready to connect to shore power supply systems and can therefore use power from the port when available. Eleven cruise ships are currently being retrofitted, and 17 new vessels will also be equipped with this technology. However, currently only 13 of the ports served by CLIA lines have these electricity supply systems: Brooklyn, Halifax, Hamburg Altona, Montreal, San Diego, San Francisco, Los Angeles, Long Beach, San Pedro, Seattle, Shanghai, Vancouver, Canada Place, and Juneau. Massive investment, especially in Europe, is needed to reach the desired levels.
- Extending the SECA area to the rest of the EU coastline will take time, and under the current regulatory framework, we would welcome confirmation from the relevant authorities that the use of open- and closed-loop EGCS will be permitted, that LNG and other alternative fuels will be supported and developed, and that the supply of these fuels will be guaranteed throughout the Union. For a leading industry like the cruise industry, the certainty that the necessary investments will be made to guarantee supply and the assurance that regulations will be maintained by the authorities in the future are of vital importance. Of course, any new SECA should be considered in accordance with the agreed IMO procedures for each area.
- It should be noted that the cruise industry has never opposed the development of a financial mechanism similar to Norway's NOx fund. However, simply stating that "ships can use SCR systems and particulate filters to reduce their NOx and PM" is a very simplistic approach, as it fails to consider the availability of such systems, the technical feasibility of installing them on existing ships, and the necessary financial investment. Furthermore, the substantial investments already made in emissions reduction technologies by CLIA members have not been supported by the Norwegian NOx fund, since—in fact—none of CLIA's member cruise lines has received funding for this purpose to date.
- Finally, the development of a “zero emissions” emissions control area is an admirable aspiration, but it must be clearly defined and analyzed. CLIA and its members are ready to collaborate and work together to explore this scenario and build a cleaner Europe for all our citizens.
Last December, the Cruise Lines International Association (CLIA) announced the global cruise industry's historic commitment to reduce the carbon emissions rate across the entire fleet by 40% by 2030
The commitment to decarbonize by 40% was the result of a collaborative process designed to build consensus around the cruise industry's leadership. Progress toward the 40% target will be assessed based on the 2008 fleet; emission rates will be calculated based on the industry fleet's carbon emissions, berth capacity, and total distance traveled. CLIA will report annually on progress toward achieving this commitment.
While each CLIA has its own programs for waste reduction and ocean conservation, this decarbonization commitment is a significant joint initiative to reduce greenhouse gas (GHG) emissions. Furthermore, this initiative will be driven by innovative energy-efficient technologies in ship design and propulsion. Just a few days ago, the industry's first vessel powered by liquefied natural gas (LNG) entered service, and by 2025, 25 ships powered by this fuel will be in operation. LNG technology primarily reduces pollution and lowers carbon emissions.
