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Assarmatori

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Assarmatori is an Italian association representing domestic and international shipping companies operating in Italy.

Lobbying Activity

Assarmatori urges EU to scrap zero-emission shipping rules

4 Dec 2025
Topic — A review of the technical screening criteria for maritime transport within the EU Taxonomy.
Message — Assarmatori proposes replacing the zero-emissions at tailpipe criterion with a GHG savings-based approach. They want recognition for technologies capable of achieving climate neutrality using sustainable fuels.12
Why — This would allow shipowners to access private and public funding for fleet renewal.34
Impact — Niche battery and hydrogen providers would lose their exclusive claim to green finance.5
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Assarmatori urges EU to include maritime sector in military mobility

24 Oct 2025
Topic — New EU regulation to harmonize national rules for faster cross-border military transport movements.
Message — Assarmatori seeks the full integration of maritime-port infrastructure and commercial vessels into EU military mobility planning and funding. They support a Military Schengen Area to ensure military movement is fast, secure, and interoperable.12
Why — Shipowners would gain access to EU funding for upgrading their commercial vessels and terminals.34
Impact — Other transport sectors like rail and road would lose priority for limited infrastructure funding.56
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Meeting with Gabriele Giudice (Cabinet of Executive Vice-President Raffaele Fitto)

15 Oct 2025 · Implementation challenges of the FuelEU Maritime and ETS frameworks

Meeting with Annika Kroon (Head of Unit Mobility and Transport)

14 Oct 2025 · The Italian Ferry Industry: critical challenges in decarbonisation

Assarmatori urges EU to support transitional maritime biofuels

4 Sept 2025
Topic — This initiative creates a roadmap for investing in low-carbon fuels across transport modes.
Message — Assarmatori requests support for available biofuels as a bridge to synthetic options. They suggest rewarding shipowners after they use cleaner fuels to cover higher costs. Finally, they want the EU to recognize sustainable fuels imported from outside Europe.123
Why — This would lower the high price of clean fuels and improve investment stability.456
Impact — Electric vehicle manufacturers could lose policy priority if the EU adopts technology-agnostic road rules.7
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Response to EU Ports Strategy

28 Jul 2025

Dear Sirs and Madams, Please find attached a contribution from Assarmatori, the Italian shipowners association, for your kind consideration.
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Response to EU industrial maritime strategy

28 Jul 2025

Dear Sirs and Madams, Please find attached a contribution from Assarmatori, the Italian shipowners association, for your kind consideration.
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Response to EU emissions trading system for maritime, aviation and stationary installations, and market stability reserve - review

7 Jul 2025

Dear Sirs and Madams, Please find below a comprehensive contribution from Assarmatori the Italian Shipowners Association regarding the upcoming revision of the EU ETS Directive.
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Meeting with Mark Nicklas (Head of Unit Internal Market, Industry, Entrepreneurship and SMEs)

27 Mar 2025 · Challenges and opportunities for shipping industry

Meeting with Antonio Decaro (Member of the European Parliament)

26 Mar 2025 · Marittime Legislation

Meeting with Roberto Vannacci (Member of the European Parliament)

25 Mar 2025 · Il futuro del Trasporto Marittimo in Europa

Meeting with Raffaele Fitto (Executive Vice-President) and

25 Mar 2025 · Assarmatori priorities for the maritime sector and challenges

Meeting with Dario Nardella (Member of the European Parliament)

19 Feb 2025 · Priorities in the field of Industry, Research and Energy

Meeting with Giusi Princi (Member of the European Parliament)

12 Feb 2025 · ETS maritime transport - Port of Gioia Tauro

Response to Establishing a list of “neighbouring container transhipment ports” for the FuelEU Maritime Regulation

11 Feb 2025

Assarmatori represents Italian-based shipping companies as well as international shipping companies operating regular maritime services in Italy. We welcome the opportunity to contribute to this consultation on the draft implementing regulation Ares(2025)253811 of the FuelEU Maritime Regulation (Reg. (EU) 2023/1805). Please find attached our contribution.
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Meeting with Susanna Ceccardi (Member of the European Parliament)

28 Jan 2025 · Priorities in the field of Industry, Research and Energy

Italian Shipowners Urge EU to Cover Registry Costs from ETS Revenues

9 Jan 2025
Topic — Update of EU emissions trading system registry rules following Fit for 55 package.
Message — The association requests that administrative costs for managing the ETS Registry be covered by existing auction revenues rather than imposing new fees on shipping companies. They also ask for seamless account reactivation when ships re-enter the ETS system.12
Why — This would prevent additional financial burdens on shipping companies already paying national fees.34
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Assarmatori urges more flexible deadlines for fuel traceability reporting

7 Nov 2024
Topic — Extending the Union database to cover raw material production for renewable fuels.
Message — The association calls for extending the three-day reporting window to reflect complex supply chains. They suggest better integration with national databases to reduce administrative burdens. Finally, they demand single accounts for operators to ensure consistency.12
Why — Relaxing timelines prevents reporting errors and reduces the heavy administrative burden on shipowners.3
Impact — Rigid rules could create barriers that destabilize the supply of renewable energy.4
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Meeting with Letizia Moratti (Member of the European Parliament)

6 Nov 2024 · Environmental Policy

Meeting with Paolo Borchia (Member of the European Parliament)

6 Nov 2024 · EXCHANGE OF VIEWS

Response to Interim evaluation of the Connecting Europe Facility 2021-2027

24 Sept 2024

Please find attached the contribution made by Assarmatori - shipowners' association. Assarmatori represents Italian, European, and third-country shipping companies operating regular maritime services in Italy.
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Italian Shipowners Seek Clarification on Offshore Tug Classification

4 Sept 2024
Topic — EU regulation on monitoring greenhouse gas emissions from offshore ships.
Message — The association requests replacing the category 'offshore tug/supply ship' with 'offshore supply vessel' to avoid ambiguities. They argue the current definition is arbitrary and creates confusion for port towing services that rarely travel between EU ports but may be classified as offshore for technical reasons.12
Why — This would reduce substantial administrative burdens from reporting emissions on numerous daily voyages within port areas.3
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Meeting with Roberto Vannacci (Member of the European Parliament)

24 Jul 2024 · Presentazione Agenda Strategica Assarmatori

Response to Ship recycling – European list of ship recycling facilities (13th edition)

5 May 2024

Il documento in allegato rappresenta il contributo di Assarmatori the Italian shipowners association, alla consultazione lanciata dalla Commissione Europea sulla tredicesima versione dellelenco europeo degli impianti di riciclaggio delle navi. LAssociazione intende cogliere loccasione per fornire alla Commissione Europea anche un proprio breve posizionamento sul contesto legislativo a cui le criticità della lista, da noi individuate e condivise, sono dovute.
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Response to Block exemption regulation on the application of Articles 93 and 108 of the Treaty to State aid for the land transport sector

3 Apr 2024

In allegato, il contributo di Assarmatori - the Italian shipowners' association alla consultazione.
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Meeting with Marco Zanni (Member of the European Parliament)

22 Mar 2024 · Energy Taxation Directive

Meeting with Marco Campomenosi (Member of the European Parliament)

21 Feb 2024 · Meeting with Assarmatori

Meeting with Brando Benifei (Member of the European Parliament)

21 Feb 2024 · General discussion on EU policies

Meeting with Pina Picierno (Member of the European Parliament)

7 Dec 2023 · ETS maritime Directive - amending Directive 2003/87/EC establishing a system for greenhouse gas emission allowance trading within the Union and Decision (EU) 2015/1814 concerning the establishment and operation of a market stability reserve for the

Meeting with Laura Ferrara (Member of the European Parliament)

7 Dec 2023 · Soluzioni al rischio di perdita di traffici e attività portuali di trasbordo

Meeting with Achille Variati (Member of the European Parliament)

7 Dec 2023 · European port strategy

Meeting with Pina Picierno (Member of the European Parliament)

6 Dec 2023 · ETS maritime Directive - amending Directive 2003/87/EC establishing a system for greenhouse gas emission allowance trading within the Union and Decision (EU) 2015/1814 concerning the establishment and operation of a market stability reserve for the

Meeting with Marco Campomenosi (Member of the European Parliament)

9 Nov 2023 · STAFF LEVEL - Meeting with Assarmatori

Meeting with Lucia Vuolo (Member of the European Parliament)

9 Nov 2023 · Scambio di punti di vista su politiche ETS e Biofuel

Meeting with Pina Picierno (Member of the European Parliament)

8 Nov 2023 · ETS maritime Directive - amending Directive 2003/87/EC establishing a system for greenhouse gas emission allowance trading within the Union and Decision (EU) 2015/1814 concerning the establishment and operation of a market stability reserve for the U

Meeting with Marco Campomenosi (Member of the European Parliament)

24 Oct 2023 · STAFF LEVEL - Meeting with Assarmatori

Meeting with Nicola Danti (Member of the European Parliament)

9 Oct 2023 · Impatto di estensione ETS su porti europei

Meeting with Marco Campomenosi (Member of the European Parliament)

20 Sept 2023 · Meeting with Assarmatori and MSC

Assarmatori Urges EU To Protect Ports From Carbon Leakage

18 Sept 2023
Topic — A consultation defining neighboring non-EU ports to prevent maritime carbon tax evasion.
Message — The group demands an urgent review of carbon trading rules for shipping. They propose temporarily exempting high-traffic EU transhipment ports from emission calculations. This would prevent vessels from rerouting to North African ports to save money.12
Why — This would reduce their regulatory compliance costs and prevent their clients from leaving.3
Impact — Non-EU ports would lose the competitive advantage provided by the current regulatory loophole.4
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Assarmatori Urges Realistic Green Finance Criteria for Shipping

3 May 2023
Topic — This consultation establishes classification criteria for environmentally sustainable investments in the maritime sector.
Message — Italian shipowners request aligning greenhouse gas targets with existing maritime regulations for consistency. They propose lowering energy efficiency requirements to keep investment targets achievable for more vessels. Additionally, they advocate removing strict fuel reduction thresholds to encourage various retrofitting upgrades.1234
Why — This would expand access to green capital and reduce technical compliance hurdles.567
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Meeting with Pablo Fabregas Martinez (Cabinet of Commissioner Adina Vălean), Roxana Lesovici (Cabinet of Commissioner Adina Vălean), Walter Goetz (Cabinet of Commissioner Adina Vălean)

21 Mar 2023 · Shipping sector in Italy and European/global context; Maritime Energy Transition; Short Sea Shipping

Meeting with Marco Campomenosi (Member of the European Parliament, Shadow rapporteur)

1 Feb 2023 · On fuelEUMaritime's negotiations

Meeting with Nicola Danti (Member of the European Parliament, Shadow rapporteur for opinion)

26 Apr 2022 · FuelEU Maritime

Meeting with Marco Campomenosi (Member of the European Parliament)

6 Apr 2022 · STAFF LEVEL Meeting with Assarmatori

Meeting with Marco Campomenosi (Member of the European Parliament)

28 Mar 2022 · STAFF LEVEL Online meeting with Assarmatori

Response to Climate change mitigation and adaptation taxonomy

18 Dec 2020

The aim of the "EU-Taxonomy" is to develop a classification system in which the various activities can be considered eco-sustainable for financial services to direct investments towards economic activities considered eco-friendly. Although the "EU-Taxonomy" in its present form is not suitable for fully describing and understanding the maritime transport sector, ASSARMATORI welcomes the inclusion of shipping within the framework for classifying eligible funding for improving the environmental compatibility of activities. In order to make the "EU-Tassonomy" fully responsive also to the peculiarities of the maritime transport sector, it is ASSARMATORI’s opinion that it should be taken into account the diversity of the maritime industry, which is characterised on the one hand by the wide variety of means and services and on the other by the high concentration of "transportable energy", necessary for the operation of ships, especially in deep-sea and long-range navigation. According to ASSARMATORI, it is necessary to modify and adapt the criteria of technical screening and "do no significant harm" (DNSH) to the sector; moreover, the overall framework must be made technologically neutral; to ensure that - especially given a panorama of technical solutions that have not yet been sufficiently defined - the best technological solutions can emerge and assert themselves. Finally, according to ASSARMATORI, the taxonomy of maritime transport should take into account only the transport service as such, that is, ships and their operation regardless of the cargo carried. The EU-Taxonomy can be an extremely useful tool to support the European maritime transport industry, which is strongly committed to pursue its green objectives towards a more sustainable future, both in terms of reducing harmful emissions and reducing greenhouse gases. Especially taking into account the high capital intensity that characterises this industry, access to finance that allows fleets to be renewed towards innovative and sustainable solutions is of fundamental importance. In this context, ASSARMATORI identifies the "EU-Taxonomy" as an instrument that, appropriately tuned, can have beneficial effects on the availability of funding for the European maritime industry. It is a matter of fact that the solutions currently available – alternative fuels and propulsion technologies for the decarbonisation of the sector - are not currently capable of being used on a large scale, but are still being prototyped or studied, and the development of such technologies is the prerogative not of shipping companies, but of manufacturers of marine engines and propulsion systems, shipyards and fuel producers and suppliers. For this reason, according to ASSARMATORI, the "EU-Taxonomy" should be technologically neutral to allow investments in innovation, infrastructure and alternative solutions, regardless of the technical solution chosen, provided that they are in line with the objectives set. Technological neutrality is likely to lead to the development of different solutions, each suitable for different shipping sectors. Due to the variety of maritime transport services and ships intended for such transport, it is to rule out the possibility that will emerge a valid solution for all circumstances. According to ASSARMATORI, the "EU-Taxonomy" should be structured in such a way as to understand the wide variety of ships, different in type and size, and operational modes, to help the transition of the shipping industry pragmatically and realistically in terms of technical and economic solutions. Finally, to define the "EU-Taxonomy" in the maritime sector, ASSARMATORI considers it essential that a clear distinction must be made between the maritime transport activity and the cargo transported.
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Response to Revision of Regulation on Union guidelines for the development of the trans-European transport network (TEN-T)

18 Dec 2020

There is no doubt that TEN-T Regulation has contributed to a growth in trans-European transports. However, several are the improvement challenges that the TEN-T framework needs to face. First of all, as correctly underlined by the Inception Impact Assessment in question, there is the necessity to adapt the TEN-T policy to the decarbonisation objective set out in the European Green Deal. The lack of coverage of alternative fuels for all TEN-T modes and the incoherent and inadequate infrastructure quality, which causes unduly high emissions through efficiency losses in the overall transport system, perfectly represents this picture. Secondly, the lack of preparedness of the TEN-T for the digital transition in transport will hamper its fitness for the future, restraining possibilities for smart and quick reaction to transport interruptions in situations like extreme weather events or pandemics. This is exactly represented by the insufficient resilience of the TEN-T infrastructure in the light of increasingly frequent and extreme weather events, new safety and security as well as of public order risks. At the same time, a seemingly overall weakness of the TEN-T framework continues to be the lack of uniformity among Member states with reference to the transposition of European standards and the still ongoing necessity to better adapt to the Passengers with reduced mobility. As an Italian Shipowners Association representing the majority of the regular maritime services carried out in Italy, Assarmatori calls for measures of horizontal nature with a strong impact on digitalisation, resilience and decarbonisation and for enhancing resilience of the TEN-T infrastructure, notably in fields such as adaptation to climate change, safety, security and civil protection. Assarmatori especially welcomes that the strategic role of European maritime ports and the need for sufficient EU funding to complete the TEN-T network have been recognized. The TEN-T Regulation should continue to support mobility for passengers and freight reducing the physical barriers of the European market and support the commercial relationships with third countries, in particular in the Mediterranean Sea that represent a high opportunity for increasing trade and social aspects of inter-modalities. For this reason, the instruments of the TEN-T should ensure a fleet renewal to achieve the objectives and priorities of the EU for reducing emissions, targeting of GHG reductions and overall support for the Blue economy and Green shipping. Finally, the TEN-T regulation should support combined and intermodal transport with particular reference to maritime connections. In this way the incentive measures should improve the interconnection between the European corridors and promote the Motorways of the Sea in the Mediterranean. In the framework of modal shift, as one of the tools to decrease emissions from the transport sector, Assarmatori especially values that the report underlines the importance of Motorways of the Sea (MoS) and short-sea shipping (SSS) as a sustainable mode of transport. The call for a simplification of the MoS requirements in order to create a level playing field with the land-based modes is fully in line with Assarmatori’s position on the TEN-T revision. Assarmatori believes that the current financial support for MoS is not fully used. For this reason, it may be appropriate to raise public awareness of the desirability of providing funding in the field of maritime transport services even where the maritime link in question concerns regular container services and not only ro-ro services. Assarmatori considers that it is very important to examine the existing regular services for ferries, Ro-Ro and containers, which should also be taken into account when assessing the TEN-T network and maritime connections.
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Response to Port State control - Further improving safety, security and sustainability of maritime transport

19 Nov 2020

The inception impact assessment on “Port State control - Strengthening safety, security and sustainability of maritime transport” is crucial for the future of our shipping structure. As an Italian shipowners association, Assarmatori will carefully follow the development of the Directive 2009/16/EC on Port State Control, focusing especially on the sustainable approach that the Directive lacks. In details, we are referring to the lack of a targeting systems that puts emphasis on environmental aspects and aims at rewarding "greener" vessels. The idea is to reward shipowners operating safe well-run vessels and investing in greener vessels, maybe through the establishment of an incentive scheme for well-performing and/or environmentally-friendly ship. Overall, Assarmatori calls for an harmonisation of the Port state control activities across the European Union to improve the targeting of vessels. In conclusion, Assarmatori will continue its assessment of the Directive 2019/16 while waiting for the public consultation scheduled for 2021
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Response to Climate change mitigation and adaptation taxonomy

20 Apr 2020

Assarmatori welcomes the opportunity to provide remarks on the Taxonomy Report by the European Technical Export Group (TEG). Assarmatori is a Shipowners’ association for Italy representing its Members which include domestic and international shipowners and operators and allied companies working with Italy’s maritime shipping cluster. Inclusion of maritime transport in the first round of the European Taxonomy Regulation is an invaluable opportunity to support the decarbonisation of a sector that is central to the economic wellbeing of the region. At present maritime transport is not included in the first round of the Taxonomy, which in our view creates a blind spot for investors, and makes it all the more challenging for the shipping sector to contribute to the EU’s climate targets and zero-pollution ambition for 2050. The numbers speak for themselves that maritime transport is a strategic asset for EU and member States particularly for economic growth and wellness. 76% of the EU’s external trade is transported by sea and 40% of the global fleet is operated by European shipowners. The role of shipping in the world’s economy cannot be understated: an estimated 90% of all goods, by volume are shipped by sea. Our justification for inclusion of maritime transport in the Taxonomy includes the following points which are highlighted below while fully detailed in our attached document contribution: • Shipping: already a lower-carbon transport option • Immediate action is essential • Transformation of a capital-intensive industry • Innovative fuel and propulsion systems • Transition solutions • Sector experience • Sector willingness to transform • An indispensable service industry While the shipping sector is characterised by diversity, both in terms of ship size and type, and in the range of services we provide, we acknowledge that this adds to the complexity of the decarbonisation challenge but are fully committed to drawing on all the expertise and options available to us to help drive the transition. We support regulatory measures that incentivise and enable environmentally responsible business. Inclusion of maritime transport in EU Taxonomy would give investors, companies, issuers and project promoters a tool and new opportunities to navigate and fast-track Europe’s progress towards a low-carbon, resilient and resource-efficient economy. We respectfully submit to the Commission that the maritime industry should be included in the EU Taxonomy Regulation. Please see our provided document Contribution containing our full remarks.
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Response to Evaluation of rights of passengers when travelling by sea and inland waterway

6 Sept 2019

ITRA enforces Reg. 1177 for Italy. In implementing Art 17, fine amounts range between €100 to €30,000 and can be applied for each event. Reg. 1177 requires sea carriers to reasonably provide assistance to the passengers in case of cancellation or delayed departure of the transport service. If shipping companies violate their duty to offer snacks and refreshments under Italy’s enforcement of Reg. 1177, shipping companies are subject to a fine ranging from €100 to €600 per each passenger”. The fining practice in Italy is based on the total number of passengers boarded by a sea carrier which becomes the multiplying factor of the basic fine amount (€100 - €600) . Decisions provided by GNV SpA, shows fines levied on companies using the passenger multiplier: • N. 30 of April, 2019 imposed a fine of €106.300. Calculated by multiplying the basic fine amount (€100) by total number of passengers boarded. • N. 82 of July, 2019 imposed a fine of €257.400. Calculated by multiplying the basic fine amount (€130) by the total number of the passengers boarded. • N. 87 of July, 2019 imposed a fine of €62.720. Calculated by multiplying the basic fine amount (€140) by the total number of passengers boarded. • N. 99 of August, 2019 imposed a fine of €28.950. Calculated by multiplying the basic fine amount (€150) by the total number of passengers boarded. The application of this type of formula as a basis to calculate a fine, is at odds with the EU principle of proportionality. The use of the total number of passengers as the ‘multiplying factor’ creates the paradox of very high sanctions for minor infringements. In particular, violation of Art. 17 of Reg. 1177 --to provide passengers with snacks, meals and refreshments– as enforced is punished more severely than other violations. This is true even when the minimum fine threshold (€ 100) is applied. For instance, the maximum fine provided by Italian law is set at € 30,000; while the fine for failing to provide snacks and refreshments is set, in its minimum, at € 100 “per each passenger”. Using a passenger multiplier acts as a presumption de facto as applied denoting that the alleged violation has occurred with reference to all passenger boarded, without any assessment on the precise number of the passengers which actually have not received their passenger rights. Other Member States’ sanctions for the same violation of Art 17 of Reg. 1177 have been fixed at (i) a very small amount, and (ii) in relation to the single event: • Belgium sets a fixed fine amount at € 1,250 (See Art. 9 of the Law as of May 26th, 2016). • The UK, fines do not exceed level 5 of the standard scale, i.e. 5,000 GBP (See Merchant Shipping Passenger Rights Act of 2013). • Cyprus sets the fine at € 1,708 without mention of the ‘passenger-multiplier’ (see Cyprus Law on Fines for Violation of Reg. 1177. EU case-law states that: “member States are empowered to choose the penalties which seem to them to be appropriate. They must, however, exercise that power in accordance with European Union law and its general principles, and consequently in accordance with the principle of proportionality.” Consistently, in its 2016 Report on the application of Reg. 1177 by Member States, the Commission –suggested that: “the main aim is not to sanction operators, but to educate them about their obligations under the Regulation and facilitate voluntary compliance”. This confirms that sanctions for infringements of Reg. 1177 shall in any case be reasonable and proportionate. The Commission should provide clear guidance with a set monetary range for fines and whether a “passenger multiplier” is a correct application of EU law. The Commission should adopt provisional measures to immediately stop the practice by some Member States using an incorrect multiplier to calculate a penalty, or which have incorrectly applied EU provisions of the law such that it violates the principle of proportionality.
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