For Europe’s maritime sector—and beyond—the European Commission’s proposal to revise the EU Emissions Trading System (ETS) goes in the right direction and reflects much of what Cruise Lines International Association (CLIA) has consistently called for: a framework in which carbon pricing supports, rather than holds back, the maritime transition, strengthens Europe’s industrial competitiveness and preserves connectivity, including for outermost regions. The starting point is an encouraging one.

The proposal matters because it is about far more than carbon pricing. Not that the sector shies away from that: cruise lines already comply with the ETS, in addition to port dues, passenger charges, tonnage-based taxes and value-added tax (VAT). Unlike traditional taxation, the ETS is designed to drive decarbonization. Its revision matters because, by reinvesting a greater share of maritime ETS revenues in infrastructure—ports, shore-side electricity, alternative fuels, bunkering and other facilities—Europe can help the maritime industry maintain its global leadership while accelerating the energy transition. That leadership is not a matter of prestige. It is a matter of European prosperity, jobs, skills, competitiveness and industrial capacity across the continent.

The cruise industry alone generates an annual economic impact of €64.1 billion in Europe and supports 445,000 jobs. It is also one of Europe’s industrial success stories, combining world-leading shipbuilding, advanced engineering and maritime innovation with high-value tourism. Behind those figures lies a shipbuilding story that few industries can match: 98 percent of the global cruise orderbook is built in European shipyards, from Fincantieri in Italy to Chantiers de l’Atlantique in France and the Meyer yards in Germany and Finland. There is €62.2 billion committed to ships on order through 2037. This investment sustains a vast ecosystem of engineering firms, technology providers and thousands of suppliers, keeping in Europe the skills and industrial capacity that other regions of the world are actively trying to attract.

By reinvesting a greater share of maritime ETS revenues in infrastructure—ports, shore-side electricity, alternative fuels, bunkering and other facilities—Europe can help the maritime industry maintain its global leadership while accelerating the energy transition.

That is why it is important to be clear about cruise’s role in Europe. Cruise is a key part of the maritime industry: we build ships, move people between ports and across seas, and help drive innovation and investment through one of the most advanced supply chains in Europe. Cruise should therefore be understood first and foremost as part of Europe’s maritime industrial ecosystem, combining maritime transport, advanced manufacturing and tourism in a way few sectors do. It is governed by an extensive regulatory framework alongside the rest of international shipping while supporting one of Europe’s most innovative maritime value chains.

Cruise represents just a small fraction of the global fleet—less than one percent of commercial vessels—but it is consistently at the forefront of maritime’s transformation in ways that benefit the broader maritime sector. Decarbonization is our north star, and our experience shows that it advances fastest when it travels hand in hand with innovation. Done well, decarbonization is not only an environmental objective but also a driver of industrial modernization and European competitiveness. This is why cruise matters to Europe’s maritime future: the industry is helping to turn decarbonization ambition into industrial progress—investing more than €44 billion since 2022 in new ships designed to meet or exceed Europe’s environmental regulations to improve performance and advance the maritime transition.

The cruise industry alone generates an annual economic impact of €64.1 billion in Europe and supports 445,000 jobs. It is also one of Europe’s industrial success stories, combining world-leading shipbuilding, advanced engineering and maritime innovation with high-value tourism.

More than half of the capacity on order today is capable of using liquefied natural gas (LNG), which can reduce CO2 emissions by up to 20 percent compared with conventional fuels. And while LNG is not the end-game solution, it does serve as an important bridge to lower-emissions fuels like renewable and synthetic methane as these types of fuels become available at scale. Today, 57 percent of cruise ships on order are designed with multi-fuel capability, meaning their engines will be able to run on low and zero greenhouse gas fuels, when available at scale. In addition, more than 60 percent of the global cruise fleet can already connect to shore-side electricity where ports are equipped, allowing ships to switch engines off at berth and reduce emissions by up to 98 percent. By 2028, close to 75 percent of capacity will be shore-power-ready.

The environmental transition is broader than carbon reduction alone. Across the global fleet, 225 ships—80 percent of the fleet and 84 percent of passenger capacity—are outfitted with advanced wastewater treatment systems, with more than a third capable of meeting stricter Baltic Sea Special Area discharge standards. More than 94 percent of the reporting fleet produces freshwater onboard, and approximately 60 percent can meet their full onboard consumption needs. Together, the cruise sector’s advancements in environmental technologies and practices help reduce emissions, support responsible operations and lessen pressure on local infrastructure in the destinations cruise ships visit.

Europe leads the world in cruise shipbuilding, maritime innovation and the deployment of technologies that can help decarbonize shipping.

None of this happens in isolation from the places we serve. Cruise itineraries are planned up to three years in advance, which makes cruise one of the most predictable forms of tourism and allows ports, destinations and operators to manage visitor flows together. The economic footprint is tangible and local: when a ship provisions in port, a single day’s order of fresh produce alone can be worth some €150,000 to local suppliers, before counting fuel, services, excursions and the wider activity a call generates. And because cruise ships connect islands, outermost regions and remote coastal communities—often where alternative transport links are limited—cruise can extend the tourism season and spread benefits well beyond the traditional hotspots.

The road ahead, through the European Parliament, Council and trilogues, will be long, and we will walk it constructively together with our members and institutions at every stage. But the compass is set. Europe leads the world in cruise shipbuilding, maritime innovation and the deployment of technologies that can help decarbonize shipping. By preserving that leadership and reinvesting the sector’s ETS contribution into maritime infrastructure, fuels and facilities, the ETS will not merely price emissions—it will help build the ports, fuels and ships of the future, preserving the competitiveness and global leadership of Europe’s maritime industry for decades to come.

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Disclaimer

POLITICAL ADVERTISEMENT

• The sponsor is Cruise Lines International Association (CLIA)
• The political advertisement is linked to advocacy on The EU Emissions Trading System (ETS).

More information here.

PARIS — French President Emmanuel Macron’s office is courting Saudi cash to turn what was once the country’s biggest theme park into a manga-themed attraction.

According to half a dozen diplomatic, government and industry officials — all of whom were granted anonymity to speak candidly about a project one person characterized as “highly confidential” — the Elysée Palace has for several months held discussions with potential Saudi Arabian investors about the revival of Mirapolis, which closed in 1991 due to financial issues and has remained abandoned since.

A subsidiary of the Saudi Public Investment Fund called the Qiddiya Investment Company is at the center of the negotiations. The Saudi sovereign wealth fund recently opened an office in Paris.

According to one diplomat with contacts in the Gulf, the project would involve Saudi investors acquiring the former Mirapolis site, located some 30 kilometers northwest of Paris, with an eye to turning it into a theme park based on the popular manga series Dragon Ball.

Manga’s explosion in popularity has been felt keenly in France, where comic books and graphic novels are particularly popular.

The expected investment amount is not yet known, but several parties involved in the discussions suggest the deal could exceed €1 billion.

Saudi spinoff

The enterprise is part of Saudi Arabia Crown Prince Mohammed bin Salman’s Vision 2030 plan, which aims to diversify the kingdom’s oil-dependent economy with massive investments in tourism and leisure.

The Qiddiya Investment Company is overseeing the construction of the city of Qiddiya — a huge entertainment complex situated some 50 kilometers from Riyadh. The site is set to feature a Formula 1 circuit, a large tennis complex designed to host international tournaments, an amusement park operated by the American chain Six Flags and another theme park based on Dragon Ball.

According to three people familiar with the negotiations, the current plan is to build a smaller-scale Dragon Ball park where Mirapolis once stood.

The Elysée did not respond to questions about the project’s details, and Qiddiya Investment Company did not respond to a request for comment.

Qiddiya Managing Director Abdullah Aldawood met with Macron at the last two Choose France summits, which are events organized to attract foreign investment in the country. At the event, the summit’s press kit referred to, in cryptic terms, the signing of a memorandum of understanding aimed at “exploring a major tourism and entertainment project in France.”

A few weeks before Choose France this year, Aldawood met with Valérie Pécresse, president of the Île-de-France region, where the abandoned Mirapolis site is located. Aldawood also met with teams from Business France and Choose Paris Region — the region’s economic development agency — said a person who attended the meeting.

In a sign that the project is progressing well, late last month officials representing Île-de-France, which includes Paris, met with representatives from 10 key ministries, electricity grid operator RTE and public transport operator Île-de-France Mobilités to discuss the park’s possible revival.

The agenda for this meeting, which POLITICO saw, included discussions about the governance of the future project, transportation infrastructure, energy requirements and land acquisition issues. The gathering was chaired by Macron’s former Chief of Staff Georges-François Leclerc, who is now the prefect of the Île-de-France region.

“We had no information before receiving the invitation to the meeting, but we understand that the Elysée wants to step up the pressure on this issue,” said a ministerial adviser who took part in the discussions.

A fallen icon of the 1980s

Opened in 1987 by then-Prime Minister Jacques Chirac and with funding from Saudi billionaire Ghaith Pharaon, Mirapolis was intended to be France’s attempt at subverting U.S. dominance in the theme park industry.

But financial difficulties quickly mounted. Visitor numbers came in below expectations, and competition from EuroDisney further undermined the park’s business model a few years later. Mirapolis closed its doors for good four years later.

Discussions about Mirapolis’ manga successor have remained very limited. No one at the town hall in Courdimanche, the commune where Mirapolis is located, responded to requests for comment.

Rachid Temal, the Socialist Party senator who represents Mirapolis’ constituency, said he was not involved in the discussions and preferred not to comment at this stage.

Aurélien Taché, a member of Parliament from the far-left France Unbowed party who represents the area, said he was not kept in the loop either, and that he will be paying particular attention to “the environmental and social aspects of the project.”