White paper: Smart packaging for Scope 3 reduction in FuelEU Maritime

From 2025, the new FuelEU Maritime regulation will come into force, with the aim of drastically reducing greenhouse gas emissions in shipping. This development is prompting the maritime sector to accelerate decarbonisation and also has implications for companies that transport goods. Many transporters and manufacturing companies consider their transport-related emissions to be part of Scope 3 emissions – the indirect emissions in the value chain outside their own direct activities (World Resources Institute & WBCSD, 2011). Reducing these emissions is not only important for the environment and reputation, but is also increasingly required by regulations and customers. In this white paper, we discuss the key points of FuelEU Maritime 2025 and explore how smart industrial packaging can contribute to reducing Scope 3 in the logistics chain.

This document is intended for logistics managers and sustainability officers. We take a businesslike, clear approach with factual information, supported by verified data and practical examples. Here you will find an overview of the most important aspects of the regulations and concrete strategies in the field of packaging optimisation to reduce the carbon footprint of transport.

FuelEU Maritime 2025 at a glance

FuelEU Maritime is part of the European Fit for 55 package and focuses on reducing greenhouse gas emissions in maritime transport. From 1 January 2025, ships with a gross tonnage of more than 5,000 tonnes calling at European ports will have to comply with increasingly stringent limits on the greenhouse gas intensity of the energy used (European Commission, 2023). This means that shipowners will have to use cleaner fuels and technologies to meet the reduction targets. Table 1 shows the step-by-step tightening of emission requirements by 2050, compared to the reference year 2020.

Table 1. Greenhouse gas intensity reduction targets under FuelEU Maritime (compared to the reference year 2020).

Source: European Commission (2023). The percentages represent the required reduction in greenhouse gas intensity of marine fuel used, based on the well-to-wake principle, compared to 2020.

The FuelEU Maritime Regulation (EU 2023/1805) takes a technology-neutral approach, meaning that shipowners are free to choose fuels or energy technologies as long as the annual average emissions per unit of energy remain below the limit (European Commission, 2023). This can be achieved, for example, through the use of biofuels, synthetic fuels (e-fuels) or energy-saving innovations. In addition to the requirements during sailing, from 2030 onwards, moored passenger and container ships in major EU ports will also have to switch to shore power or another emission-free energy source in order to reduce local air pollution (European Commission, 2023).

Non-compliance with FuelEU Maritime will have significant financial consequences. If a ship fails to meet fuel intensity targets and does not compensate for this through mechanisms such as banking or pooling, a penalty will be imposed proportional to the excess emissions (GEODIS, 2023). According to the regulation, the fine is calculated based on the tonnage of fuel that has been emitted in excess; this could mean millions in additional costs for persistent offenders. In addition, since 2024, shipping has also been included in the EU’s Emissions Trading System (ETS), which means that emission allowances must be surrendered for part of the CO₂ emissions (GEODIS, 2023). In short, this creates a double incentive mechanism: FuelEU Maritime sets mandatory CO₂ intensity standards, while the ETS sets a price for each tonne of CO₂ emissions.

Consequences for carriers and owners of freight

Although FuelEU Maritime primarily targets shipowners and ship operators, the consequences will also affect shippers, the companies that transport cargo. More sustainable fuels (such as biofuel or synthetic methanol) are currently significantly more expensive than conventional marine fuel, and investments in new technologies or ship modifications entail high costs (GEODIS, 2023). These additional costs for the shipping industry are expected to lead to higher freight prices for customers (GEODIS, 2023). In other words, the transport of goods by sea is likely to become more expensive, and companies that use maritime transport will face these cost increases in their logistics chain.

For logistics managers, this means that efficiency and emission reduction in transport are becoming even more important. Any savings in fuel consumption or optimisation in load capacity can help to reduce costs and emissions. This is precisely where smart industrial packaging solutions can play a role: by reducing the weight and volume of packaging and minimising transport movements, companies can both achieve financial benefits and reduce their Scope 3 emissions.

Scope 3 emissions and logistics

In the context of climate reporting, emissions are divided into three “scopes”. Scope 1 concerns direct emissions (e.g. fuel consumption in own lorries or ships), Scope 2 concerns indirect emissions from purchased energy (e.g. electricity for warehouses) and Scope 3 covers all other indirect emissions in the value chain (World Resources Institute & WBCSD, 2011). For most manufacturing and trading companies, Scope 3 is by far the largest category, as it includes emissions from suppliers, product use, waste disposal and transport by external logistics service providers.

Transport emissions, particularly international sea and road transport, often account for a significant portion of an organisation’s Scope 3 footprint. For example, the greenhouse gas emissions from a container ship transporting your products fall under your Scope 3 (upstream or downstream transport). Due to the complexity of global chains and the fact that multiple parties are involved (suppliers, freight forwarders, shipping companies), measuring and managing these emissions is a challenge (Nouasria, 2025). Nevertheless, regulators are increasing the pressure: initiatives such as the Corporate Sustainability Reporting Directive (CSRD) require large companies to report their full Scope 1, 2 and 3 emissions (Nouasria, 2025).

For a logistics manager, this means that he must have insight into the CO₂ emissions per transported product unit and must strive to reduce these emissions. In addition to optimising transport choices (such as modal shift to less polluting modes of transport or improving container load factors), the packaging strategy is a crucial – and often underutilised – lever. Smart packaging can significantly increase transport efficiency and thus reduce the emission intensity per product.

Smart industrial packaging as a lever for emission reduction

Smart industrial packaging refers to the thoughtful design and use of packaging materials and resources to maximise logistical efficiency and minimise waste. In the context of Scope 3 reduction, this mainly means transporting less weight and less air. Every kilogramme and every cubic metre saved on packaging translates directly into lower fuel consumption and therefore lower CO₂ emissions during transport (EPA, 2019). Below, we discuss some strategies and examples:

1. Weight reduction of packaging:
   The use of lighter materials or thinner packaging can significantly reduce the total weight of shipments. Less weight means that ships and lorries consume less fuel for the same load. An analysis by the US Environmental Protection Agency shows that a 10% reduction in packaging weight already leads to a significant reduction in CO₂ emissions during transport (EPA, 2019). A practical example comes from the logistics sector: DHL applied dimensional scanning and customised packaging in the life sciences chain, reducing the packaging volume per shipment and allowing more goods to be transported per pallet/container. This led to a reduction of more than 7,000 kg of plastic, a 50% reduction in CO₂ emissions from packaging materials and a volume saving of approximately 5% per shipment (DHL, 2023). Such figures underscore that seemingly small savings per unit lead to significant climate benefits on a large scale.
2. Space-saving packaging (transporting less “air”):
   Many industrial products are transported in packaging or crates that are not optimally filled, which means that “air” is effectively being transported. By customising packaging for the product and eliminating empty space, more goods can be loaded per container. This increases the fill rate and reduces the number of transport movements required. A striking example comes from the automotive sector: CEVA Logistics has replaced disposable cardboard boxes for car parts with a closed system of reusable plastic crates and containers. Because these crates are collapsible, they take up less space in return logistics and the load factor can remain optimal. The result: 59% less CO₂ emissions, more than 18,000 tonnes of CO₂ saved and more than 22,000 tonnes of cardboard waste prevented (CEVA Logistics, 2024). Such optimisations – also known as cube optimisation or right-sizing – ensure that fewer parcels and pallets are needed for the same quantity of products, so that ships and lorries are loaded more efficiently and less fuel is consumed per product.
3. Innovative packaging types and materials:
   The use of standardised modular packaging that fits perfectly on pallets and in containers allows for optimal use of space. One example of this is the use of Intermediate Bulk Containers (IBCs) instead of traditional drums. IBCs are cube-shaped bulk containers that fit exactly on a pallet, making optimal use of space. A case study showed that by switching from cylindrical drums to IBCs for liquids, it was possible to transport up to 2.4 times as much volume per lorry. That means from 24 lorry loads to 10 (EPA, 2019). In addition to shape innovation, material choices also contribute: stronger but lighter materials can reduce the required thickness or extra protective layers. Eliminating unnecessary elements is also effective. For example, Cisco Systems removed paper manuals from the packaging of certain electronics, allowing three devices to fit in the same space that previously held two, reducing annual transport weight by nearly 1 million pounds (EPA, 2019). Such examples demonstrate that redesigning products and packaging can go hand in hand: by taking transport efficiency into account at the design stage (e.g. standardised dimensions, nesting of parts, etc.), companies can achieve significant logistical savings.
4. Reusable and circular packaging solutions:
   Although reuse is primarily known for reducing packaging waste, it can also reduce Scope 3 emissions. Returnable pallets, folding crates or reusable boxes designed for efficient loading reduce the need to produce and transport disposable packaging. Of course, the transport of empty returnable packaging remains an issue, which is why suppliers are increasingly designing collapsible or nestable empty packaging to minimise air transport. Smart tracking systems (e.g. RFID) also help to recycle packaging so that it is used to its full potential. Although this point is less directly measurable in CO₂ per journey, it contributes to a lower overall material footprint and often to a better load factor in return logistics.

In short, the above strategies deliver a double win: they reduce the emission intensity of transport (less CO₂ per unit transported) and they save costs through more efficient use of transport capacity. Companies that optimise their packaging regularly report a 10-20% or more reduction in transport costs (Trillora, 2024) – a saving that is very welcome in times of rising fuel costs and CO₂ taxes. Moreover, this is in line with stricter climate targets: lower emissions per product not only help to achieve a company’s own sustainability goals, but also reduce the risk of future CO₂ costs being passed on from the logistics chain.

Conclusion

The introduction of FuelEU Maritime 2025 marks a significant turning point in making the logistics chain more sustainable. Shipping will be forced to use cleaner energy and operate more efficiently, which will ultimately lead to lower emissions per tonne-kilometre by sea. For shipping companies (particularly logistics managers and sustainability officers), this is both a challenge and an opportunity. On the one hand, transport costs may rise due to more expensive fuels and emission costs, but on the other hand, there will be an additional incentive to proactively reduce their own Scope 3 emissions.

Smart industrial packaging offers a directly applicable solution. By critically examining how products are packaged and transported, companies can eliminate waste in terms of space and weight. Case studies show that optimising packaging leads to fewer transport movements, lower fuel consumption and fewer emissions, without compromising product quality or customer satisfaction. In fact, these measures often go hand in hand with cost savings and more efficient logistics processes: a clear win-win situation.

For a professional organisation, implementing these insights means being prepared for the future. Integrating packaging optimisation into the sustainability strategy enables compliance with future reporting requirements (such as CSRD) and strengthens market position through a lower environmental impact. In an era where supply chain transparency and sustainability are key words, responsible choices in packaging and transport contribute to a more resilient and greener supply chain.

In short, FuelEU Maritime accelerates the decarbonisation of shipping; companies can respond to this by making their logistics flows more efficient. Smart packaging strategies significantly reduce Scope 3 emissions and help limit cost increases. In this way, sustainability becomes not only an obligation, but also a means of innovation and competitive advantage in the logistics sector.

List of sources

• CEVA Logistics. (2024). Revolutionizing supply chain sustainability with reusable packaging. CEVA Logistics. https://www.cevalogistics.com/en/who-we-are/case-studies/revolutionizing-supply-chain-sustainability-reusable-packaging
• DHL. (2023). Vermindering van de ecologische voetafdruk door middel van verpakkingen – Casestudy life sciences. DHL. https://www.dhl.com/content/dam/dhl/global/core/documents/pdf/dhl-sustainability-case-study-reducing-environmental-footprint-through-packaging.pdf
• Europese Commissie. (2023). Decarbonisatie van het zeevervoer – FuelEU Maritime. Europese Commissie. https://transport.ec.europa.eu
• GEODIS. (2023, 13 december). FuelEU Maritime: transformatie van de scheepvaart om decarbonisatie te realiseren. GEODIS. https://geodis.com
• Greenhouse Gas Protocol. (2011). Corporate Value Chain (Scope 3) Accounting and Reporting Standard. World Resources Institute & WBCSD. https://ghgprotocol.org
• Nouasria, H. (18 februari 2025). Scope 3-emissies in de zeevaart: meettechnieken en mitigatiestrategieën. Dockflow Blog. https://dockflow.com
• McKinsey & Company. (2023). Decarbonizing logistics: Charting the path ahead. McKinsey & Company. https://www.mckinsey.com
• Trillora. (10 april 2024). Packaging optimization: How much air do you transport? Trillora. https://trillora.com