The route is marked, now the work passes to the helmsmen. In a sea where 100.000 merchant ships transit, generating emissions a greenhouse effect generated that account for about 3% it is necessary to find solutions to contain up to zero CO2 emissions.
Eni, in collaboration with the shipowners associations Assarmatori and Confitarma, presented a document representing the rat in this direction: “The route to net zero. Together to decarbonise the maritime sector” to which three of the largest companies have contributed ship engine manufacturers (Wärtsilä, WinGD and MAN Energy Solutions), as well as Unem, Federchimica/Assogasliquidi, Assocostieri and RINA, which supervised the work of 40 experts who have worked jointly since last March to arrive at a common strategy.
The project defined a strategic guidance document, starting from the analysis of the technological evolution of engines and the availability, also in terms of infrastructure, of energy vectors with reduced carbon intensity.
It takes different times and different strategies
"Shipowners are on the front line for the decarbonisation of maritime transport, ready to do everything in their power in this perspective", said Mario Mattioli, President of Confitarma, and Stefano Messina, President of Assarmatori.
The industry needs solutions short, medium and long term, compatible with economic dynamics, to contain up to zero CO2 emissions and allow shipowners to adequately respond to the targets set by the European Commission, as well as the obligations defined at international level by the IMO (International Marine Organization) and other additional obligations . The world fleet has an average age of just under 22 years and, depending on the type of activity, has very different replacement times. On the other hand also i energy carriers many are available: HVO, FAME, LPG, LNG and its bio and renewable solutions, methanol, ammonia, synthetic fuels and hydrogen. However, they present different applications and perspectives, conditioned by the availability of raw materials and by existing or under construction infrastructures.
“It will be the industrial and technological developments that will tell which carriers and power supplies will gain more ground, it is certain that they will be different and chosen according to use“, according to Ugo Salerno, CEO of Rina. “In the future we will use different technologies based on the ship uses. For example, we could think of synthetic fuels, made up of CO2 and hydrogen, but this is unthinkable in Italy today because the production cost in Italy is seven times that in the Arabian Peninsula. We have been working on the feasibility of a pipeline that will carry 2 million tons of hydrogen from there to Italy at a very competitive cost. We will have to follow the development of the video industry low-carbon fuels, which will make it possible to use existing ships,” said Ugo Salerno, CEO of Rina. Ammonia is the way to bring hydrogen energy on board, but crews and systems will be needed in a position to minimize the risks, first and foremost toxicity”, added Salerno.
Emissions from the maritime sector account for 3% of the total
In the world, more than 100.000 merchant ships transport 12 billion tons of goods a year. The maritime sector is today the backbone of the global economy: 90% of goods are transported by water and it is estimated that emissions ad greenhouse effect generate weight for approximately 3% (out of the world total of climate-changing emissions). At European level, maritime transport moves around 75% of extra-European trade and 36% of intra-EU trade.
Meanwhile, orders for bi-fuel ships are growing
In the uncertainty between the various strategies to be adopted, shipowners in the last year have focused on dual fuel ships, the bifuel, which use liquid or gaseous green vectors, ammonia, hydrogen and methanol, ammonia and hydrogen and which represents in the short-medium term an already available solution. “Orders for bifuel vessels are growing both in number and tonnage,” says Messina. THE engine manufacturers they are ready to create ad hoc solutions for the different types of fuel.
Pilot cases will start. Three threads
The idea is to start making gods pilot cases which would make it possible to meet European targets and ensure competitiveness. “They leave tomorrow three lodgings” said Maurizio Maugeri, Head Energy Evolution and Sustainable B2B Coordination of Eni, during the event. “The first consists of an HVO trial for cruises, ferries and cruises. The second strand will concern the capture of CO2. The third objective is to set up a methanol logistics infrastructure”.
"Eni strongly believes in this project, an inclusive example of collaboration between all players in the sector, which for us represents only a first step both to promote already mature solutions such as biofuels and to experiment with more long-term solutions" said Giuseppe Ricci, Director General Energy Evolution of Eni. “The maritime sector is fundamental for Italy's competitiveness and also for experimenting with technological neutrality through the adoption of numerous solutions to favor a fair transition, according to the three dimensions: environmental, economic and social.
Not just the sea: synergy with ports is needed
“When it comes to alternative fuels, the contribution ofland industry for the identification of the fuel, for its production and finally for the storage in the ports, the distribution and the placing on board the ship” added Mattioli and Messina. “On this we also expect a lot to comply with the stringent national, community and international regulations on environmental sustainability”.
Mattioli: we don't need taxes but incentives
However, the goal is still far away and the path bumpy. “We are quite far from the finish line of the shipping transition. Many think that the transition does not want to be made because it is expensive" Mattioli said again. "There tassa which punishes the use of fossil fuels it is unthinkable if there is no alternative to these fuels. Furthermore, the European ETS (the emissions trading system, ed) conflicts with what all other nations of the world have signed. The tax will weigh 7 billion in three years on shipping and will generate other taxes regional". They would serve instead incentive mechanisms to favor sustainable technologies and fuels, as well as increasing the availability of energy sources, according to Mattioli.
“The current fleet will continue to sail in the coming years for a medium to long term. We think the biofuel is the solution to reduce emissions without involving technical upheavals and maintaining the capacity of the current technical components. It has already found a place in European legislation, but it does not take place in the IMO context. This is penalizing Italy particularly. Countries like France and Germany have already moved,” Messina added.
