Page 130 - ΝΑΥΤΙΚΑ ΧΡΟΝΙΚΑ - ΟΚΤΩΒΡΙΟΣ 2024

OPINIONS ON GREEN SHIPPING

The EU ETS, FuelEU Maritime, and CII have
all been criticised as regional or inefficiently
designed regulations. How can a regulation
focusing on a vessel’s energy efficiency ensure
fairness, transparency, accountability, and com-
petitiveness?
Over the last two decades, our indus-
try has been subjected to numerous
new regulations. In fact, the majority of
these regulations are regional and not
imposed by the industry’s international
governing body, the IMO.
I am fairly certain that had the IMO
taken a proactive approach by leading
the discussions regarding shipping’s
energy transition in the early stages,
prior to the implementation of new leg-
islation, the outcome would have been
different, and we would currently be
talking about more transparent, realistic,
and fair regulations.
It seems to me that insufficiently
thought-out regulations are enforced by
governing bodies that usually act unilat-
erally. These bodies, which may support
political interests, seem to have very lim-
ited knowledge of our industry’s modus
operandi and complexities.

The availability of alternative fuels is considered The reduction of sailing speeds is often high-
the most significant challenge in achieving the lighted as essential for achieving shipping’s
goal of green shipping. What do you consider a decarbonisation goals. However, wouldn’t energy
realistic timetable for the widespread production efficiency assume a subsidiary role in instances
of alternative fuels and the development of the of limited vessel supply?
necessary supply chains? The reduction of sailing speeds is by
Allow me to refer to the most recent far the easiest solution for reducing
developments in the LNG sector. The CO2-related emissions. However, it is
evolution of bunkering infrastructure widely recognised that simply reducing
and engine development has taken more speeds will not suffice to achieve zero
than a decade and has, admittedly, not carbon emissions. In instances of limited
yet reached the desired levels. Taking vessel supply, ships are usually ordered
this into consideration, I expect nothing to increase speeds to ensure that goods
less in terms of time for the development reach their destinations on time, thereby
of the appropriate infrastructure for the avoiding undesired supply chain disrup-
production and supply chains of modern tions. I believe that as long as there are
alternative fuels such as green methanol, no tangible penalties for operators who
ammonia, or hydrogen, let alone for the run their ships at high speeds – thus not
building of ships, especially with today’s complying with carbon intensity targets
ever-growing orderbook. – no real change will take place in this
Apart from these obvious difficulties, one modus operandi.
should also take into account the time the Be that as it may, I am certain that our
maritime industry will need to climb the industry’s decarbonisation will come at
learning curve and slide down the cost a significant cost, which will most likely
curve, along with the teething issues these be passed on to the customers. In this
fuels will bring to ship operators, and the evolving landscape, market dynamics will
critical – and usually overlooked – issue definitely change, and it will be interest-
of crew training for the new technologies. ing to see what the future will bring.

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