Page 144 - ΝΑΥΤΙΚΑ ΧΡΟΝΙΚΑ - ΟΚΤΩΒΡΙΟΣ 2024

OPINIONS ON GREEN SHIPPING

Developing production and supply infra-
structure for alternative fuels solely for
shipping is one of the most difficult paths
forward - and it is far from guaranteed. Addi-
tionally, very few ports will have the capabil-
ity to bunker multiple types of fuel, especially
those that are toxic.
Therefore, it is crucial to align shipping’s
I believe that AI and machine needs with those of other industries and find
learning can significantly support the solutions that address the requirements of
human element in adopting new technologies, many — not just those of a single, relatively
which are essential for the energy small polluter.
transition.
EU ETS, FuelEU Maritime, and CII have been com-
monly criticised as regional or inefficiently designed
regulations. How can a regulation focusing on a ves-
sel’s energy efficiency ensure fairness, transparency,
accountability, and competitiveness?
These regulations primarily introduce the
need for change, both in how ships are built
and how they are operated. Their aim is to
incentivise shipowners to adopt decarboni-
sation solutions. While there are many valid
The availability of alternative fuels is considered comments and concerns about their content,
the most significant challenge in achieving the goal the nature of regulatory bodies has historically
of green shipping. What do you consider a realistic made it difficult to hit the target perfectly on
timetable for the widespread production of alter- the first attempt. For this reason, an “experi-
native fuels and the development of the necessary ence-building” phase is usually allowed.
supply chains? So far, the impact of these regulations on
Depending on whether the fossil fuel being operations has been relatively small. How-
replaced is liquid or LNG, we will need alter- ever, the market is preparing for much
native fuels by 2035 or 2040, respectively. stricter requirements that are likely to follow,
However, this is not the full answer. To fully while the current regulations will undergo
address this challenge, we must recognise scrutiny and testing. It is crucial that reg-
that the onshore sector plays a critical role in ulators listen to the industry to develop an
preparing the solutions we will use onboard effective framework for the shipping sector’s
ships. energy transition.
Our studies have shown that producing
enough green fuel for the shipping indus- The reduction of sailing speeds is often highlighted
try alone would require nearly all the green as essential for achieving shipping’s decarbonisation
energy produced on Earth. Combined with goals. However, wouldn’t energy efficiency assume a
the recent shortfall in green methanol sup- subsidiary role in instances of limited vessel supply?
ply, this leads us to conclude that the hype Absolutely. Although we always need to be
surrounding green fuels is unsustainable. aware of the scale, a ship like a bulk carrier
Another study suggests that current ammo- sailing at 12 or 14 knots has a difference of
nia production methods can reduce well- almost 40% in fuel consumption. This is sig-
to-wake (WtW) emissions by 50%, perhaps nificant, and even if the savings from energy
60%, which is still insufficient. efficiency become substantial, there will be
Decarbonisation is a global challenge, and no clear benefit if they are consumed solely
shipping represents only 3% of the problem. for operational reasons. In this regard, if we
As such, we will inevitably need to share improve our energy efficiency and simulta-
solutions with industries that are far greater neously sail at high speeds, we would have
polluters. Just as shipping has historically done nothing to reduce our GHG emissions.
used fuel derived from the same feedstocks Sailing at high speeds will sharply increase
as other sectors, it is now essential for the the extra cost associated with decarboni-
industry to collaborate with others on decar- sation, and most probably, slow speeds are
bonisation strategies. here to stay.

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