By Matteo Zaccagnino, Editor-in-chief
What if shipbuilding rather than the automotive sector were to set the pace on the road to zero-emission mobility? It’s too early to say for sure, but one thing is certain: when it comes to sustainability, the sea seems to have the upper hand, at least for the moment. In the last few days the news has been about the European action plan presented last week in Brussels to meet the demands of the main players in the automotive sector. A breath of fresh air for the sector. Essentially, the commitment to stop using thermal engines remains fixed at 2035 but the path is becoming less tortuous thanks also to greater flexibility which includes, for example, an opening towards alternative solutions such as synthetic fuels. ‘We have already said that synthetic fuels have a role to play in ensuring climate neutrality. At the same time, we will assess whether other technologies can play a role.
The regulation will be reviewed in the second half of the year,’ said Transport Commissioner Apostolos Tsitsikostas. The transition to electric power is not only a question of technology and sustainability, but also an economic and social earthquake that risks leaving companies, workers and entire production districts in the lurch. The stakes are high. Just think that the automotive sector contributes 1 trillion euros to Europe’s GDP and employs 13 million people. At first glance, this is not good news for the nautical industry. The first concerns the numbers, which are much lower than for the car industry, not only in terms of employment but also in terms of turnover, to the point that it is not even on the agenda of Brussels. Then, even more importantly, there is the technological aspect. Historically, the evolution of the nautical sector was born from innovations that were successfully experimented with in the automotive sector. At one time, there was the so-called marinisation of endothermic engines originally developed for wheeled vehicles. Now the advent of a completely new technology such as electric propulsion, which is still far from being fully tested, raises some questions that are still awaiting answers, especially regarding reliability in terms of safety. The nautical industry is facing a real revolution to reduce its environmental impact and guarantee a sustainable future for navigation. Several technologies are being studied to achieve the goal of zero emissions, each with specific advantages and challenges.
Electric propulsion Electric boats represent one of the most promising solutions for sustainable boating. Powered by lithium-ion batteries or new emerging technologies such as solid-state batteries, they guarantee silent operation and zero emissions. However, limited autonomy and recharging times are still an obstacle, especially for boats intended for long crossings.
High-performance sails and wind power The return to wind propulsion, albeit in a modern key, is gaining more and more attention. Automated rigid sails, kites and wind-lifted wings can significantly reduce fuel consumption in maritime transport. These technologies are already being tested on cargo ships and superyachts, with promising results.
Synthetic and biofuels Synthetic fuels, such as e-fuel produced from renewable sources, and biofuels derived from algae or biomass, represent an option for decarbonising shipping without having to radically modify existing engines. Although they have less of an impact than traditional fossil fuels, their large-scale production and high cost limit their diffusion.
Hydrogen and fuel cells Hydrogen is emerging as one of the most interesting alternatives, thanks to its high energy density and the possibility of powering fuel cells that produce electricity without harmful emissions. Large shipyards are developing hydrogen-powered yachts and ferries, but the main challenge remains the refuelling infrastructure, which is still not widespread.
This is the current state of the art. But what is certain is that the sector is showing unprecedented dynamism and, even more importantly, is focusing its attention not on just one solution but on several. These include those being developed by Sanlorenzo, which, as part of the ‘Road to 2030’ manifesto , presented at the last edition of Boot in Düsseldorf the innovative project, developed in partnership with MAN, for the realisation of the first bi-fuel green methanol propulsion system, which will be installed on board the new 50 X-Space, and which will reduce emissions during navigation by up to 70%. ‘We are proud to present today, together with an important global player such as MAN, an ambitious project that we are sure will help revolutionise the entire nautical sector’ – said Cav. Massimo Perotti, Executive Chairman and CEO of the Sanlorenzo Group – ’Today, the choice in favour of sustainable mobility and yachting is not an option. Now more than ever, the industry and infrastructure services have the delicate role of promoting the development of the sector in the most sustainable way possible, leveraging the collaboration of all the players involved. Innovation has always been one of Sanlorenzo’s core values, and once again it confirms its role as a pioneer in the introduction of cutting-edge technological solutions. In this sense, the 50 X-Space project will set a new benchmark of sustainability for yachting, with benefits for the entire sector and beyond’.
The 50 X-Space project comes just after the launch in 2024 of the 50Steel, the first yacht in the world equipped with a green methanol fuel cell system, capable of transforming methanol into hydrogen and then into electricity to power the on-board hotel equipment via a totally carbon neutral system. Not to mention the impact that the experience gained by Bluegame as supplier of two chase boats for the American Magic and Orient-Express teams will have on the latest edition of the America’s Cup.
Volvo Penta is also involved in the race towards sustainable mobility at sea. At last year’s Monaco Yacht Show, the Swedish company presented the IPS Professional Platform designed for application on units between 25 and 60 metres. ‘It’s the natural evolution of the IPS range. This step has a dual value: on the one hand it marks the development of our strategy towards larger boat sizes and on the other hand it confirms the validity of the IPS concept also for large yachts.
This will allow us to introduce the pod system, which is not available today, with an integrated solution from the propeller to the antenna, and also to offer technological advancement thanks to the dual input feature of the IPS Professional Platform, which has a single foot with two power inputs,’ commented Nicola Pomi, General Manager of Volvo Penta. ‘Its versatility,’ continues Pomi, ’allows us to enter this segment with traditional thermal, hybrid or even full electric propulsion. This is the challenge that awaits us. We have to talk to different people: captains, brokers, surveyors, designers, an audience that must be convinced of the quality of our proposal. From 25 to 60 metres is the largest volume of yachts and superyachts produced, over 60 metres the numbers drop, so to make a difference you have to be competitive in that range. We don’t set limits for the future, but always with a gradual approach typical of Volvo Penta’.
A few days ago, news arrived of the partnership between Azimut|Benetti Group and SEA Index with the aim of reducing CO2 emissions in the nautical industry. How? Through the adoption of the SEA Index CO2 Emission Rating which will be adopted by the Group’s R&D Department to further improve the sustainability of its fleet. ‘We are excited to partner with SEA Index to further strengthen our conscious approach to design, thus validating the CO2 emission reduction targets of our yachts through the SEA Index model. Achieved thanks to advanced naval architecture and cutting-edge technologies, these targets reflect our commitment to innovation and environmental sustainability. We also believe that this collaboration will encourage greater transparency in data sharing, promoting a more informed approach among industry operators and yacht owners,’ said Alessandro Rossi, Chief Product Officer of Azimut|Benetti Group. This line of reasoning could then be extended to all those marine engine manufacturers committed to developing new solutions aimed at electric propulsion engines.
There is no shortage of examples, starting with companies such as Yamaha, Mercury, Evoy, Torqueedo, just to name a few. However, what is happening in the world of shipping deserves additional reflection. Here too there is a date to keep in mind: 2050. By that year the IMO (International Maritime Organisation) has set a target of zero net emissions in maritime transport, which today is responsible for 3% of greenhouse gas emissions (nautical transport, worldwide, is at 0.22%). Hence the decision of many operators to gradually move towards alternative solutions. Also because, unlike other means of transport, the operating cycle of a cargo ship is estimated to be about 50 years. ‘LPG and methanol are the dominant choice among alternative carriers,’ said Paolo Bonetti, CEO of Chimitrade, adding: ’With 49 ships ordered in the first half of 2024 and 138 in 2023, methanol (dual fuel or MeohReady) is the most popular choice, followed closely by LNG (Liquified Natural Gas).’
And it is precisely this ‘technology’ that is attracting the attention of a player of the calibre of Fincantieri, currently the leader in the construction of cruise ships. Fincantieri adopted this technology for the first time with the Sun Princess. Launched last year, this ship, with a gross tonnage of about 178,000 tonnes and a total capacity of 4,300 people, is the largest ever built in Italy. The use of LNG allows a reduction in CO2 emissions of up to 55% compared to traditional fuels. But that’s not all. In July last year Fincantieri signed an agreement with Carnival Corporation & plc for the design, engineering and construction of three new cruise ships for Carnival Cruise Line. The order is for a new class of ships powered by liquefied natural gas (LNG)with a gross tonnage of approximately 230,000 tonnes, the largest units ever built by Fincantieri and in an Italian shipyard, with delivery scheduled for 2029, 2031 and 2033 respectively. With over 3,000 guest cabins, the new units will be able to carry almost 8,000 passengers at full capacity. In short, there is no shortage of examples. The path, or rather the route, has been mapped out and heads straight for the sea.
