THE NEED FOR WATERBORNE TRANSPORT TO ACT NOW
Amid growing global and European societal pressure to
resolve issues related to climate change, air pollution
and the degradation of the world’s oceans, political
and regulatory attention has been increasingly directed
towards waterborne transport, due to this mode of
transport’s high environmental and climate impact [1.]
A number of major developments are illustrative in this
respect:
“The European Green Deal” (December 20192), to
ensure that Europe will be the first climate-neutral
continent, thereby making Europe a prosperous,
modern, competitive and climate-neutral economy,
as envisaged in the Commission Communication “A
Clean Planet for All: A European strategic long-term
vision for a prosperous, modern, competitive and
climate neutral economy” (November 20183);
The Paris Agreement Objectives (COP214) and the
scientific findings from the Intergovernmental Panel
on Climate Change (IPCC5), which emphasizes the
need to limit global warming to 1,5°C above pre-industrial
levels, and related global GHG emission pathways, in line with the Paris Agreement;
The International Maritime Organisation’s (IMO) Initial
IMO Strategy on the reduction of GHG emissions
from ships (April 20186);
The EU and global sulphur cap7 as of 1 January 2020;
The Central Commission for Navigation of the
Rhine’s (CCNR) Ministerial Mannheim declaration
(October 20188);
The calls from the European Council9 and European Parliament [10] to enhance the environmental track
record of inland waterway transport;
The calls from the European Parliament [11] to reduce
global emissions from shipping and its resolution
declaring a climate and environmental emergency [12]
in Europe and globally;
The Sustainable Development Goals (SDG) of the
United Nations Development Programme (UNDP),
in particular SDG 9 (Industry, Innovation and Infrastructure) [13], SDG 13 (Climate Action)14 and SDG 14
(Life Below Water) [15].
The tell-tale signs and impacts of climate change
– such as the rise in sea level, ice loss and extreme
weather – increased during 2015-2019, which is set to
be the warmest five-year period on record according to
the World Meteorological Organization (WMO) 16. There
is an urgent need to accelerate action. Achieving a net
zero-emission waterborne transport sector by 2050
at the latest, and at least 50% reduction of absolute
emissions by 2030, entails a race against the clock,
since the average age of a modern maritime vessel is
21 years [17], although this is not uniform across vessel
types. Therefore, the transition towards zero-emission
waterborne transport will need to address existing,
as well as new-build ships. In addition, it will not only
require research and development regarding (the
use of) alternative fuels, but will also have to take
into account all means to radically improve the ship’s
energy efficiency and related emission efficiency
(both retrofitting and new build). As well as making
seagoing ships and inland vessels zero-emission, the
transition towards zero-emission waterborne transport
will also require changes to infrastructure, ship design, shipbuilding processes, maritime equipment
production, ports, alternative fuel terminals and
processing plants, the wider logistics chain and more
energy-efficient operations. Measures will also need to
be taken in different action areas such as digitalisation
(e.g. to allow better energy monitoring and to increase
energy efficiency) and the education and training of
the current and future workforce in order to ensure
that the implementation of new technologies and
concepts is properly executed. To put this ambition and
commitment into practice whilst taking into account
the timelines set out in various regulations, there is a
need to start the transition process now.
In order to achieve true net zero-emission waterborne
transport, the waterborne transport sector is
determined to address all environmental challenges in
an integrated manner, whilst prioritizing the impact on
climate change, research, development and innovation
will address the ambition to eliminate the entire
environmental footprint of waterborne transport.
POLICIES & REGULATIONS
Whilst the threats and risks of climate change and
the harm from air pollution are known, policy actions
have often failed to keep pace, despite increasing
societal demand. To address this, the European
Commission presented the European Green Deal
in December 2019 with the objective for Europe to
become the world’s first climate-neutral continent
by 2050, through the provision of a package of
measures, which should enable European citizens
and businesses to benefit from a sustainable green
transition. The Green Deal sets out the Commission’s
commitment to tackle climate and environmental
challenges. To achieve climate neutrality, the European Green Deal envisages cutting transport
emissions by 90% by 2050 at the latest. In addition,
it lays down the ambition to reduce GHG emissions
by at least 50% by 203018. This communication
builds upon a clear strategic long-term vision for
a prosperous, modern, competitive and climate neutral
economy (A Clean Planet for All), as
communicated in November 2018. This strategy
confirms Europe’s commitment to lead in global
climate action and to present a vision that can
lead to achieving net-zero GHG by 2050 through a
socially fair transition carried out in a cost-efficient
manner. It defines pathways for the transition to
a net-zero GHG economy and strategic priorities.
Seven main strategic building blocks to achieve
the objectives of this vision have been defined by
the European Commission and “clean, safe and
connected mobility” is one of these [19]. In March 2020,
the European Commission adopted a proposal to
enshrine in legislation the EU’s political commitment
to be climate neutral by 2050, to protect the planet
and EU citizens 20.
The European Climate Law
establishes a framework for the irreversible and
gradual reduction of greenhouse gas emissions and it
addresses the pathway to achieve the 2050 target.
The Sustainable and Smart Mobility Strategy, part of
the European Green Deal, must set out the European
Commission’s approach to delivering the transport
sectors contribution to the goal of climate neutrality
by 205021. The FuelEU Maritime – Green European
Maritime Space initiative planned for 2020 aims to
accelerate achievement of low-emission, climate neutral
shipping and ports by promoting the uptake
of sustainable alternative energy and power 22.
At the international level, IMO’s Marine Environment
Protection Committee (MEPC) adopted an initial
strategy for the reduction of GHG emissions from
(seagoing) ships in April 2018, setting out a vision to
reduce GHG emissions from international shipping by
at least 50% compared to 2008 figures by 2050 and
to phase them out as early as possible this century.
When the strategy will be reviewed in 2023, the level
of ambition is expected to be considerably increased,
not at least in light of recent scientific reports like
the IPPC “Global warming of 1,5°C” report [28]. In October
2016, the IMO MEPC also adopted the decision to
reduce the sulphur content of marine fuels down to
0.50% as of 1 January 2020 in order to address the
negative effects of related air pollution on health and
the environment.
Furthermore, the Sustainable Development Goals
(SDG) of the United Nations Development Programme
(UNDP) emphasize the importance of investments
in infrastructure to achieve SDG 9 (Industry,
Innovation and Infrastructure), call for urgent action
to combat climate change and its impacts SDG 13
(Climate Action) and underline the need to conserve
and sustainably use the oceans, seas and marine
resources SDG 14 (Life Below Water).
The changing climate is already exposing waterborne
transport and the entire maritime economy to
multiple risks, which require significant investment in
resilience-strengthening measures. Without urgent
climate change mitigation action, the global sea level rise will be accelerated and the frequency of extreme
marine events, such as marine heatwave and tropical
cyclones, will increase, as stated in the latest IPCC
Special Report on the Ocean and Cryosphere in
a Changing Climate (November 201929). Low water
levels in European rivers are affecting the economy
as well. Although Germany enjoyed an overall increase
of its GDP in 2018 (+1.5%), this could have been higher
if Germany’s waterways had not experienced low
water levels. Sinking water levels on Germany’s rivers
(used to transport industrial goods) probably shaved
at least 0.7 percentage point off economic growth in
201830.
Industrial commitment and competitiveness
Turning to industry, in January 2019 the Waterborne
Technology Platform launched its vision regarding
zero-emission waterborne transport in 205031, whilst
– in addition – an emerging number of maritime and
inland ship-owners have set net-zero CO2 emissions
in 2050 or earlier32 as their target [33]. The European
waterborne transport sector welcomes the
European Green Deal and is committed to reaching
its objectives [34]. An initial group of shipowners have
indicated that their fleet will be emission free in
2050, stating that RD&I will be key to reaching this objective [35]. The European maritime technology
sector annually invests 8-9% of its turnover in
RD&I36 and is fully committed to develop the solutions
needed and to invest accordingly [37].
The waterborne transport sector is strategic for
Europe
form an essential transport route for the global and
intra-continental trade flows and are places for living
and recreation. Although less visible, waterborne transport is essential for the functioning of modern
economies. Principally the most energy-efficient
form of freight transportation, the quantity of goods
moved by ship will not fall and is expected to increase
in line with developing economies and global growth.
In addition, waterborne transport is an essential
means of passenger transport as well. For example,
ferries are often key for local transport. Each year,
more than 400 million passengers embark and
disembark at European ports43. It is challenging to
address this global growth whilst the globe strives to
decarbonise every aspect of daily life. As a matter of
priority for the European Green Deal, a substantial
part of freight carried by road today should shift
onto waterways to boost multimodal transport and
the efficiency of the entire transport system. The
urgency to reduce emissions, the conservation of
resources and the need to use resources carefully
are driving the increase of energy-efficiency.
Furthermore, there will be a growing demand for
clean energy – not only from shipping - that is
expected to be more expensive and may be less
available than their fossil alternatives. Increasing the
energy-efficiency will be a key driver for waterborne
transport.
European-based maritime shipping companies
control around 36% of the global fleet [44]. The
European maritime technology sector is a global
leader in high-technology shipbuilding (for example
maritime and inland cruise ships, electric ships,
offshore support) and green shipping technologies treatment systems, green equipment and smart
technology for improved efficiency and operations).
European companies supply almost half of
global maritime equipment and have developed
and designed the majority of the world’s fleets’
power systems. For two-stroke main engines,
the market share of EU-designed engines was
over 90% between 2015 and 2019. For medium
speed main engines, this was around 70%45. The
achievement of zero-emission waterborne transport
not only represents a major challenge to Europe’s
waterborne transport sector, it also offers an
excellent opportunity to further enhance its global
competitiveness. This means that strengthening
the EU's expertise in zero-emission technologies will
enable European companies to provide innovative
solutions to achieve the transition towards zero emission
waterborne transport. It will also enable
European companies to compete in new markets
and to regain lost markets which are currently
dominated by competitors from the Asian regions.
A prime example is the equipment delivery for, and
construction of, merchant ships such as bulkers,
tankers and general cargo vessels, as well as ferries
which, until recently, were mainly built in Europe.
Challenge to transform to a zero-emission mode of
transport: environmental impacts of shipping
In 2018, more than 130 million tons of CO2 were
emitted from seagoing ships above 5,000 gross
tonnage visiting European ports46, which represented
over 13% of total EU transport emissions [47]. Globally,
shipping annually emits around 940 million tons
of CO2 [48], which accounts for 2-3% of total GHG emissions [49]. Over two-third of the GHG emissions
from ships sailing to or from European ports
originates from container ships, tankers, bulk
carriers and passenger vessels [50]. To put this in
perspective, if shipping was a country it would be
the 6th biggest GHG emitter in the world. If no action
is taken, these emissions are expected to increase
by between 20% and 120% by 205051 (or by between
50% to 250% according to the third IMO greenhouse
gas study [52], which will be soon updated), driven
by economic growth and the resulting increased
demand for transportation of goods and people.
RADICAL CHANGE
Radical change is required in order to be able to meet
the 2050 climate targets, the 50% - 55% reduction
of emissions by 2030 in line with the European Green
Deal, as well as reduction of harmful air pollutant
emissions, and this will not be possible through
operational changes and incremental improvements
alone. New technologies need to be developed and
deployed very soon.
SCALE OF THE PROBLEM
Waterborne transport is one of the most efficient
modes of transport in terms of CO2 per ton
kilometer. However, due to its large scale, it still
generates a substantial amount of emissions
and each year seagoing ships consume around
300 million tons of fuel, emitting approximately
1 billion tons of CO2, which is similar to global
aviation59. In addition, as a result of residual fuel
oils and the emission levels of existing older ships, it is a major source of air pollution, particularly
within coastal and port areas with a high density
of population, but also on the mainland along
inland shipping routes, since as air pollution
travels long distances. Shipping accounts for 18
to 30 % of the nitrogen oxide (NOx) and 8% of the
sulphur oxides (SOx) of total global air emissions [60].
Just 15 of the biggest ships emit more of the
noxious oxides of nitrogen and sulphur than all the
world’s cars put together [61]. Without any action
being taken, by 2030 NOx emissions from shipping
will exceed those from land-based sources in the
EU62. Maritime shipping also impacts water quality
due, for example, to oil spills, sewage discharges,
spreading invasive aquatic species in ballast
water, use of toxic hull coatings to avoid fouling,
discharges from exhaust treatment systems,
etc. Noise is impacting citizens close to shipping
routes and destinations and underwater noise
is impacting marine mammals and other marine species [63].
CARBON DIOXIDE EMISSIONS
European CO2 emissions from shipping are a major
challenge. In 2018, more than 130 million tons of
CO2, or around 13% of total EU transport emissions,
were emitted from maritime ships over 5,000 gross
tonnage visiting European ports. International and
domestic shipping dominates CO2 emissions, whilst
inland waterway transport cannot be ignored. The
EU project, PROMINENT, calculated that inland
waterway transport in the EU results in 3.8 million
tons of CO2 emissions per year [64].
The world is not on course to achieve a temperature
increase of well below 2°C and therefore urgent
action is needed. Even if the energy mix used for
waterborne transport is changed in accordance with
the objectives of limiting the temperature increase
and the economic developments are commensurate
with this goal, shipping emissions are projected to
increase by 20-50% between 2008 and 205065 (or by
between 50%-250% according to the third IMO GHG
study, to be updated in 2021).
Increasing the energy efficiency of ships has its
limits and would not be sufficient to meet either
the 2050 level of ambition of the European Green
Deal or the targets of the Initial IMO Strategy on
Reduction of GHG Emissions from Ships. Only a
combination of zero-emission innovative solutions,
fuels, operational approaches and technologies,
triggered by ambitious regulations, can bring about
the change needed.
SOX, PM & NOX EMISSIONS
Emissions of sulphur dioxide (SOx) from maritime
transport affect air quality in the EU and globally.
SOx emissions result from the onboard combustion
of oil-based fuel products and are directly linked
to the sulphur content in marine fuels used in
maritime transport [66]. SOx emissions are a precursor
of PM2.5 and a major cause of acid rain. According
to the European Environment Agency, shipping is
responsible for 11.05% of EU NOx emissions and
11.05% of SOx emissions [67]. Nitrogen Oxides (NOx)
form smog, acid rain and eutrophication and are
central to the formation of fine particles (PM2.5) and
ground level ozone, both of which are associated with
adverse health effects, including premature deaths.
Concentrations of air pollutants from shipping can be
much higher in coastal and port areas where it can be
the dominant source of air pollution.
While current IMO and EU regulations will reduce SO2
emissions from international shipping from 2020,
emissions remain much higher than other transport
modes. After 2030, NOx emissions from shipping are
set to exceed all EU land-based sources [68].
The sulphur in fuel requirements that have been
agreed by the IMO will cut SO2 emissions by 50-80
percent up to 2030, but in the absence
of additional regulations, emissions will rebound
afterwards. CO2 and NOx emissions are expected to
further increase without additional measures [69].
The IMO has designated the North Sea and the
Baltic Sea as a NOx Emission Control Area (NECA)
starting from January 1 2021. According to recent
estimates by the European Monitoring and Evaluation
Programme (EMEP), consisting of deposition
modelling based on available emission scenarios,
the annual reduction in total Nitrogen deposition
in the Baltic Sea area will be 22,000 tons as a
combined effect of the Baltic and North Seas NECAs
and compared to a non-NECA scenario. However,
a lengthy period of fleet renewal is needed before
the regulation will show full effect, according to
HELCOM (Baltic Marine Environment Protection Commission) [70]. Thus illustrating the need for
retro-fittable technologies as an essential tool to meet
policy objectives.
Inland waterway transport plays an important role in
the transport of goods in Europe. More than 37,000
kilometres of waterways connect hundreds of cities
and industrial regions. Thirteen Member States
have an interconnected waterway network. The
potential for increasing the modal share of inland
waterway transport is significant [71]. Inland waterway
transport, however, should act urgently to increase
its sustainable advantage. Passing through the
centre of towns and cities, an inland waterway vessel
will produce approximately 11,000 kg of NOx per year,
whilst a modern diesel car within the same area may
produce less than 1kg of NOx per year. Other transport
modes are becoming cleaner and inland waterway
transport faces the risk of falling behind.
Studies have analysed average emissions of IWT
vessels on tonne-kilometres (as in the PROMINENT [72]
project).
PROMINENT calculated that 1.3 million m3 of gasoil
fuel is consumed per year by inland waterway
transport in the EU, resulting in 3.8 million tons of
CO2 emissions per year, 51 kilotons of NOx and 2.2
kilotons of PM. The total external costs74 caused
by the emissions to air add up to 1.09 billion EUR,
of which 825 million for NOx, 140 million for PM and
126 million for CO2. It should be noted that inland
waterway transport has been using low sulphur fuel
since 2011.
HULL COATINGS
Ship hulls and marine structures are coated to
prevent sea life attaching themselves, thereby
increasing friction, slowing down the ship and
increasing fuel consumption. The fuel savings made
by limiting the adhesion of marine organisms has
been estimated to be $60 billion annually, reducing
GHG emissions by 384 million and SO2 by 3.6
million tons [80]. However, the antifouling compounds
used may "leach" harmful substances into the sea,
damaging the environment and possibly entering the
food chain.
STRATEGIC IMPORTANCE OF SHIP BUILDING
The maritime transport sector directly employs over
685,000 workers at sea and on shore [81]. It supports
2 million workers through indirect and induced
employment. The EU maritime shipping industry
contributes a total of €149 billion to the EU’s annual GDP [82]. EU companies own 36% of the world fleet, the
largest single share in 201883.
Europe has 300 shipyards, the largest of which build
the most complex, innovative and technologically
advanced civilian and naval ships and platforms in
the world. Technologies for these ships form the
basis for advanced zero-emission technologies to be
further adapted for other ship types. Others maintain,
convert, repair or retrofit existing (merchant) ship
types. A third category builds, repairs or maintains
smaller vessel types or boats. Together, these yards
generate annual production worth €42.9 billion and
directly employ 285,000 people (EU28) [84]. Moreover,
for each job they create, another six jobs are created
in the supply chain.
Almost half of marine equipment is produced by
European companies, including over 70% of the
world’s large marine engines. The majority of the
European marine equipment sector are SMEs. With
an annual production of €44.5 billion, the equipment
sector produces and supplies all types of materials,
equipment, systems, technologies and services. The
companies can be global, regional or local players.
Europe’s maritime equipment companies are the
leading providers of solutions to combat climate
change, to minimize marine pollution and to make
shipping better connected, more digital, automated
or even autonomous.
Approximately 4 billion tons, representing 75% of all
goods, and 415 million passengers pass through EU
ports each year. Ports are not only essential for the
import and export of goods, but they also constitute
energy hubs, bringing together infrastructure
managers, shipping companies and energy suppliers
who contribute to the uptake of electricity and
clean fuels. Ports also link maritime transport with the hinterland through the different land transport
modes, including inland waterways. Ports generate
employment: 1.5 million workers are employed in
European ports, with the same amount employed
indirectly across the 22 EU maritime Member States [85].
Europe’s long-standing leadership in the maritime
sector is coming under pressure. The EU’s share of
worldwide shipbuilding is also in decline. Europe’s
current global leadership position in maritime
technology is once again challenged by Asia.
This time, South Korea and China in particular
have identified complex shipbuilding, as well as
advanced maritime equipment, as new markets for
themselves. They are therefore applying dedicated
sectoral strategies which contain the same well known
“toolbox” of government-led policies, financial
incentives (including massive state aid) and unfair
trade practices, as the one that had already helped
them to successfully conquer Europe’s merchant
shipbuilding and partly Europe’s offshore building
industry. Consolidating and further strengthening the
EU’s frontrunner role in RD&I and implementation of
greening technologies and concepts will be essential
to ensure the transition to a clean and competitive
European waterborne transport sector and to
enhance the competitiveness of the European
sector across all market segments.
PREVIOUS EU FRAMEWORK PROGRAMMES
FP7 and Horizon 2020 invested around 50 million
EUR per year, enabling support to be provided each
year to two to three topics to address all aspects
of waterborne transport research. Addressing
decarbonisation and environmental impact
accounted for a substantial part of these research
efforts. Nevertheless, these investments were
insufficient to enable a coordinated programme
of actions to tackle the urgent climate and
environmental challenges facing the sector. In 2019,
the EU’s European Political Strategy Centre report,
“Clean Transport at Sea”86, called for more ambitious
and coordinated R&I investment in Horizon Europe to
address the environmental challenges encountered
in the sector.
Under Horizon Europe, there is an urgent need
to upscale and accelerate activities to reduce
GHG emissions by at least 50% by 2030 and to
phase out GHG emissions completely before 2050.
Considering the sector’s diversity and the urgent
environmental challenge, it is essential to mobilise
a critical mass and to leverage coordinated private
and public investment. Currently, the investments being made to address the diverse challenges which
have to be met to decarbonise are insufficient (e.g.
just one topic in 7 years of Horizon 2020 regarding
decarbonising long distance shipping). This urgency
for action and the need for the Co-Programmed
Partnership zero-emission waterborne transport
in this perspective, was recently highlighted in the
Ministerial Declaration on the future outlook of EU
Waterborne transport [87].
R&D INNOVATION BOTTLENECKS OR MARKET FAILURES
by 2050, a radical change from “business
as usual” will be required. Specifically, (EU)
research and innovation will need to target new
solutions, including new - potentially disruptive
- technologies, including solutions which might
only be applicable for certain segments of the
waterborne transport sector. Furthermore, the
focus should shift from the current fossil fuels
to climate-neutral, sustainable alternative
fuel solutions for which, moreover, adequate
infrastructures (e.g. in ports) need to be put in
place. For these alternative fuels, the respective
technologies and relevant infrastructure are not
yet in place for waterborne transport.
Furthermore, and in view of the long lifetime
of ships, to achieve these ambitious goals, the
waterborne transport sector will not only have
to develop and build new zero-emission ships.
1.1.5 THE UNDERLYING RESEARCH,
INNOVATION, DEPLOYMENT OR
SYSTEMIC BOTTLENECKS AND/OR
MARKET FAILURES THAT ARE TO BE
ADDRESSED BY THE PARTNERSHIP
To accelerate deployment of zero-emission
technologies, it will also need to develop solutions
to retrofit existing ships. Ships that will join the
fleet in the coming years, will have to be designed
with future retrofitting to green technologies
in mind, allowing for maximal uptake of new
emerging technologies. For ships that are already
existing now, the retrofitting process is likely
to be the most complex and difficult part in the
transition towards zero-emission waterborne
transport. Retrofitting also concerns reducing
polluting emissions in line with the European
Green Deal, as well as cutting GHGs. Therefore,
considering that ships now entering service could
be operational until 2050, there is an urgent need
for the development of effective, efficient and
affordable deployable solutions. Decreasing the energy use of waterborne transport will be key as
well, both in terms of reducing GHG emissions,
as well as in order to ensure economically viable
solutions. With the prices of alternative fuels
probably being relatively expensive compared to
fossil fuels, energy savings will be crucial.
All these efforts will have a positive impact on
the modal shift to waterborne transport as well.
On the one hand, by being a sustainable and
climate-resilient mode of transport and thereby
a preferred one. On the other hand, solutions
deployed in our aim to reduce the energy needs
will also increase the integration of waterborne
transport in the entire logistics chain.
Due to the wide range of ship types and
waterborne transport services, there is currently
no clear, single path to decarbonisation [88].
SYSTEMATIC BOTTLENECKS - SME'S & FUNDING
Since it is highly diversified, the waterborne transport
sector consists of many different segments, with - in
turn - many sub-segments, which have different
interests, challenges, opportunities and needs. This
diversification is not only a wealth for the sector and
society at large, it is also a bottleneck for the sector.
The lack of a clear path towards zero-emission
waterborne transport entails a high risk for individual
companies to invest in RD&I activities. In addition, the
specialised and competitive nature of the industry
results in a large number of SME companies with
limited access to research funding. Consequently,
European research and innovation for the waterborne
transport sector plays an essential role to increase
coherence and to develop concrete solutions.
Regarding the shipowners, the shipowner and the
charterer have diverging interests and this often results in complex decision making about future
investments. In the inland waterway transport sector,
the majority of the shipowners are SMEs (family owned
vessels), with limited investment capacity,
leading to hardly any renewal or investment.
DEPLOYMENT BOTTLENECKS
Deployment of the outcomes of RD&I is hampered
by the high capital cost of waterborne transport
systems and consequently the risk of being a first
adopter of a new technology or solution. This can be
further exacerbated by a regulatory framework which
assumes the presence of existing technology, as well
as a conservative and reactive culture amongst the
sector. EU RD&I activities and their communication
provide the technology demonstration needed to
provide assurances concerning the take up of new
solutions, as well as a foundation for EU and global
regulation.
One example is the implementation of LNG as a
cleaner marine fuel; its development was hampered by
a lack of regulatory safety to enable ships to sail using
the fuel. Also, no fuel bunkering infrastructure was
available and this, in turn, delayed demand to build LNG
powered vessels. In addition, whilst LNG is a cleaner
results in complex decision making about future
investments.
POLICIES
As indicated in the European Green Deal, a 90%
reduction in transport emissions is needed by
2050, to be able to achieve climate neutrality. Road,
rail, aviation and waterborne transport will all have
to contribute to the reduction [101]. The Green Deal
envisages a basket of measures to ensure shipping
fairly contributes to the climate effort, including
the increased deployment of carbon neutral and
sustainable alternative fuels and the extension of
the European Emissions Trading Scheme to shipping,
the revision of the Energy Taxation Directive as well
as the increased use of multimodal transport to
decarbonise the entire freight transport system.
To substantially decarbonise, 75% of inland freight
carried today by road should be shifted onto rail
and inland waterways as more GHG efficient
transport modes. Automated and connected
multimodal mobility will also play an increasing role,
together with digital and smart traffic management
systems, to increase efficiency. These elements
will be addressed in collaboration with other related
European Partnerships
At international level, IMO's Marine Environment
Protection Committee (MEPC) adopted an initial
strategy on the reduction of greenhouse gas
emissions from (seagoing) ships in April 2018,
agreeing to reduce GHG emissions from international
shipping by at least 50% by 2050 compared to
2008 and the vision to phase them out as early as
possible in this century. It is expected that even
more stringent targets will be set in the international
community in the coming years. However, even at
the present level of ambition the global shipping
industry will depend on sustainable alternative fuels
to be introduced quickly, and the solutions that the
Partnership will be able to deliver will also be helpful
to achieve the goals of the Strategy.
LINKS & COLLABORATION WITH OTHER PARTNERSHIPS
Coherence and collaboration with other Partnerships
include (upstream):
The proposed Partnership, “Towards a
competitive European industrial battery value
chain for stationary and mobile applications”,
which addresses battery development, with
automotive as the largest target and biggest
market. The Batteries Partnership will also address
development for other markets, including for
waterborne transport. In this respect, it focuses on specialist battery technology, material and
manufacturing, including battery safety, whilst the
Zero-emission waterborne transport Partnership
will address integration of a battery within the
ship systems and enable pre-deployment in
maritime and inland applications (addressing,
for example, charging infrastructure, certification
process, etc.). This is reflected in the proposal
for Batteries and cooperation between the
two Partnerships will be maintained to ensure
relevance and to generate synergies;
The proposed “Clean Hydrogen” Partnership
focuses on green hydrogen fuel production,
storage and supply, as well as some demand side
technologies, such as heavy duty road transport,
where there has been substantial prior activity,
as well as the development of high-power fuel
cells. The Waterborne Partnership will address
technology integration, implementation and
validation, for both maritime and inland shipping.
This includes bunkering and onboard storage
of non-hydrogen alternative fuels. It would be
important to collaborate with the “Clean Hydrogen” partnership with a view to developing the multi MW
fuel cell required for ship propulsion and the related
fuel technology;
The proposed Connected, Cooperative and
Automated Mobility Partnership “CCAM”, addresses
mobility and safety for automated road transport.
CCAM also mentions potential interfaces with
other transport modes. In this context, within a
zero-emission waterborne transport Partnership,
any efficiency improvements achieved through
automated shipping and maritime/river
traffic management may be leveraged through
synergies with CCAM for the efficiency of the wider
multimodal mobility system as a whole;
The proposed Partnership for “A climate neutral,
sustainable and productive Blue Economy” is
focused upon resilient marine ecosystems and
marine resources, contributing to the realization of a sustainable economy for maritime and
inland waters. Waterborne transport is one of
several influencers on the marine environment
and, in this respect, cooperation between the
Partnerships will be ensured. It is noted, that the
‘Blue Economy’ is planned as a Partnership with
Member State participation, focusing on informing
policy implementation. It is not expected, as such,
to develop the solutions enabling zero-emission
waterborne transport itself (e.g. new technologies,
fuels, or any relevant bunkering infrastructure).
EXISTING PARTNERSHIPS
From the existing Partnerships, there are
synergies with the “Fuel Cells and Hydrogen Joint
Undertaking” (FCH JU), which
currently includes
waterborne transport as one of the applications
addressed. Presently, within Horizon 2020, maritime
demonstrators developed by the FCH JU are
characterised by single technologies and small
scales and do not provide a full transferability of the
solutions to the wider range of waterborne transport
products, including integration within wider ship
systems. At the next stage, within Horizon Europe, it
will be necessary to scale up these deployments to
impact on large scale shipping and these specialist
development and demonstration activities will be
undertaken within this Partnership.
EXIT CLAUSE - SUSTAINABILITY
The Partnership should pave the way for the
implementation of zero-emission waterborne
transport technologies and solutions from 2030
onwards. The achievement of this goal would
imply that there is no need to extend the duration
of the Partnership after the lifetime of Horizon
Europe, namely 2027 (although some projects
will be granted in the last year of Horizon Europe,
which will be closed after the final calls in 2027).
However, the RD&I activities related to zero emission waterborne transport are of key interest
for the Waterborne Technology Platform and its
members. The Waterborne Technology Platform
will monitor the projects co-financed by Horizon
Europe until the end of their lifetime and will form
the key platform for exchanges of information
regarding RD&I activities related to the Partnership,
their implementation and possible barriers to
implementation. The organisational structure of the
Partnership will stay in place until the final project
is finished, and the Waterborne TP will organise
frequent meetings with all partners (both public and
private) involved in the execution of the Partnership.
The waterborne transport sector is highly diversified
and consists of many different segments, which,
in turn are comprised of many subsegments with
different interests, challenges, opportunities and
needs. This diversification is not only a wealth for
the sector and society at large, but also a bottleneck
for the sector. The lack of a clear path makes it
very extremely risky for individual companies to
make investments in RD&I and the fragmented and
competitive nature of the industry results in a large
number of SME companies with limited access to
research funding.
It is likely that the transition towards zero-emission
waterborne transport will require a combination
of solutions, including the use of alternative fuels,
an upgrade of onshore (port) infrastructure and a
reduction of fuel demand by improving operational
performance. Smart shipping for improved
energy-efficiency will play a role in reducing
fuel consumption and therefore the need for
alternative fuels, as well as emissions, whilst energy
management, new propulsors and energy storage
will be other important areas of intervention.
Possible alternative fuels (depending on safety,
sustainability and availability) include conventional
and advanced biofuels and bioliquids/biogases
as well as renewable synthetic and electro fuels
(fuels produced through electrolysis and chemical
catalysis or biological synthesis, such as methane
(LBG), methanol, alcohols, hydrogen and ammonia
(NH3)) all strengthened in their applicability through
efficiency improvements achieved by harnessing of
other renewable energy sources, such as wind and
solar.
TARGET GROUP - PARTNERSHIP COMPOSITION
A key element in transforming the waterborne
transport sector is the involvement and
commitment of all relevant stakeholders. The
Partnership will involve the broad spectrum of
stakeholders from the start of the project in
different ways, enabling the Partnership to interact with the relevant stakeholders at the appropriate
moment in time. The following types of Partners will
form the core membership of the Partnership:
Shipowners, as end users of the technologies and
concepts developed within the framework of the
Partnership;
Ship operators, which are responsible for
managing vessel performance, bunker quality and
quantity pricing and ship routing and are therefore
essential decision makers in selecting vessels
with certain technologies;
Shipbuilders, which will have a key role in
retrofitting the current fleet, as well as building
zero-emission vessels;
Cargo owners, selecting the type of transport;
Equipment suppliers, which will have an essential
role in retrofitting the current fleet, as well as
developing the equipment for building zero emission
vessels;
Inland waterway infrastructure authorities,
which are essential for the maintenance and
development of inland waterway transport
infrastructure;
Authorities (international, European, national,
regional, local), developing policies, legislation and
strategies and monitoring its implementation;
Academia, crucial for scientific research;
Research Institutes, essential players in research
and testing of new technologies and concepts;
Inland and maritime port authorities and
operators, which will provide the key
infrastructure needed to reduce emissions;
Classification Societies, non-governmental
organizations that establish and maintain
technical standards for the construction and
operation of ships and offshore structures;
Engineering offices, essential for the design of
new solutions and retrofitting;
Energy Suppliers, which will develop energy
solutions for waterborne transport;
Shipping agents, managing port calls
(representing the shipping company at ports) and
acting as cargo brokers;
Freight forwarders and Logistics Service
providers (organising and selecting the best
transport option).
GOVERNANCE
The governance presented below is based on
the assumption that the current Waterborne
TP Association can be the private partner in
the Partnership. Another option would be the
establishment of a separate association, as has been
done in the past for cPPPs. The development of the
governance structure also depends on the final MoU
or contract laying down the requirements of the
Partnership. An ad-hoc working group is currently
exploring possible solutions to guarantee the most
efficient governance and operation for both the
Waterborne TP and the Partnership. The proposed
governance scheme described below may have to be
adjusted in light of the results of this on-going work.
The Partnership will be concluded between the
European Commission and the Waterborne TP
Association, representing the entire waterborne
transport community.
The Waterborne TP is established as an Association
under Belgian law with the role of representing its
members with regards to RD&I strategies defined
within its statutes. It is a membership-based
organisation; it is open to newcomers, on the basis of
a small paid subscription (€3,000 annually as of 2020).
Other parties can also participate as observers at no
cost, subject to board approval; these may include civil
society organisations and representatives of national
administrations.
The Partnership will be governed by a Partnership
Board. This board will steer the Partnership towards
achieving its SRIA, supervise the process of interaction
with industry and member states, approve the research
programme as set out in the SRIA and the specific
topics to be addressed in Horizon Europe calls. The
actual decision on the calls to be published is taken
following comitology procedure.
OPENNESS AND TRANSPARENCY - SECTION 2.4
Any organization that charges a fee to join, violates the general principles of Article 10 of the European Convention of Human Rights:
ARTICLE 10: The right to receive and impart information.
Readers may then conclude that the insistence on a fee to have access to information and financial instruments, not only violates Article 10, but also introduces Financial Discrimination as an Article 14 violation.
In that this is a European organization, we would have expected strict adherence
to their own governing Human Rights laws. We await further clarification. Since, the violation of these basic human rights, also fetters the proper inclusion of SME's, as have been identified as being out in the cold RD&I wise.
ACCESS TO INFORMATION
The Partnership will launch a dedicated website
which will give an overview of its research agenda
and of ongoing and finished projects. For finished
projects, the website will detail the main results and
deliverables for everyone to use. The website will
also offer the possibility to provide feedback on the
Strategic Research and Innovation Agenda and the
rolling detailed activity plans through surveys and will
show what feedback has (or has not) been taken up
and why.
The Partnership will establish a visual identity to
stimulate participation in its activities by organising
conferences, workshops, social media accounts
e.g. Twitter, newsletters and press releases. As the
main European branch organisations will be taking
part in the Partnership, the broader waterborne
transport community will be informed through them,
thereby ensuring an appropriate level of visibility for
the Partnership, including its visual identity.
The Partnership will undertake actions that
will increase the impact of its activities and the
supported RD&I, including ensuring broad awareness
within key bodies such as IMO and the European
Sustainable Shipping Forum.
CURRENT COMPOSITION OF THE PARTNERSHIP
Academia:
University of Southern Denmark, DK
Aalto University Foundation, School of
Engineering, FI
Kühne Logistics University, DE
Universidad de Cádiz, ES
University College London and Southampton
Marine and Maritime Institute, UK
RISE Research Institutes of Sweden, SE
WEGEMT, EU
Classification Societies: Bureau Veritas, FR
Lloyd's Register, UK
DNV GL, NO
RINA, IT
Energy Suppliers: European Petroleum Refiners Association, EU
Engineering: MEC Marine Engineering, EE
International Organisations: CCNR, FR
Maritime Cluster:
Irish Maritime Development Office, IE. Lighthouse, SE
Maritime Cluster Organisation: Deutsches Maritimes Zentrum e.V., DE
Maritime Cluster Representatives: Fondazione CS Mare, IT
Maritime Equipment Manufacturer:
Wärtsilä, Norsepower, ABB Oy Marine and Ports
One Sea Ecosystem and NAPA Safety Solutions, FI
Airseas, FR
MAN Energy Solutions and Orcan Energy AG, DE
Eekels Technology and Bosch Rexroth, NL
Kongsberg Maritime, NO
IB Marine, IT
Port Research:
Fundación Valenciaport, ES
Ports
Port of Le Havre, FR
Port of Amsterdam and Port of Rotterdam, NL
European Federation of Inland Ports (EFIP),
Federation of European private port companies
and terminals and European Sea Ports
Organisation, EU
Research:
Schiffbautechnische Versuchsanstalt in Wien, AT
Magellan Association, BE
Bulgarian Ship Hydrodynamics Centre, BG
Engitec Systems International Ltd, CY
VTT Technical Research Centre of Finland, FI
CEREMA, FR
Centre of Maritime Technologies, BALance and
HSVA, DE
Centre for Research and Technology Hellas, EL
CNR and Cetena, IT
MARIN and TNO, NL
Aimen, Soermar and Fundacíon Valenciaport, ES
SSPA Sweden AB, SE
Sintef, NO
ECMAR, EU
Shipowners:
Royal Association of Netherlands Shipowners,
Van Oord, Wagenborg Shipping, Jumbo
Maritime, Spliethoff, NL
UK Chamber of Shipping, UK
Royal Belgian Shipowners Association, BE
Croatian Shipowners Association, HR
Joint Cyprus Shipowners' Association, CY
Maersk, DK
Finnish Shipowners' Association, FI
Ponant, Armateurs de France, FR
Union of Greek Shipowners, EL
Malta International Shipowners' Association, MT
The European Inland Waterway Transport
Platform, European Tugowners Association,
European Community Shipowners' Association,
European Dredging Association and CLIA,
Intercargo, EU
Shipyards:
Uljanik Shipyard Group, HR
Naval Group and Chantiers de l'Atlantique, FR
Meyer Werft Shipyard Group, MV Werften, DE
Damen Shipyard Group and Royal IHC, NL
Navantia, ES
Fincantieri and Cantiere Navale Vittoria, IT
Shipyards and Maritime
Equipment Manufacturers:
Danish Maritime, DK
GICAN, FR
VSM, DE
Assonave, IT
Netherlands Maritime Technology, NL
Polish Maritime Technology Forum, PL
Associação das Indústrias Navais, PT
ANCONAV, RO
SEA Europe, EU
Waterway Authorities: Inland Navigation Europe, EU
NOTES & REFERENCE
1 https://en.wikipedia.org/wiki/Environmental_impact_of_shipping
2 https://ec.europa.eu/commission/presscorner/detail/en/ip_19_6691
3 https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN
4 https://unfccc.int/process-and-meetings/the-parisagreement/the-paris-agreement
5 https://www.ipcc.ch/sr15/
6 http://www.imo.org/en/MediaCentre/PressBriefings/Pages/06GHGinitialstrategy.aspx
7 https://ec.europa.eu/commission/presscorner/detail/en/IP_19_6837
8 https://www.ccr-zkr.org/files/documents/dmannheim/Mannheimer_Erklaerung_en.pdf
9 http://data.consilium.europa.eu/doc/document/ST-13745-2018-INIT/en/pdf
10 http://www.europarl.europa.eu/doceo/document/B-8-2019-0079_EN.html?redirect
11 https://www.europarl.europa.eu/news/en/pressroom/20191121IPR67110/the-european-parliamentdeclares-climate-emergency
12 https://www.europarl.europa.eu/doceo/document/TA-9-2019-0078_EN.html
13 https://www.un.org/sustainabledevelopment/infrastructure-industrialization/
14 https://www.un.org/sustainabledevelopment/climatechange/
15 https://www.un.org/sustainabledevelopment/oceans/
16 https://public.wmo.int/en/media/press-release/globalclimate-2015-2019-climate-change-accelerates
17 https://unctad.org/en/PublicationsLibrary/rmt2019_en.pdf
18 An overview of relevant actions foreseen in the European Green Deal is attached in Annex B.
19 https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:52018DC0773&from=EN
20 https://ec.europa.eu/clima/policies/eu-climate-action/law_en
21 https://ec.europa.eu/info/sites/info/files/europeangreen-deal-communication_en.pdf
22 https://ec.europa.eu/info/sites/info/files/cwp_2020_new_policy_objectives_factsheet_en.pdf
23 https://ec.europa.eu/environment/air/index_en.htm
24 The contracting parties to the Barcelona Convention
have agreed in December 2019 to finalise a joint and
coordinated proposal to the IMO in 2022 requesting the
possible designation of an ECA for sulphur oxides in the
Mediterranean Sea. http://web.unep.org/unepmap/barcelona-convention-cop21-naples-2-5-december-2019
25 The Ambient Air Quality (2008/50/EC, as amended by
Directive (EU) 2015/1480), establishes air quality standards
for a range of pollutants, including NOx (with a specific
limit value for the protection of human health set for NO2).
26 National NOx emissions are in general covered through the
National Emission Ceilings - NEC Directive (which covers
national emissions ceilings for SO2, NOx, VOC and NH3).
Under the NEC Directive invites the Commission and the
Member States to pursue multilateral cooperation with
international organisations, including the IMO, to promote
the achievement of the objective of the said Directive, which
is to limit emissions of air pollutants from all sources
27 The Recreational Craft Directive (2013/53/EU) and
Non-road Mobile Machinery Regulation (2016/1628/EU)
regulate NOx emissions from ships by setting limit values
for exhaust emissions (including NOx) for propulsion
engines of small pleasure boats (2,5-24 m long) and inland
waterway vessels in EU watercourses respectively.
28 https://www.ipcc.ch/sr15/
29 https://www.ipcc.ch/2019/09/25/srocc-press-release/
30 https://www.bloomberg.com/news/articles/2019-01-23/germany-s-dried-up-rivers-cut-growth-but-the-reboundis-coming
31 http://www.waterborne.eu/media/35860/190121-waterborne_sra_web_final.pdf
32 https://www.maersk.com/news/2018/12/04/maersk-setsnet-zero-co2-emission-target-by-2050
33 http://www.inlandnavigation.eu/media/92406/Futureproof-shipping-presentation-191016.pdf
34 https://www.ecsa.eu/news/european-shipping-industrywelcomes-european-green-deal
35 https://worldmaritimenews.com/archives/290006/cmbto-operate-zero-emission-fleet-by-2050/
36 SEA Europe, White Paper, Maritime Technology in Europe: A Strategic Solution Provider for Major Societal Challenges,
2019
37 http://www.seaeurope.eu/ClientData/181/658/348940/3665/4/191213%20Green_Deal_Press_Release.pdf
38 https://ec.europa.eu/epsc/sites/epsc/files/epsc_cleantransport-at-sea.pdf
39 http://isdp.eu/content/uploads/2018/06/Made-in-China-Backgrounder.pdf
40 https://www.oecd.org/finance/Chinas-Belt-and-Road-Initiative-in-the-global-trade-investment-and-financelandscape.pdf
41 SEA Europe, White Paper, Maritime Technology in Europe:
A Strategic Solution Provider for Major Societal Challenges,
2019
42 https://ec.europa.eu/transport/modes/maritime_en
43 https://ec.europa.eu/transport/modes/maritime_en
44 https://ec.europa.eu/epsc/sites/epsc/files/epsc_cleantransport-at-sea.pdf
45 Internal Wärtsilä calculations based on proprietary Clarksons data.
46 https://ec.europa.eu/clima/news/commission-publishesinformation-co2-emissions-maritime-transport_en
47 https://www.transportenvironment.org/sites/te/files/publications/Study-EU_shippings_climate_record_20191209_final.pdf
48 https://theicct.org/news/study-global-shippingemissions-rise
49 https://ec.europa.eu/clima/news/commission-publishesinformation-co2-emissions-maritime-transport_en
50 https://mrv.emsa.europa.eu/#public/emission-report
51 https://www.cedelft.eu/en/publications/2056/updateof-maritime-greenhouse-gas-emission-projections
52 http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Documents/Third%20
Greenhouse%20Gas%20Study/GHG3%20Executive%20Summary%20and%20Report.pdf
53 COM(2013) 918 final ‘ Communication from the
Commission to the European Parliament, the Council,
the European Economic and Social Committee and the
Committee of the Regions - a Clean Air Programme for
Europe’
54 The potential for cost effective air emission reductions
from international shipping through designation of
further Emission Control Areas in EU waters with focus
on the Mediterranean Sea.” http://www.iiasa.ac.at/web/home/research/researchPrograms/air/Shipping_emissions_reductions_main.pdf
55 https://ec.europa.eu/info/sites/info/files/europeangreen-deal-communication_en.pdf
56 E.g. IMO, IAEA, UNFCC, IACS, ISO
57 E.g. ERDF, HELCOM, OSPAR, Barcelona Convention and
other regional organisations
58 E.g. Maersk, the world’s largest container shipping company, has pledged to operate carbon neutral vessels
from 2030
59 http://www.imo.org/en/OurWork/Environment/PollutionPrevention/AirPollution/Pages/Greenhouse-Gas-Studies-2014.aspx
60 https://en.wikipedia.org/wiki/Environmental_impact_of_shipping
61 https://www.theguardian.com/environment/2009/apr/09/shipping-pollution
62 https://www.iiasa.ac.at/web/home/research/researchPrograms/air/Shipping_emissions_reductions_main.pdf
63 In accordance with Directive 2008/56/EC establishing a framework for community action in the field of marine
environmental policy (Marine Strategy Framework Directive),
Member States have to achieve good environmental status
of their marine waters by 2020. This includes, according to
one of the 'descriptors' provided in the Directive, EU rules
on different sectors or modes of transport. It is important
to note that the same Directive gives an indicative list of
pressures and impact that should be taken into account to
guide progress towards establishing a good environmental
status – and one of the pressures specifically referred to in its
Annex III is shipping. 64 Source PROMINENT Deliverable D6.3&D6.5
65 CE Delft, Update of Maritime Greenhouse Gas Emission Projections, 2019
66 https://www.marineinsight.com/main-engine/the-mostpopular-marine-propulsion-engines-in-the-shippingindustry/
67 https://www.eea.europa.eu/data-and-maps/indicators/transport-emissions-of-air-pollutants-8/transportemissions
of-air-pollutants-8
68 https://www.iiasa.ac.at/web/home/research/researchPrograms/air/Shipping_emissions_reductions_main.pdf
69 https://www.iiasa.ac.at/web/home/research/researchPrograms/air/Shipping_emissions_reductions_main.pdf
70 https://worldmaritimenews.com/archives/205936/imodesignates-north-sea-baltic-sea-as-neca/
71 https://ec.europa.eu/transport/modes/inland_en
72 https://ec.europa.eu/inea/en/horizon-2020/projects/h2020-transport/waterborne/prominent
73 Source PROMINENT Deliverable D6.3&D6.5
74 Applied shadow prices (2018):
NOx:16,192 euro/ton, Ricardo-AEA Update Handbook
External costs of Transport, EC DG MOVE, 2014
PM: 63,778 euro/ton, Ricardo-AEA Update Handbook
External costs of Transport, EC DG MOVE, 2014
CO2: 33 euro/ton, Guide CBA DG Regio
75 https://ec.europa.eu/environment/marine/eu-coastand-
marine-policy/marine-strategy-framework-directive/index_en.htm
76 Review of the 2015 guidelines for exhaust gas cleaningsystems (Resolution MEPC.259(68))
77 http://www.imo.org/en/OurWork/Environment/BallastWaterManagement/Pages/Default.aspx
78 https://clearseas.org/en/blog/importance-ballast-watermanagement/
79 https://clearseas.org/en/blog/importance-ballast-watermanagement/
80 https://www.researchgate.net/publication/271179593_Marine_Fouling_An_Overview/link/54bf69850cf28ce68e6b4e8d/download
81 Oxford Economics, The Economic Value of the EU
Shipping Industry (London, Oxford Economics, 2020)
82 Oxford Economics, The Economic Value of the EU shipping industry, (London, Oxford Economics, 2020)
83 https://ec.europa.eu/epsc/sites/epsc/files/epsc_cleantransport-at-sea.pdf
84 In comparison, SEA Europe member countries generate an annual average production value of €47.1 billion and employ
313,000 people. See BALance, “European Shipbuilding Supply
Chain Statistics”, May 2019.
85 https://ec.europa.eu/transport/modes/maritime/ports/ports_en
86 https://ec.europa.eu/epsc/publications/strategic-notes/clean-transport-sea_en
87 https://eu2020.hr/Home/OneNews?id=210
88 https://irena.org/-/media/Files/IRENA/Agency/Publication/2019/Sep/IRENA_Renewable_Shipping_Sep_2019.pdf
89 http://www.waterborne.eu/media/35860/190121-waterborne_sra_web_final.pdf
90 http://www.inlandnavigation.eu/media/88852/SRANOTES20190121.pdf
91 http://www.waterborne.eu/media/100202/191122-waterborne-technical-research-agenda_ss_final.pdf
92 https://ec.europa.eu/transport/sites/transport/files/studies/internalisation-study-exec-summaryisbn-978-92-76-03080-5.pdf
93 https://ec.europa.eu/transport/modes/maritime_en
94 https://ec.europa.eu/transport/modes/inland_en
95 Inland Navigation Europe
96 https://ec.europa.eu/eurostat/statistics-explained/index.php?title=Glossary:Gross-gross_weight
97 https://cruising.org/-/media/research-updates/research/economic-impact-studies/contribution-of-cruise-tourismto-the-economies-of-europe-2017.pdf
98 Maritime Technology Sector in Europe: A Strategic Solution Provider for Major Societal Challenges, SEA
Europe, 2019
99 https://www.nature.com/articles/s41467-017-02774-9.epdf?shared_access_token=zdv4XaDHZS6x19r_ X6YC79RgN0jAjWel9jnR3ZoTv0Px8RutgA7iuV6ZM8RzZ7iaqYBGD8a47j9LNwEwIIzUznILKkm8PU-ZT
JK413bybPUHBbHoQKfzgs9rjNos2FiNsXgvL_it_5p5LewsdP20AEWBJxbXKeW9uIwJmQLlGr8%3D
100 https://www.globalmaritimeforum.org/news/the-scaleof-investment-needed-to-decarbonize-internationalshipping/
101 https://ec.europa.eu/info/sites/info/files/europeangreen-deal-communication_en.pdf
102 https://ec.europa.eu/clima/policies/innovation-fund_
en#tab-0-0
103 https://ec.europa.eu/info/sites/info/files/innovation_and_modernisation_fund_ema.pdf
104 https://ec.europa.eu/inea/connecting-europe-facility/cef-transport
105 https://ec.europa.eu/inea/en/connecting-europefacility/cef-transport/apply-funding/blending-facility
106 https://ec.europa.eu/regional_policy/en/funding/erdf/
107 https://ec.europa.eu/commission/news/investmentplan-europe-ing-and-eib-provide-eu110m-spliethoffsgreen-shipping-investments-2019-feb-28_en
108 https://ec.europa.eu/easme/en/section/life/lifelegal-basis
109 https://irena.org/-/media/Files/IRENA/Agency/Publication/2019/Sep/IRENA_Renewable_Shipping_Sep_2019.pdf
110 https://www.ecsa.eu/news/ecsa-supportsestablishment-co-programmed-partnership-zeroemission-waterborne-transport
111 Developed in the Strategic Research and Innovation
Agenda.
112 SRIAto be finalised by end of summer 2020
113 Such as the IMO, ESSF, EPF (European Ports Forum), CCNR, CESNI, Naiades II implementation group etc.
114 http://www.inlandnavigation.eu/media/88852/SRA-20190121.pdf
115 https://www.martera.eu/start
116 http://www.waterborne.eu/media/87917/190501-pressrelease-waterborne-tp-hydrogen-based-fuels-and-thewaterborne-transport-sector.pdf
117 http://www.waterborne.eu/media/100199/191126-pressrelease-waterborne-tp-the-future-of-the-europeanwaterborne-transport-sector.pdf
SOLAR
+ HYDROGEN - The
'Energy Observer' is a floating laboratory, converted from an ocean racing
yacht, powered by sails, to solar and sail power, with onboard hydrogen
generation and storage, with a fuel cell to turn back into electricity for
her motors. At present this little beauty is about 1 knot slower than PlanetSolar
below, but is the subject of ongoing development. She is not yet a ZEWT
contender, as in commercial shipping, where 10 knots is the target speed. The collapsible sails contribute around 5% of propulsive force.
|
