With 350 ships, they barely represent 1% of the world maritime fleet, but they have the worst reputation. Cruise ships are not liked by everyone and their environmental impact is their Achilles heel, which has subjected them to constant and rigorous scrutiny, especially in recent years. The pressure in the cities where they stop over has become unsustainable in some places, calling into question this model of tourism. But the fact of being constantly pointed with the finger has made them react. So much so that the cruise industry is leading the most important revolution in recent times at sea: million-dollar investments in search of more sustainable and cleaner fuels, less invasive navigation systems and efficient models in water and waste management. . The most critical voices label these changes as eco-posturing, although the investments that are being made go far beyond simple greenwashing. But will this be enough to reverse his reputation?
One of the images that the World Cup in Qatar left us was the use of cruise ships such as the MSC World Europa as luxury hotels. It is not the first time that a city resorts to boats due to a lack of beds. So did Barcelona in 1992. But technology has meant that there is an abyss between the two images. The ship docked in the port of Doha and which arrived in Barcelona on Friday – where it will have its base port – is part of the pioneering fleet of ships that is revolutionizing the shipping sector with the incorporation of so-called fuel cells, batteries, electrification, new fuels such as liquefied natural gas (LNG) or exhaust gas washing (EGCS), among other aspects.
They are the spearhead with which the cruise sector wants to comply with the commitments of the so-called Green Pact, with which the European Union wants to reach zero net emissions by the autumn of 2050. The maritime transport sector in general has a role important in this pact, although in relative figures it only represents 4% of the total CO2 emissions produced by the EU, far behind the 20.5% represented by road transport, according to the latest data from the European Environment Agency . But cruise ships understand that their impact goes beyond their ecological footprint and they have put their foot on the accelerator on their path to decarbonization. Together with the Cruise Lines International Association (CLIA), the world’s largest shipping companies have committed to the so-called Fit for 55, a package of measures whose objective is to achieve a 55% reduction in emissions by 2030 (compared to to 1990 records). A midpoint on the way to the desirable neutrality.
One of the most notable achievements to date is the 25% reduction in CO2 emissions and 98% of nitrogen oxide (and sulfur oxide) in a dozen ships that run on LNG. It is not considered the definitive fuel, only a transition fuel, due to the methane emissions generated by its combustion, something not present until now. “It is a potential problem. The fuel does not burn efficiently and this methane comes out. The engine manufacturers are working on it to prevent it from happening, but even so, the reduction of air pollutants achieved with LNG is still very importantâ€, comments the vice president of sustainability of the shipping company MSC, Linden Coppell.
MSC World Europa, the Italian company’s 20th ship, is the largest LNG-powered cruise ship in the world and the latest to join that select group with which the large shipping companies want to change trends. The first was the AIDAnova, in 2018, a year before the Hurtigruten company launched the MS Roald Amundsen, the world’s first biodiesel-powered hybrid expedition ship. Precisely the Norwegian shipping company expert in expeditions is investing a package of 100 million euros in making environmental improvements in seven of its ships.
For its part, the Italian shipping company, which represents 15% of the world’s cruise business, has invested some 1,000 million euros in its flagship, which has been conceived as a laboratory in which to experiment with all environmental advances. Her engines are powered by liquefied gas, but she is also the first contemporary cruise ship to incorporate new Solid Oxide Fuel Cell (SOFC) technology.
In addition to the search for new, less polluting fuels –hydrogen, biofuels, ammonia…–, the fuel or electric cell is the other major area of ​​research. “We anticipate that the SOFC will substantially reduce greenhouse gas emissions compared to the conventional LNG engine, without producing emissions of NOx, SO3 or fine particulate matter. Furthermore, it has the advantage that it is not only compatible with LNG, but also with low and zero carbon fuels such as green methanol, ammonia and hydrogen. In the future we could also make the transition to synthetic LNG or other alternative fuelsâ€, explains Coppell, by way of example of the possibilities that open up.
In fact, his company has six new ships in its pipeline, including those of Explora Journeys, MSC’s new luxury brand, which will be built to run on hydrogen tanks. “We want the fuel cell to be able to be used by green hydrogen, but this is very difficult to achieve. There are more shipping companies interested, but you have to create demand, â€he comments. In short, it is about new technology with hybrid systems that open the door to the use of alternative fuels as soon as they are available on a large scale.
Boats that mark the road map
Until 2028, a total of 79 cruise ships will be built, the majority (93%) in European shipyards, representing an investment of 47,000 million euros. Of these, more than 15% will incorporate fuel cells and batteries, according to CLIA data. Royal Caribbean, for example, is investing 2,000 million dollars in the construction in Turku (Finland) of the Icon of the Seas, the first of the company that will work with LNG and that incorporates fuel cell technology. A state-of-the-art ship that will be the company’s benchmark in terms of sustainability, since it brings together all the pillars of the shipping company in this regard.
Another fundamental aspect refers to the mooring process. 85% of new cruise ships will be able to connect to the electricity grid, which allows engines to be turned off when they are docked and will mean a drastic reduction in emissions. Something that is not yet possible because only 7% of the ports in Europe are adapted. “The ships need 10 MW to be able to turn off the auxiliary motors –those that feed refrigerators, elevators, etc.– once in the portâ€, analyzes Alfredo Serrano, president of CLIA Spain. “And that requires significant infrastructure that may only be economically profitable for those who have boats all year round.”
