Advancing Towards Carbon Neutrality in the EU Fisheries Sector
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Leading the Race To Zero In The Fisheries Sector
Towards a Carbon Neutral Aquatic Food Production
The sector’s perspective
Jérôme Jourdain
Union des Armateurs à la Pêche de France - UAPF
The maritime
sector must
reduce its GHG
emissions
Where to place EU fisheries sector ?
The
Paris Agreement (2015)
brings all nations to undertake ambitious
efforts to
combat climate change and adapt to its effects
Two options :
Follow the IMO targets
: 40% less emissions in 2030 compared to
2008; 50% less in 2050 ;
Be subject to
European or national measures
that tend towards
neutrality in 2050, with environmental taxation of fuels or fuel
consumption reduction targets
EU Green Deal, « Fit for 55 », etc.
Continuous decline
CO2 emissions
from EU fleet :
-50% in 2017
compared to 1990
EU rules for managing the capacity of the EU fishing fleet
: engine power
was only 59% of the engine power recorded in 1990
It is undeniable that
technological progress has improved the efficiency of
EU fishing vessels since 1990
EU Fishing sector has already come a long way to reduce Carbon Aquatic Food Production
What is being
done to reduce
individual fishing
emissions ?
Current viable options
Equipment
: bulbous bow, propeller, rudder, etc.
Exploitation
: lube, antifouling new generation, etc.
Fishing gears
: new trawl net, reduction of the weight of the
panels, with flaps or detached from the bottom, etc.
Vessel construction
: interverted bow and new engine
technologies (currently limited), like hybrid Diesel-electric.
How « mature »
are the
technologies for
a total Carbon
neutral ?
Fishing vessels can make progress in fuel consumption and engines can
still be optimised
…
… but this is far from a real « break » in engine research & innovation !
New EMFAF (2021-2027) list «
energy efficient technologies
» that
lead to less CO2 emission :
Liquefied natural gas (LNG)
Liquefied biogas (LBG)
Hydrogen
Fuel cells, Electricity:
Hybrid (Electricity + combustion)
Biofuel
Is this the right timeframe to be incentive ?
Hydrogen and
Electricity still
offers little
autonomy
Specialists talk about a storage volume multiplied by 10 or 17 to
equal diesel in autonomy
Lack of technology and infrastructure to store on board and on
land where needed (i.e. in all ports and fishing landing places)
Technology is not adapted to all fishing types : more expensive,
lack of autonomy for trips over 1 day or wider range
Fuel cells not yet adapted to all engine powers, all fleets
Hydrogen production on board? Currently being tested (in France)
Regulatory limitations to be removed
« Karoline » Norway's first electrically powered
inshore
fishing boat. (Pic : Selfa Arctic)
« Efinor », French ship project (
demonstrator
)
equipped with a 480 kW battery
The hydrogen fuel cell onboard
« Cresus » vessel (Pic: CRPMEM NA)
LNG held back
by the Gross
Tonnage
constraint
Mature technology available for vessels.
Limitations :
Engines are not available for all fishing vessels (space on board and
cost)
Regulation does not allow the storage on board of LNG cylinder
Need for a specific tank with a security perimeter + a dedicated crew
member on board
Safety regulations are not adapted, and given the volume required
(2 to 3 times more than diesel), larger boats are needed
The need to increase the tonnage
to adopt architectures or
technologies that minimize environmental impacts
,
is in
particular not a motivation for which the CFP done right
Delivered on March 2021, the
Norvegian
pelagic
LNG vessel « Libas » has started its career in the
Barents Sea (
Pic : Cemre shipyard)
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Hybrid
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More mature technology, the most accessible to date
But hybrid diesel-electricity is still not very successfull :
Lack of experience
Larger engine
Additional construction costs (approx. 20%)
Useful for highly variable power requirements (pots, seine,etc.)
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French austral longliner « Ile de la
Réunion II », 62.8 meters delivered in
2018. Equipped by two 900kW diesel-
electric propulsion units
Review from
the fisheries
sector’s
perspective
Timetables for decarbonising or more drastically limiting the
CO2/GHG emissions from activities are accelerating,
Fisheries sector must therefore
anticipate future legal or fiscal
constraints
, whether national, European or international
Lack of mature alternative technologies
or those adapted to the
size of the fishing vessels :
what can be deployed on shiping
vessels cannot necessarily be deployed on fishing vessels
;
Some solutions presented for fisheries are not solutions :
Reduce vessel’s speed, ban and use unique fishing gear, fish closer to
the coast, etc.
Taxing fuel cannot be an incentive without real alternatives
, and
will only lead to the loss of profitability (and the EU food autonomy)
to invest in new vessels (
and their capacity to assume their energy
transition
).
Review from
the fisheries
sector’s
perspective
Many projects remain at the study stage, in line with some difficulties:
One of the major difficulties is financing a vessel with new engine technology :
the
risks are high for shipowners
who cannot be first to test and « pay the
price » for a new technology ;
Public funds are mainly directed to research projects (
not to cover the risk take
from shipowner
) ;
Management capacities of the GT and the engine powers
:
both were originally
designed to regulate the evolution of capacities supposedly reflected the
fishing capacities (CFP)
, and not the emission of GHG, including CO2 ;
It is not possible to replace a vessel with a larger one with the same hold
capacity,
which prevents any attempt to move intermediate to other
fuels/propulsion engine ;
What logistics for marketing? How to equip the ports (charging station, LNG
storage, maintenance, etc.)
Crew training adaptation
Recommendations
on how can we
progress
(1)
We’ll not be able to encourage shipowners to invest in
technologies that are not yet mature
(2)
Lack of a real inventory of possible improvements, according to
experts, and of the costs/benefits of these solutions, including
for yachting and shipping
(3)
Improve discussions at EU level between policymakers,
engine manifacturerers and representatives from the
fisheries (as event organized today)
(4)
Need to a real investigation of the degree of maturation of
these technologies and their degree of adaptation/limitation
=
finding solutions to common difficulties
How to respond to these limitations and how to progress collectively?
Union des
Armateurs à la
Pêche de France
Jérôme Jourdain
jj@uapf.org
Thank you
The EU fisheries sector is making strides towards carbon neutrality, with a focus on reducing greenhouse gas emissions and adopting energy-efficient technologies. Efforts include decreasing CO2 emissions from fishing fleets, implementing regulations for vessel capacity, and exploring innovative equipment and propulsion systems. Challenges remain in achieving total carbon neutrality, but advancements in energy-efficient technologies like LNG, LBG, hydrogen, and biofuels offer promising solutions for a sustainable aquatic food production future.
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Presentation Transcript
Leadingthe Race To ZeroIn The FisheriesSector Towardsa CarbonNeutralAquaticFood Production The sector sperspective J r me Jourdain Union des Armateurs a la P che de France - UAPF
Whereto place EU fisheries sector? The maritime sectormust reduceitsGHG emissions The Paris Agreement (2015) bringsall nations to undertake ambitious efforts to combat climate change and adapt to its effects Two options : Follow the IMO targets: 40% lessemissionsin 2030 comparedto 2008; 50% lessin 2050 ; Be subject to European or national measures that tend towards neutrality in 2050, with environmental taxation of fuels or fuel consumptionreduction targets EU Green Deal, Fit for 55 , etc.
EU Fishing sector has alreadycome a long way to reduce Carbon Aquatic Food Production Continuousdecline CO2 emissions fromEU fleet: -50% in 2017 comparedto 1990 EU rules for managingthe capacity of the EU fishing fleet: enginepower wasonly59% of the enginepower recorded in 1990 It is undeniablethattechnological progress has improved the efficiencyof EU fishing vesselssince 1990
Current viable options Equipment: bulbous bow, propeller, rudder, etc. Exploitation : lube, antifoulingnew generation, etc. Fishing gears: new trawl net, reduction of the weight of the panels, withflapsor detached from the bottom, etc. Whatisbeing doneto reduce individualfishing emissions? Vesselconstruction : interverted bow and new engine technologies (currently limited), likehybrid Diesel-electric.
Fishingvessels canmakeprogress in fuel consumptionand enginescan stillbe optimised but this isfar from a real break in engineresearch & innovation ! How mature are the technologies for a total Carbon neutral? New EMFAF (2021-2027) list energyefficient technologies that lead to less CO2 emission : Liquefiednatural gas (LNG) Liquefiedbiogas(LBG) Hydrogen Fuel cells, Electricity: Hybrid (Electricity+ combustion) Biofuel Is this the right timeframe to be incentive ?
Specialiststalk about a storagevolume multiplied by 10 or 17 to equal diesel in autonomy Lackof technologyand infrastructure to store on board and on land where needed (i.e. in all ports and fishinglanding places) Technologyis not adaptedto all fishingtypes : more expensive, lackof autonomyfor trips over 1 dayor wider range Hydrogenand Electricitystill offerslittle autonomy Fuel cellsnot yet adapted to all enginepowers, all fleets Hydrogen production on board? Currently being tested (in France) Regulatorylimitations to be removed Karoline Norway'sfirst electricallypowered inshorefishingboat. (Pic : Selfa Arctic) Efinor , French ship project (demonstrator) equippedwitha 480 kW battery The hydrogenfuel cell onboard Cresus vessel (Pic: CRPMEM NA)
Mature technologyavailablefor vessels. Limitations : Enginesare not available for all fishingvessels(space on board and cost) Regulationdoes not allow the storage on board of LNG cylinder Need for a specifictank with a securityperimeter+ a dedicated crew member on board LNG heldback by the Gross Tonnage constraint Safetyregulationsare not adapted, and giventhe volume required (2 to 3 times more thandiesel), largerboatsare needed The need to increasethe tonnage to adoptarchitectures or technologies thatminimizeenvironmentalimpacts, is in particularnot a motivation for which the CFP done right
Delivered on March 2021, the Norvegian pelagic LNG vessel Libas has started its career in the Barents Sea (Pic : Cemre shipyard) Delivered on September 2020, the French pelagic vessel Scombrus is technically limited to a double hybrid engine diesel-electricity (Pic : France P lagique)
More mature technology, the most accessible to date But hybrid diesel-electricityis stillnot very successfull : Lack of experience Larger engine Additional construction costs(approx. 20%) Hybrid (Electricity+ combustion) Usefulfor highlyvariable power requirements (pots, seine,etc.) French trawler Arp ge , 24 meters, delivered in 2015 for a total cost 8.2 millions euros (demonstrator) French austral longliner Ile de la R union II , 62.8 meters delivered in 2018. Equipped by two 900kW diesel- electric propulsion units
Timetables for decarbonising or more drastically limiting the CO2/GHGemissionsfrom activitiesareaccelerating, Fisheries sector must therefore anticipate future legal or fiscal constraints,whethernational,Europeanorinternational Reviewfrom the fisheries sector s perspective Lack of mature alternative technologies or those adapted to the size of the fishing vessels : what can be deployed on shiping vessels cannotnecessarilybe deployed onfishingvessels ; Somesolutionspresented forfisheries arenotsolutions: Reduce vessel s speed, ban and use unique fishing gear, fish closerto the coast, etc. Taxing fuel cannot be an incentive without real alternatives, and will only lead to the loss of profitability (and the EU food autonomy) to invest in new vessels (and their capacity to assume their energy transition).
Manyprojects remainat the study stage, in line with some difficulties: One of the major difficultiesisfinancing a vesselwith new enginetechnology: the risksare high for shipownerswho cannot be first to test and paythe price for a new technology; Public funds are mainlydirected to research projects(not to cover the risktake fromshipowner) ; Management capacitiesof the GT and the enginepowers: both were originally designedto regulate the evolution of capacitiessupposedlyreflectedthe fishingcapacities(CFP), and not the emissionof GHG, includingCO2 ; It isnot possible to replace a vesselwith a larger one with the same hold capacity, which prevents any attempt to move intermediate to other fuels/propulsion engine; What logisticsfor marketing? How to equipthe ports (chargingstation, LNG storage, maintenance, etc.) Crew training adaptation Reviewfrom the fisheries sector s perspective
How to respond to these limitations and how to progress collectively? (1) We ll not be able to encourage shipowners to invest in technologiesthatarenotyet mature (2) Lack of a real inventory of possible improvements, according to experts, and of the costs/benefits of these solutions, including foryachtingandshipping Recommendations on how canwe progress (3) Improve discussions at EU level between policymakers, engine manifacturerers and fisheries (as eventorganizedtoday) representatives from the (4) Need to a real investigation of the degree of maturation of these technologies and their degree of adaptation/limitation = finding solutions to common difficulties
Union des Armateurs la P che de France Thankyou J r me Jourdain jj@uapf.org
