Page 38 - NAVIGATOR NL22

‘By designing the logistics chain efficiently, we can achieve much greater reductions at the macro level than is possible at the micro level by using a different type of propulsion’
One look at the pie chart with the breakdown of the CO2 emissions of the Dutch Maritime Pilots’ Organisation suffices: almost 95 percent is attributable to the diesel consumption of the ships that provide round-the-clock pilotage services in ports in the Netherlands and those on the Scheldt. This is where the greatest environmental gains can measurably be achieved. In the short term, the use of biodiesel can offer a significant contribution to this. Broers: “Doing so will allow us to achieve our first target of reducing CO2 emissions by 12.5 percent by 2025.”
MAKING SHIPS MORE ENERGY EFFICIENT
Other potential measures for further reducing CO2 emissions are more complex though. “From a safety and operational perspective, we do not want to compromise the quality of our service provision
in any way. Currently, no technological solution is yet available that allows us to operate our ships with zero emissions.” However, NLBV
is making considerable efforts to increase the energy-efficiency of its vessels. Broers mentions the Mira, the first in a proposed series of five new M-class tenders. “The ship was launched in 2020. Our aim was
to achieve lower CO2 emissions compared to previous generations of tenders by significantly reducing the weight of the tender and thus the fuel consumption. Despite all our thorough preparations, the handling characteristics however initially proved insufficient
in practice. We spent two years modifying the vessel. Now, the performance at sea meets our requirements, while we are still able to consume 30 percent less fuel.”
SEARCHING FOR THE IDEAL PROPULSION
For Broers, the Mira serves as a good example that sustainability is
not a given. “Therefore, we recently entered into a partnership with Damen Shipyards and maritime research institute MARIN. Together,
we are exploring the propulsion systems of the future: hydrogen, LNG, batteries, methanol... each of our four types of vessels may require a different solution. The tender, the pilot vessel, the fast launch craft and the swath each have their own handling characteristics and deployment profile. This may result in different choices. Once again: the main thing is that we absolutely do not want to make any concessions to the quality of our pilotage services.”
In the midst of this search for the ideal energy sources, the Dutch Maritime Pilots’ Organisation is facing the additional challenge of needing to make decisions on the renewal of the fleet. “For the replacement of the two swaths that sail in the River Scheldt region,
for example. Such new ships have a service life of fifteen to twenty years. Hydrogen or methanol based propulsion may be an option,” says Broers. “In terms of space requirements for hydrogen or methanol tanks, a swath lends itself to that.”
PUTTING OUT FEELERS ACROSS THE GLOBE
A lot of research still needs to be conducted. NLBV is carefully keeping its ear to the ground in this respect. In the Rotterdam-Rijnmond region, it for example participates in regular sessions organised by port entrepreneurs’ association Deltalinqs for exchanging experiences
38 NAVIGATOR NL 2022 N°22