Genoa– A few days ago,Matteo Catani, the general manager ofGNV, learned that Chinese shipyards will deliver the two liquefied natural gas (LNG) ferries ordered by the company 11 months ahead of schedule. Consequently, the first vessel is expected to arrive in Italy by the end of the year, with the second following in mid-next year.

While this efficiency is good news, it presents a challenge: within ten months,GNVwill need to manage a ferry designed to operate on LNG, although it can also use traditional fuel. However, as Catani pointed out, Italian port infrastructures are not yet ready for LNG refueling. He is therefore calling on the government and institutions to modernize port infrastructures, adopt « cold ironing, » and develop a low environmental impact distribution network, including LNG.

A Delay That Hinders LNG Ferry Operations

Currently, several LNG-powered cruise ships, such as those from Costa andMSC, refuel in Spain and France, incorporating these stops into their itineraries. In contrast, ferries, which operate on fixed routes between two ports, rely on refueling being available at each terminal. « Italy is lagging behind, » laments Catani, who also sits on the board of Assarmatori. He specifies that GNV could reposition these ferries on routes like Barcelona-Balearic Islands, where refueling is feasible, but this would require a reevaluation of organization, promotion, and investments.

« Ships do not move on a map like Risk pieces, » he adds, emphasizing the costs and human impact of such decisions. In the past, there was a dilemma: should LNG ships be built first or the refueling infrastructures? Today, the ships exist, but the terminals are still absent in Italy.

An Urgent Energy Transition for the Maritime Sector

Beniamino Maltese, vice president of Confitarma, reminds us that most orders for large vessels now involve units powered by LNG or methanol. « Italy, which has the third-largest coastal infrastructure in the world, should integrate storage facilities and terminals into its port plans. Especially since approval timelines are often longer than construction times, » he explains. He proposes a 5.0 energy transition plan to encourage the use of alternative fuels and the construction of gas refueling ships, as countries like the Netherlands and Norway are already doing.

Insufficient Infrastructure and Slow Administrative Processes

In Italy, approval processes are hindering the development of infrastructures. Port authorities, institutions, and professional associations have defined guidelines for LNG refueling, but these still need validation from fire departments before being approved by the Ministry of Transport and implemented by the Port Authorities. According to Dario Soria, general director of Assocostieri, Italy could already ensure an annual supply of 500,000 tons of LNG, but in 2024, only 3,000 tons are allocated for maritime transport, compared to 150,000 tons for road transport.

Beniamino Maltese, Vice President of Confitarma, Reminds Us That Most…

Currently, only four infrastructures are operational (Ravenna, Marghera, Oristano, and Brindisi), while regasification projects in Panigaglia and Livorno are expected to be validated by mid-year. The terminal in Vado Ligure, however, remains without a clear outlook.

Need for Investments in Maritime Logistics

In addition to land infrastructures, Italy must invest in the construction of refueling barges. Although some shipowners, such as Cosulich in Genoa and Axpo in Naples, have begun investing in this sector, their development has lagged behind other countries due to regulatory uncertainties. However, with the expected growth of the LNG fleet, these bunkering vessels will be essential.

Maltese also warns of the importance of ensuring a national gas distribution network. With rising trade tensions, what is currently a standardized supply could become more expensive and harder to access in the future.

A Necessary Evolution to Meet Environmental Standards

LNG is currently the preferred fuel for shipowners to comply with international and European environmental regulations. The International Maritime Organization (IMO) aims for complete decarbonization of the sector by 2050. LNG, along with methanol, is considered a transitional fuel before the adoption of zero-carbon solutions such as biogas and synthetic gas. The « Fuel EU » directive encourages shipowners to use LNG until 2039.

According to the latest report from Assocostieri, the number of LNG vessels is expected to increase from 869 to 1,271 by 2030. In 2024, 70% of new orders will involve dual-fuel vessels (LNG and traditional fuel), particularly in container and vehicle transport.

Globally, 198 LNG refueling terminals are already operational, with 78 more in development. Of these infrastructures, 70 already allow for biogas refueling. In Italy, only two depots are currently in service (Ravenna and Oristano Higas), three others are authorized (Oristano Edison, Marghera, Brindisi), while the one in Vado Ligure is under approval and the one in Crotone is undergoing environmental assessment.

A Transition That Needs to Be Accelerated

Maltese Also Warns of the Importance of Ensuring a National Distributi…

Italy’s delay in LNG refueling could hinder the development of its maritime industry. It is imperative to expedite administrative procedures and invest in suitable infrastructures. Without this, shipping companies may have to adjust their routes or operate elsewhere, to the detriment of Italian ports and their competitiveness on the international stage.