{"id":45575,"date":"2021-10-19T11:56:00","date_gmt":"2021-10-19T10:56:00","guid":{"rendered":"https:\/\/cero2050.es\/?page_id=45575"},"modified":"2025-08-23T15:02:20","modified_gmt":"2025-08-23T14:02:20","slug":"hive2-posicionamiento","status":"publish","type":"page","link":"https:\/\/cero2050.es\/en\/projects\/hive\/hive2-proposal\/","title":{"rendered":"HIVE2 positioning"},"content":{"rendered":"
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01<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Introduction and objectives<\/span> <\/span><\/h4>\n<\/div>\n<\/div>\n<\/div>\n
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02<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Context<\/span><\/h4>\n

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World market today. Regulation affecting emissions from maritime transport. Alternative fuels. <\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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03<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Positioning<\/span>HIVE2 <\/span><\/h4>\n<\/div>\n<\/div>\n<\/div>\n
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LNG as a gateway to renewable gases. Bases of the strategy. Formulation. Objectives and tools <\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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Competitive analysis<\/span><\/h4>\n<\/div>\n<\/div>\n<\/div>\n
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Competitive situation of the Spanish gas infrastructures in the international context.<\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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05<\/strong><\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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Action plan<\/span><\/h4>\n

Investment Plan <\/span><\/h4>\n<\/div>\n<\/div>\n<\/div>\n
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Possible lines of action.<\/span><\/p>\n

Investment plan based on an internal study of the <\/span>demand Hive2.<\/a> <\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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INTRODUCTION<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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After the publication in October 2014 of Directive 2014\/94 of the European Parliament and Council l<\/span>Member states individually addressed the deployment of supply infrastructures<\/span>ro and the development of the market for alternative fuels for transportation.<\/span> <\/span><\/p>\n

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In compliance with the Directive, each member state developed its National Action Framework (MAN) promoted by an Interministerial Group. According to the last monitoring report of the MAN[1], the objectives established for the maritime sector have been largely achieved, since the main objective in this area was the deployment of LNG supply points for maritime consumption in all the Spanish ports of the main European transport network before the year 2025. Today it is feasible to supply ships, in the tanker mode -TTS and MTTS- in practically the entire Spanish port system and in its STS mode on the Mediterranean fa\u00e7ade. Among other initiatives, the CORE LNGas Hive project stands out for its scope, budget and public-private collaboration, which has decisively contributed to the objectives of the MAN.<\/span><\/p>\n

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In December 2019 the president of the European Commission presented the<\/span> Green Pact<\/strong> of the European Union, a plan that accelerates the European commitment towards sustainability and includes fifty specific actions to fight climate change, aspiring to make Europe the first climate-neutral continent in the year 2050. This initiative addresses a review plan of all the recommendations and regulations that affect climate change, tackling - with greater ambition than until now - transport emissions<\/span><\/p>\n

maritime, having started among others: revision of the Alternative Fuels Directive, a new directive on the market of marine fuels, MRV Directive, the regulation of fuel taxes, etc. <\/span><\/p>\n

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Traditionally, Europe has promoted maritime transport policies from the IMO because it is a globalized sector. Although the IMO has on its agenda to incorporate the sector within the framework of the Paris Agreements, with important decisions planned for the year 2023, Europe could address from its scope some measures that exceed the<\/span><\/p>\n

IMO agenda.<\/span><\/p>\n

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[<\/a>1] Report on the application of the National Action Framework for Alternative Energies in Transportation December2019 <\/a><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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In this context, and to avoid debates on regulatory uncertainties, which prolong the current state called "wait and see" in which we find ourselves, we can establish some premises that, being valid today, will also be valid in the future, allowing us to frame the formulation of the HIVE2 positioning:<\/p>\n<\/div>\n<\/div>\n<\/div>\n

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  1. The decarbonisation of maritime transport must begin now.    <\/li>\n
  2. The chosen solutions must allow significant levels of decarbonisation in the useful life of the ship 25-30 years. This is a ship built in 2025 should have the ability to fully reduce its emissions by 2050.<\/span><\/li>\n
  3. Shipowners \/ investors betting on new alternatives expect their decisions to be safe, competitive and profitable.<\/li>\n
  4. The decarbonisation objective of the maritime sector is framed within a global objective, but maritime transport accounts for only 3% of global CO2 emissions, so the solution will largely depend on the developments achieved in the land area.<\/li>\n<\/ol>\n

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    Goals<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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    It is from this context that a proposal for the deployment of LNG for maritime transport in Spain with a 2030 horizon, called HIVE2 positioning<\/strong>. This exercise is an opportunity to review the role of LNG as a viable transition technology towards decarbonization. This agreed positioning will make it possible to influence the future regulatory development of alternative fuels, as well as to guide the gas sector in mobility towards a path of obligatory decarbonisation.<\/p>\n

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    The<\/span> HIVE2 positioning <\/strong>proposes to promote the adoption of <\/span>renewable gases<\/strong> in maritime transport, supporting the deployment of infrastructures, consumer vessels and the LNG service industry in Spain.<\/span><\/h5>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n
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    INTERNATIONAL CONTEXT<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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    Until the entry into force of the IMO 2020 regulations, the world bunkering market -with an approximate size of 210 Mt- was dominated by the consumption of fuel oils (HFO) with a market share close to 85%. With the new regulations, this distribution has been considerably modified, increasing the importance of diesel (MGO\/MDO) in the mix -from approximately 15 % to 25 %- and a new fuel has emerged, fuel oil 0'5% S ( called VLSFO Very Low Sulfur Fuel Oil) whose consumption is approximately 50%, as reflected in the data provided by two of the main global bunkering ports, Singapore and Rotterdam. The main bunkering supplying region is Asia, with 35 % of total fuel sales, followed by Europe with 20 % \u2013 between 50 and 53 Mt approx.- and in relation to the supply ports there is a large concentration of services in two areas, Singapore and ARA zone.<\/p>\n

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    NATIONAL CONTEXT<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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    In the Spanish market there are two large bunkering market niches: large ports with heavy freight traffic and a high number of calls that compete with the rest of the ports on the line and ports located in the large maritime corridors, which, using their anchoring areas, allow ships to climb exclusively to carry out provisioning tasks, which compete on a global level with the rest of the ports located in the large corridors. An example of the first case would be the port of Barcelona, which without making supplies at anchor, is the third port due to the supply to container ships, while an example of the second case would be Ceuta, a port with a traffic of ships and a transfer of merchandise very small, but due to its location and range of services it holds fourth position in the ranking. The two leading ports \u2013 Algeciras and Las Palmas \u2013 stand out enormously above the rest precisely because of the presence of the two types of markets. <\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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    DECARBONIZATION ALTERNATIVES FOR MARITIME TRANSPORT<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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    Considering the energy sources available for maritime transport, two alternatives seem to stand out from the rest:<\/p>\n

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    1. The use of LNG and renewable gases, of bio or synthetic origin in different proportions<\/strong><\/li>\n
    2. The use of liquid hydrogen carriers, such as ammonia or methanol <\/strong><\/li>\n<\/ol>\n

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      The dual-fuel motorization for the consumption of LNG on board and a system of certificates for the different gaseous products of renewable origin that the gas network will admit, <\/span>would allow ships powered by natural gas to add different amounts of renewable products<\/strong> that have been injected into the network to adapt to regulatory evolution in terms of CO2, <\/span>without requiring additional investments in infrastructure and supply. <\/strong> <\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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      Regardless of the origin of the hydrogen, for consumption on board it would have to be liquefied, raising the price considerably, storage would require tanks with a capacity four times higher than that currently required for conventional fuels, reducing the operational capacity of the fleet and safety requirements on board would increase markedly. Therefore, its use as a fuel in long-distance maritime transport and the large-scale transport of hydrogen itself would require liquid products that carry hydrogen, such as ammonia or methane, raising the final price of the fuel.<\/p>\n

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      Unlike the solution with renewable gases, this would imply the development of on-board supply, production and consumption equipment infrastructures, which increases the waiting time necessary to implement these solutions on a large scale.<\/strong> <\/span><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n

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      COMPARISON <\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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      HIVE2 positioning for the adoption of <\/strong><\/p>\n

      renewable gases as fuel in maritime transport<\/strong><\/p>\n<\/div>\n<\/div>\n<\/div>\n

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      The HIVE2 proposal proposes to promote the adoption of renewable gases \u2013 both biomethane and hydrogen \u2013 in maritime transport, supporting the deployment of infrastructures, consumer vessels and the LNG service industry \u2013 capable of consuming said renewable gases \u2013 with three main objectives:<\/p>\n

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