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es. All the same, the answer should tend to be to banish negative repercussions by optimizing the ex- isting fleet. For the roads, the European Commission has recognized the threat and regulated the situation by introducing appropriate norms covering diesel particle filters, nitrogen oxide catalysators and fuel that is one hundred times cleaner. The same regime must apply to diesel engines in ocean shipping, and also for waterways like the Elbe, where many peo- ple to the left and right of the river are affected. A renaissance of sail is desirable. At least, however, more widespread utilization of such proven support systems as Flettner rotors or kites.
Ralf Nagel: We are open-minded on technology, be- cause just now we cannot predict which systems will gain acceptance. It is clear though that a total decarbonisation of shipping – as demanded in the IMO’s CO2 strategy – can only occur using zero-car- bon fuels, i.e. those causing no CO2 emissions. For international sea traffic and large ship main engines, such fuels and technologies are as yet non-existent. We are therefore anticipating such temporary an- swers as LNG. Electric propulsion will tend to be feasible for short routes, e.g. ferry links between
two ports, but not for Atlantic voyages. There we shall continue to need high-energy fuels. Yet these could in future be derived from regenerative energy sources – for example power-to-gas/liquid. It’s ob- vious that we need a technological revolution and state support for research & development. This is not a trip that shipping can make alone!
From 2020, CMA CGM will be the world’s first shipowner to operate mega-containerships with liquefied natural gas - LNG. Cruise ship operator AIDA are also going for LNG in future. However, many experts regard gas-fuelled engines simply as a bridging solution on the way to climate-neu- tral shipping. LNG scores with top figures on at- mospheric emissions, but on CO2 values, is only among the also-rans. Hydrogen, by contrast, does not emit CO2 or fine dust or sulphur. Is the ocean shipping industry backing the wrong horse?
Malte Siegert: The problem with the fuel cell re- mains the high energy input required to gain hy- drogen. Otherwise, car manufacturers would long ago have taken this technology further. LNG must remain a bridging technology. For all its good atmos-
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