Redesigning ports in the name of decarbonisation
The high osbolescence of ports requires a clear national strategy of interventions
3' min read
3' min read
Italian ports have historically been the main gateways for energy sources, not only for the national economy, but via Genoa and Trieste also for some of the neighbouring states to which some 40 million tonnes of crude oil per year are destined.
Time series from the Bank of Italy show a declining trend in the movement of these goods and the climate neutrality policies promoted at European level will accelerate this process, which will require a significant redesign of port areas and, at the same time, offer new business opportunities.
The data emphasise that between 2001 and 2023, imports of liquid and dry bulk by sea decreased by as much as 33.2 and 35.6 million tonnes respectively, with the effect of reducing the need for space for these trades and, for example, allowing the complete conversion of the coal terminals in Genoa, Savona and La Spezia.
The phenomenon is so significant that in some contexts it has led to very significant declines in a very short time, such as in Taranto and Brindisi, which together saw a drop between 2017 and 2023 of these two traffic components equal to 6 mln tons (roughly equivalent to what was handled by three medium-sized ports such as Monfalcone, Chioggia and Gaeta). Slightly more than 3 million tonnes are those lost to Venice in the same period in these two traffic segments.
The coming into force of the European regulations, promoted as part of the broader strategies of the 'Fit for 55' package of initiatives of 2021 and the Net Zero Industry Act (NZIA) of June 2024, foresees a rapid development of energy efficiency in the manufacturing sector and the promotion of alternative fuels, leading to a foreseeable further reduction of traditional energy products handled.
