Transport & Environment (T&E), the organisation does not European Governmental Initiative promoting the reduction of emissions pollutants produced by the transport sector, rejected the Plan National Integrated Energy and Climate Initiative (PNIEC) presented by the Italian government led by Giorgia Meloni and elaborated by the Ministries of Economic Development, Environment and Infrastructure and Transport, noting that Italy lacks a effective strategy to evolve towards a green transport sector.

With regard to the decarbonisation of the transport sector, T&E's analysis notes that, as it has been, planned by the Italian government, is largely based on energy inefficients: by 2030 - explains T&E - almost two thirds of total 'renewable' energy in transport will have to be provided by bioenergy, but such a use of massive biofuel emissions expose Italy to dependence on from the import of raw materials, which today guarantees 94% of the total of the raw materials used in Italy, and potential fraud over the long supply chains. According to Transport & Environment, the significant expected use of biofuel is particularly problematic in relation to road transport, for which the organization believes that electrification is the a more mature and less emissive solution through which reduce primary energy demand at the same time, and air pollution.

T&E also notes that in Italy it is expected that e-fuels are not allocated to hard-to-abate transport sectors, but modes of transport in which the use of fuels is less appropriate: T&E's analysis notes that 93% of the e-fuels envisaged by the Italian PNIEC will be "wasted" for land transport mobility cars, buses, trucks and trains, when their use Instead, it should be used for air transport and sectors that are much more difficult to electrify and where synthetic fuels offer the most promising for their decarbonisation. The analysis denounces that There are only 29 thousand tonnes of oil equivalent in RFNBO that the Plan provides for aircraft and ships, a value reputed to be insufficient to meet the minimum requirements set by law on green fuels for aviation and transport maritime. According to T&E, it would be necessary to increase the quota RFNBO at 2% (with the application of multipliers) and decarbonise aviation and transport not road transport, and also ensure that RFNBOs account for 1.2% of transport energy as recommended by the European RED III Directive (with the application of multipliers).

T&E's analysis highlights the inefficiency of the use of synthetic fuels to power cars, which is demonstrated, the document explains, by the fact that if half of the of the cars were powered by e-diesel and half by e-petrol, By 2050, these would consume four times as much renewable energy battery-powered cars, while air and sea transport and industry would make more efficient use of hydrogen, e-petrol, e-diesel and other synthetic fuels.

Referring specifically to the Italian PNIEC, the analysis denounces whereas, 'given the challenge of decarbonising transport air and sea and their relevance for the Peninsula, is It is surprising that Italy has not adopted national strategies to these two sectors. In the absence of the latter, T&E complains the Plan contains only scattered measures to reduce consumption and their climate impact'.

Recalling that the Italian Plan "aims to electrify the ports (e.g. around €700 million in investments in cold are provided by a national fund - Supplementary Fund - which complements the National Recovery and Resilience Plan) and to provide clean fuels to maritime transport', the analysis notes that "to support this effort, the government could consider to: adopt a strategy for the decarbonisation of the sector, with zero issuance date for all shipping routes and phase-out of emissions in ports; all vessels at berth or in manoeuvres in Italian ports should be zero-emission by 2035." In addition, for T&E researchers, Italy should "stop supporting LNG, biogas and biomethane for ships and align excise duty with energy content fuel; aim for a supply of electricity to all types of ships at berth and in all ports by 2030 (not only to passenger ships and container ships as per AFIR)'.

"The Italian climate plan," said Carlo Tritto, policy officer of T&E Italy - is full of inconsistencies: assigns the different energy carriers to the modes of transport by derogating from the criteria of efficiency and sustainability. Use the most efficient energy carrier for each mode of transport means maximising the reduction of emissions, even with scarce energy resources disposal; On the contrary, the translation of what our government claims as a "neutrality" approach technological "reveals itself as a programming of the whole ineffective. The government should update the plan to focus on on the electrification of cars and trucks, reserving the limited volumes alternative fuels for aircraft and ships, where the abatement of emissions is a much more difficult challenge."

"Italy," Tritto added, "can still Fix flaws and inconsistencies before submitting the version of its PNIEC. It is true that the transport sector on the road is highly responsible for emissions, but it is also the one with the most decarbonization potential when compared to sea or air. That's why it's Reducing the role of biofuels: why To remain anchored to this inefficient solution is constrained to years of Imports of potentially fraudulent raw materials from abroad or at risk of deforestation, gives confusing and counterproductive to a car industry in crisis and in Delay in the race towards electrification. And most importantly, condemns the country to miss its climate targets."