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Incorporating propane can help ports support economic growth while safeguarding our environment.

The loading and unloading of container ships at marine terminals requires a variety of cargo handling equipment, historically powered by diesel and gasoline. As the country seeks to reduce emissions and fight climate change, stevedores need reliable, efficient equipment to help them handle growing cargo volumes, as well as an energy source that doesn’t sacrifice environmental impact in the process.

While battery-powered EV equipment is answer for some applications, there are significant challenges to be overcome and it is important to consider other “Near Zero” emissions options with ultra-low NOx, including propane equipment.

Propane offers ultra-low NOx “Near-Zero” emissions for port applications
Recently passed legislation outlining funding availability for ports infrastructure will help ports across the country make the switch to “Near Zero” emissions technologies and enable our ports to be better stewards of the environment today and into the future.

While many port authorities are making the jump to electrification thinking this equipment is the best solution for reducing emissions, they are likely unaware that propane is cleaner, with a reduced carbon footprint than electricity when lifecycle emissions and nominal electricity production emissions are taken into consideration. Using propane produces 43% fewer greenhouse gas emissions than using an equivalent amount of electricity generated from the U.S. grid, according to data from the Propane Education & Research Council (PERC).

Switching to cleaner energy directly impacts the millions of people living near ports. Families can be exposed to air pollution output from diesel engines at ports and be at risk of developing asthma, heart disease, and other serious health problems. Equipment, vehicles, and marine vessels that burn diesel fuel are the primary source of combustion-related emissions at port facilities, according to the Environmental Protection Agency (EPA). Existing propane applications in ports include forklifts and small and medium-duty vehicles that are meeting today’s emissions regulations and sustainability goals.

Near-zero emission propane port tractors produce fewer emissions and cost approximately $200,000 less than electric models, meaning ports can afford to replace more of their diesel-powered fleet and achieve carbon reduction goals faster. Propane powered cargo handling equipment in development includes reach stackers, empty container handlers, and rubber-tired gantry cranes.

Plus, propane can support employees needing to operate equipment both indoors and out, whereas gasoline and diesel equipment aren’t fit for indoor use. Propane forklifts, for example, can safely operate in properly ventilated indoor spaces, thanks to the equipment’s low-emissions profile. Well-maintained propane forklifts meet or exceed nationwide indoor air quality standards, whereas gasoline and diesel can produce higher amounts of carbon monoxide and other harmful emissions.

The Infrastructure Investment and Jobs Act
A new $1.2 trillion law to improve America’s infrastructure creates an unprecedented opportunity for more fleets to take advantage of low emission energy sources, like propane. Propane is recognized in the Act as a clean alternative energy source and its inclusion is a major win for both ports and near-port communities, allowing more ports and dockworkers the opportunity to replace the use of diesel and gasoline on-site.

With funding available as of January 2022, the Infrastructure Investment and Jobs Act provides over $9 billion in funding for refueling infrastructure and clean vehicles and equipment—including $5 billion earmarked for ports. Propane-powered vehicles and refueling infrastructure are eligible for the following funding opportunities under the new law:

• $2.5 billion in grants for emissions reduction at port facilities
• $2.5 billion in grants for charging and refueling infrastructure

Ports interested in taking advantage of this funding can make the switch to propane knowing that it’s a go-to energy solution for their operation. Propane reliably powers on- and off-road vehicles including forklifts, light- and medium-duty vehicles, port and terminal tractors, shuttles, and small marine vessels.

Source: www.marinelink.com

Image: www.pexels.com

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But already there is disagreement about how it will work given the complexities of the shipping industry and how fast it can decarbonize.

Here is what is known so far about the process ahead.

Why should shipping be included in the ETS?
With about 90% of world trade transported by sea, shipping accounts for nearly 3% of the world’s CO2 emissions.

Environmental campaigners say efforts by the industry to cut emissions are too slow and that including shipping in the European Union Emissions Trading System (ETS) will speed up decarbonization.

What are the proposals at the moment?
Launched in 2005, the ETS compels manufacturers, power companies and airlines to buy permits to cover each tonne of carbon dioxide they emit.

Prices for permits in the scheme are nearing 100 euros ($114.44) a tonne, a level analysts say will spur further investment in low-carbon energy sources.

Last July the European Commission proposed adding shipping to the ETS gradually from 2023 until 2026 when shipowners would need to buy permits covering all their emissions inside the EU and 50% of their emissions from international voyages starting and ending in the EU.

The proposal must be negotiated by the European Parliament and EU countries before it becomes law.

However, the European Parliament wants shipping phased into the ETS earlier, by 2025.

It also wants the entity responsible for decisions affecting CO2 emissions such as buying the fuel to pay, meaning they would need to buy carbon permits. That could be the shipowner, or the commercial charterer or operator of a ship.

In contrast, the Commission has said shipowners should always bear CO2 costs.

Parliament wants the EU to consider extending the ETS to cover all shipping emissions to and from Europe, if regulatory efforts to curb emissions by the UN shipping agency, the International Maritime Organization (IMO), fall short.

If IMO measures cut emissions quickly enough to avert disastrous climate change, the EU could roll back its inclusion of shipping in the carbon market, Parliament’s draft proposal said.

The European Commission’s proposal faces months of discussions. The European Parliament and EU countries can ask for changes to the text and agree on a final version.

How does the shipping industry view the proposals?
There are divergent views within the commercial shipping industry, which is made up of different segments including container, oil tanker and dry bulk.

There is disagreement over who will pick up the bill and whether it falls to the shipowner or the party that hires a ship, known as the charterer.

With millions of dollars in fuel costs for every voyage, the stakes are high.

The Union of Greek Shipowners, representing dry bulk, and tanker association INTERTANKO welcomed the inclusion of charterers saying those responsible for and benefiting from transporting cargo are responsible for emissions.

In contrast, the World Shipping Council (WSC) – representing container lines – says shipowners should share responsibility for decarbonization and that the proposed definition of a responsible entity “would corrupt the ETS”.

“Ship greenhouse gas emissions result from the combination of design technology, fuel consumed, and operational practice,” said WSC Chief Executive John Butler.

“A regional EU ETS carbon price must apply to all parties who have a role in GHG reductions – shipowners and operators.”

Pressure is building on the regulatory side too.

The IMO’s goal is to reduce overall GHG emissions from ships by 50% from 2008 levels by 2050, below targets set by countries such as the United States which have pushed for the agency to adopt a zero emissions target by 2050.

The IMO has said concrete progress was made in 2021 to combat climate change including new regulations to improve the energy efficiency of the world fleet, adding that it would work this year on revising its GHG strategy and finalize it in 2023.

The IMO has said regulations should come through the agency and be global in contrast to the EU’s approach, adding that regional legislation would not favor the concerns of developing countries.

Source: www.marinelink.com

Image: www.pexels.com

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Anemoi estimates that a VLCC with six Rotor Sails would reduce fuel and emissions by approximately 14.9% (c.1,889 tonnes fuel and c.6,058 tonnes of carbon) per year, based on a Bonny-Ningbo round trip.

When considering fuel savings for bulk carriers, Anemoi’s research suggests a VLOC fitted with six Rotor Sails could achieve an annual 15.5% fuel and emission reduction based on a Qingdao-Tubarao round trip. This equates to c.1,437 tonnes of fuel and c.4,607 tonnes of carbon per year.
The International Maritime Organization (IMO) wants considerable cuts in ship emissions as part of its 2030 and 2050 targets. The goal is to reduce Greenhouse Gas (GHG) emissions from vessels by at least 40% before the end of this decade and by at least 50% by 2050 (compared with 2008 baseline figures). The long-term target is full decarbonisation, although this will likely require a range of solutions.

The Energy Efficiency Design Index (EEDI) is already in place and has been created to ensure newbuild vessels meet requisite levels of efficiency. The Energy Efficiency Existing Ship Index (EEXI) is due to come into force by January 2023. Carbon Intensity Indicators (CII) are also on the cards. These measures mean shipowners already have to carefully weigh up the options available to achieve compliance. Debate still surrounds the realistic timeline, availability and eco nature of alternative fuels.

As a result, many shipowners are ready to take the plunge and invest in future proof technologies. Installing wind technologies as retrofit or newbuild could be the ideal answer for the maritime community, particularly as using Rotor Sails would lower the consumption and cost of expensive clean fuels.

Photo courtesy Anemoi

Simplicity in mind

Installing Anemoi technology can be a straightforward process because wholesale changes to the vessel structure, or dry docking, is not necessary. Rotor Sails and all associated equipment are delivered to the dockside, ready for installation. Our specialist and highly trained team then supervise the full equipment installation. Each Rotor is installed in a single crane lift and connected to the foundation on the ship’s deck once the vessel integration work is complete.

Prior to this taking place, a feasibility study – which is unique to each vessel – will have been conducted to determine the optimal Rotor Sail positioning. This is to maximise performance within the vessel constraints and the required Deployment System for the vessel.

The vessel integration stage is crucial to the process and we constantly support clients at every stage, including the design and installation of the structural foundations and the electrical cabling from the vessel main switchboard to each Rotor Sail. The vessel integration can be completed during the construction phase of a newbuild vessel, or during a survey at a shipyard for a retrofit vessel. Once the Rotor Sails are installed and all cables are connected, we complete final commissioning of the system prior to handover. This crucial stage ensures safe operation and compliance with Class requirements through rigorous testing.

Ease of use and monitoring

The Anemoi Rotor Sail System is comprised of the Rotor Sail itself, the Foundation, Deployment System (if required), wind sensors and Electrical, Control, and Automation systems. The main components of our Rotor Sails are the “Rotor” (the cylindrical, rotating part), the support Tower, upper and lower bearings, and the electrical drive system.

The Rotor is built from advanced lightweight composite material and the Tower is a steel column structure. We use these materials to ensure maximum performance of our Rotor Sails and to withstand all weather conditions.

The Rotor Sails have a control station located on the bridge. This automatically controls the speed and direction of the Rotor Sails, as well as monitoring the performance and status of the system. Our control system is designed to maximise performance and minimise crew input with automated speed and direction setting, equipment monitoring, safety features and performance reporting to stakeholders using a ship to shore data transmission.

Technology reimagined

Rotor Sails were first fitted to a vessel over 100 years ago. They make use of the aerodynamic phenomenon known as the ‘Magnus Effect’. As the cylinder rotates within an airflow, a forward thrust force perpendicular to the apparent wind direction is created, which delivers additional thrust to the vessel. The thrust generated can either provide additional vessel speed or maintain vessel speed by reducing power from the main engine.
But with sustainability now a key focus for the entire maritime community, Anemoi has successfully reimagined the concept as a modern-day solution that can help facilitate the push towards industry-wide decarbonisation.

The Author: Nick Contopoulos, COO, Anemoi. Photo courtesy Anemoi

Source: www.marinelink.com

Image: www.pexels.com

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The Suiso Frontier, built by Japan’s Kawasaki Heavy Industries (KHI), arrived on Friday from Kobe, in southern Japan, following a longer trip than the expected 16 days as the owners sought to avoid bad weather and rough seas, said a spokesperson for the venture, called the Hydrogen Energy Supply Chain (HESC).

Led by KHI, HESC is a A$500 million ($360 million) project backed by the Japanese and Australian governments as a way to switch to cleaner energy and cut carbon emissions.

Hydrogen, seen as a path to decarbonizing industries that rely on coal, gas and oil, is key to Japan’s goal to achieving net-zero emissions by 2050. Australia aims to become a major exporter of the fuel.

Last year, the project started extracting hydrogen from brown coal at a 70 kg a day demonstration plant in the Latrobe Valley in the state of Victoria, about 135 km (84 miles) east of Melbourne, where brown coal mines have long fuelled some of Australia’s most polluting power stations.

The hydrogen is produced by reacting coal with oxygen and steam under high heat and pressure in a process that also yields carbon dioxide. The hydrogen is then trucked to a port site where it is cooled to minus 253 degrees Celsius (minus 423 Fahrenheit), liquefying it for export.

If the partners eventually scale the project up to 225,000 tonnes a year, they plan to make carbon-neutral hydrogen by burying the carbon dioxide released in the process under the seabed offshore Victoria.

Partners in the Australian side of the project include Japan’s Electric Power Development Co (J-Power), Iwatani Corp, Marubeni Corp, Sumitomo Corp and Australia’s AGL Energy Ltd, whose mine is supplying the brown coal.

($1 = 1.3906 Australian dollars)

Source: www.marinelink.com

Image: www.pexels.com

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Airseas said it has installed its Seawing system on the vessel Ville de Bordeaux owned and operated by Louis Dreyfus Armateurs. The ship, which is chartered by Airbus to transport major aircraft components between France and the U.S., will deploy the 500-square meter Seawing on its monthly transatlantic journeys from January 2022, conducting six months of sea trials and testing ahead of its full operation.

Airseas has received formal approval from classification society Bureau Veritas to begin operations at sea, following three years of close collaboration on the development and early trials of the Seawing.

According to Airseas, a French company founded in 2016 by former Airbus engineers, its Seawing system combines kite technology with an automated flight control system and can be safely deployed, operated and stored at the push of a button. It can be retrofitted on a ship in two days.

Airseas’ full size Seawing is a 1,000-square-meter parafoil which flies at an altitude of 300 meters, capturing the strength of the wind to propel the vessel. Based on modeling and preliminary testing on land, Airseas estimates that the Seawing system will enable an average 20% reduction in fuel consumption and greenhouse gas emissions, the company said.

Vincent Bernatets, CEO and Co-Founder of Airseas, said, “A decade ago, we embarked on the ambitious project of channeling our unique aviation expertise towards creating a cleaner and more sustainable shipping industry. Today, I am beyond proud to see that vision becoming reality, with our first Seawing ready to make a tangible difference for our planet. This first installation marks a significant milestone not only for Airseas, but also for wind and other renewable propulsion technologies in general. Given the urgency of the climate crisis, the world needs to see a drastic reduction in carbon emissions now. In shipping, we can achieve this by using the full set of tools we have available to us today. Wind propulsion is one of these and will play an essential role in helping shipping achieve its much-needed decarbonization transition.”

Laurent Leblanc, Senior Vice President Technical & Operations at Bureau Veritas Marine & Offshore, said, “This important milestone follows three years of close and fruitful collaboration on the development and early trials of the Seawing, supporting Airseas’ safety-first approach and validating the reliability of the system. As a class society, Bureau Veritas has a key role to play to support safe innovation, and this is why we have developed comprehensive rules on wind propulsion systems earlier this year. At BV, we are dedicated to help the maritime sector navigate the challenges of the energy transition, and we fully believe that wind propulsion technology represents a key opportunity to start decarbonizing the maritime sector immediately.”

Source: www.marinelink.com

Image: www.pexels.com

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The project demonstrates that the technology is now mature for using hydrogen (H2) as an energy carrier, Kongsberg said.

“With a verified and tested hydrogen-based propulsion system, we take the next step in zero-emission solutions at sea. This project is another example of our world-leading Norwegian maritime cluster succeeding when we face the most demanding technological challenges,” says Geir Håøy, President of Kongsberg.

The program is the third and final part of the EU-funded project “HySeas” which has been running since 2013 to prepare and demonstrate a scalable hydrogen system for ships and ferries. Kongsberg has been the technical lead of the project, which has involved participants from Scotland, Denmark, France, Germany, Sweden, and England.

In this final stage, Kongsberg has built a full-scale electric propulsion system based on hydrogen-powered fuel cells at Ågotnes outside Bergen.

H₂-powered RoPax ferry
The system will now undertake a 4-month testing program for validation purposes with the aim of verifying the final design for an H₂-powered RoPax ferry. The drivetrain testing is intended to demonstrate the ease with which H₂ fuel cells can be successfully integrated with a proven marine hybrid electric drive system, the Norwegian maritime tech company said.

“The world looks to Norway for green and sustainable solutions at sea. What KONGSBERG and its partners have succeeded in achieving with this project is yet another proof of the internationally leading competence in the Norwegian maritime cluster. Now we have both taken the next step for solutions in Norway, and the next step for the Norwegian maritime industry to succeed in exporting hydrogen-based technology and solutions Internationally,” says Norway’s Minister of Trade and Industry Jan Christian Vestre.

According to Kongsberg, the testing mirrors the operational loads which would be experienced by a vessel on a route between Kirkwall and Shapinsay in Orkney. It will confirm safe operation and power and fuel capacity requirements, together with other valuable information to feed back to the vessel design team at Caledonian Maritime Assets Ltd (CMAL) in Scotland. CMAL plans to complete the design in March 2022. Hydrogen fuel will be generated through wind power at the ferry port.

“If we are to succeed with hydrogen investment in Norway, both to reduce national emissions and create new, green and sustainable jobs, we are dependent on being able to show complete pilots on a full scale. This means that the next step will be to show the technology in operation, and then quickly put in place the surrounding infrastructure. Orkney will be the first practical usage of this technology while the Norwegian maritime cluster has the opportunity develop our own pilots and projects here in Norway,” says Egil Haugsdal, CEO of Kongsberg Maritime.

The full scale HySeas III test was launched at the Kongsberg facility in Ågotnes, Norway on December 1, 2021.

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According to the latest UN estimate, cargo ships carry 10.7 billion tones of cargo in the oceans each year. Almost all carriers have so far used fossil fuels, which currently account for 2% -3% of global carbon dioxide emissions. This means that if the shipping industry were a country, it would be the sixth largest emitter of carbon in the world. If shipping companies do not take additional measures to reduce emissions in the coming years, the sector’s CO2 emissions are projected to increase by 50-250% by 2050.

Carbon emissions are one of the main causes of adverse climate change, including rising average air temperatures and increasing rainfall, which in turn is accelerating the melting of ice, increasing salinity and water levels in water bodies, and increasing coastal erosion.

To prevent the world from reaching a climate crisis, many industries, including logistics, are looking for effective ways to reduce their negative impact on nature.

The goal is to become a carbon neutral industry

At present, maritime freight companies are ambitiously moving towards the goal of becoming a carbon-neutral industry. However, this is not a one-day issue, and carbon emissions need to be reduced gradually to reach this goal. The International Maritime Organization (IMO) has set a target of reducing total international GHG emissions from international shipping by at least 50% by 2050 compared to 2008.

The decarbonization of the shipping industry will not only help reduce the sector’s negative impact on the environment but will also help to achieve other climate-related goals, such as the switch to renewable fuels by 2050. The Environmental Defence Fund estimates that this could boost up to $ 6 trillion in renewable energy infrastructure worldwide.

The first steps towards the goal

The Danish freight company Maersk has taken the first serious step towards decarbonization. The company has announced the purchase of eight cargo ships that will run on methanol, reducing CO2 emissions by 1 million tones. This decision follows the carrier’s commitment to become a fully climate-neutral company by 2050.

Maersk is not the only industry to start realizing its ambitions to become an environmentally friendly company. Similar decisions have been made by other companies, such as DHL and UPS, which offer their customers the option of delivering orders using sustainable fuels for a fee. Amazon, meanwhile, signed a commitment in October with companies such as Ikea and Unilever to make sure that by 2040 they could only transport goods on carbon-free ships.

Choice or necessity?

Over the last five years, the number of players in the logistics, freight and shipping sectors that are moving towards a greener future is growing, and the above companies are just some of the players in the logistics sector who have already made their first choice in favor of decarbonization. That, of course, is to be welcomed, but before companies are praised and put on the podium, it would be important to understand their motivation. Here are some facts that can help you find the answer to this question!

A study on corporate social responsibility conducted in 2017 found that consumers today increasingly choose companies that adhere to the principles of sustainable business. 87% of people are more positive about companies trying to reduce the environmental impact of their industry in various ways. In turn, 88% of respondents trust service providers to contribute to the fight against social and environmental issues. The research data show that the position of companies on environmental issues is especially important for the younger generation of adults and millennials. This means that promoting an environmental awareness plan is an effective strategy to increase customer purchases, gain trust and maintain loyalty.

Account must also be taken of the fact that the goal of making shipping an environmentally friendly industry is being set not only by companies or leading associations, but also by countries. For example, from 2030, Norway has committed to purchase only those cargo ships that will have access to zero-emission technologies. Norway’s climate strategy also provides for an international ban on the use of non-climate-neutral fuels from 2050 onwards. This, in turn, could mean that the demand for water transport that is not fueled by this type of fuel will fall sharply over the years.

Under the EU Emissions Trading Scheme, which will be phased starting 2023, the European Union (EU) will also start regulating shipping emissions. In addition, legislation is being proposed requiring shipping companies to pay for the carbon dioxide emissions they emit when traveling to, from and between EU ports.

These are just some of the facts that make it clear that the noble step towards climate-neutral action is not only a free choice of companies, but also a strategic step in gaining customer loyalty and surviving at a time when tackling the climate crisis is a top priority. As the Latvian poet Rainis wrote: “Only that which remains in constant change, shall persist!”

Author: Roland Peterson, logistics expert

Image: www.pexel.com

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No Friday, today, the Norwegian Prime Minister was given a tour by the CEO of Yara, Svein Tore Holsether.

Holsether said: “We are proud to be able to showcase the world’s first fully electric and self-propelled container ship. It will cut 1,000 tonnes of CO2 and replace 40,000 trips by diesel-powered trucks a year.”

Friday morning, Holsether welcomed Prime Minister Jonas Gahr Støre and Minister of Fisheries and Ocean Policy Bjørnar Skjæran on Yara Birkeland, after the ship had completed its maiden voyage to Oslo, Norway.

Yara Birkeland has been developed in collaboration with the Kongsberg Group. The ship was built by VARD with financial support from Enova, Norway’s fund for climate and energy technologies, and will begin commercial operation in 2022. Enova has allocated up to NOK 133.5 million (around $15 million) to build the world’s first electric and autonomous container ship.

“We have been looking forward to this day for a long time. Yara Birkeland will transport mineral fertilizer between Porsgrunn and Brevik and will contribute to significant emission cuts during transport. This is an excellent example of green transition in practice, and we hope this ship will be the start of a new type of emission-free container ships. There are a lot of places in the world with congested roads that will benefit from a high-tech solution like this,” says Holsether.Prime Minister of Norway, Jonas Gahr Støre, celebrates the world-renowned ship Yara Birkeland’s first Oslo trip, with Bjørnar Skjæran, Minister of Fisheries and Ocean Policy, Svein Tore Holsether, CEO Yara, and Geir Håøy, CEO Kongsberg Gruppen

Now starts two-year testing period of the technology that will make the ship self-propelled, and finally certified as an autonomous, all-electric container ship.

As part of the Yara Birkeland project, Kongsberg is responsible for the development and delivery of all newly developed technology on the ship.

The ship will be operated from Maasterlys’ monitoring and operations center in Horten. Massterly is a joint venture between Kongsberg and Wilhelmsen.

Geir Håøy, CEO of the Kongsberg Group said: “Norway is a big ocean and maritime nation, and other nations look to Norway for green solutions at sea. Yara Birkeland is the result of the strong knowledge and experience we have in the Norwegian maritime cluster and industry. The project demonstrates how we have developed a world-leading innovation that contributes to the green transition and provides great export opportunities for Norwegian technology and industry, says

Nils Kristian Nakstad, CEO of Enova said: “On the way to a low-emission society, transport emissions must come down to almost zero. To achieve that, we need projects that can transform the market – projects that have the potential to pave the way for others and increase the pace of change in their sector. This is exactly what we believe the world’s first autonomous and all-electric container ship will do”

In parallel with the construction of Yara Birkeland, Yara has initiated the development of green ammonia as an emission-free fuel for shipping, through the newly started Yara Clean Ammonia.

“Renewable energy was our starting point in 1905. Now, ammonia can bring us back to our roots. Our large shipping network and existing infrastructure means that ammonia has the potential to become the leading fuel for long-distance shipping globally,” says Magnus Krogh Ankarstrand, CEO of Yara Clean Ammonia.

As the world’s largest producer of fertilizers, Yara relies on ammonia to make fertilizer and to help feed an ever-growing population. At the same time, current ammonia production represents 2 percent of the world’s fossil energy consumption. This corresponds to about 1.2 percent of the world’s total greenhouse gas emissions, Yara said.

Source: www.marinelink.com

Image: www.pexel.com

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