Zero Emission Vessels – The Tide is Turning

Battery based energy storage systems for marine applications are finally moving, cleanly along the global waterfront at full speed.
The UN Report on climate change on November 2, 2014, stated that the unregulated use of carbon based fuels must cease by the end of the century. While people can debate the causes of global climate change, this type of strong statement is increasingly familiar. The shipping industry is one of the largest consumers of carbon-based fuel, and as such, has great reason to be concerned. That said; from the ferries that transport people and fuel across rivers, to Offshore Support Vessels (OSVs), and a dozen other types of workboat hulls, commercial vessels are vital to the economy and security of the world.
For decades, marine architects and operations managers have made great increases in efficiency to reduce fuel consumption costs. A vessel built today is far more efficient than one that was built 20 years ago. Advances in computer modeling of hull shapes have lowered resistance in the water and composite materials or lightweight aluminum are being used where possible to reduce weight. Even the anti-fouling paint used on the hull, and the impact on a vessel’s performance, is taken into consideration. 
In the engine room, newer engines run more efficiently and burn less fuel, due to advanced computer controls. Propellers are tuned for maximum efficiency, scrubbers are being used to further reduce pollution and LNG is being touted as the next big clean idea in marine fuel. But they all use carbon based fuel that, according to the UN, will soon be phased out. We do not currently have a “Flux Capacitor” like the one imagined in the movie Back to the Future, and until we do, we will be stuck with what we know. Or will we?

Lower Emission Electric Hybrids
Vancouver, Canada based Corvus Energy Ltd., a global supplier of battery-based energy storage systems for marine use, has engineered the world’s only purpose built, industrial quality lithium battery suitable for use in large commercial vessels. In fact, Corvus, founded in 2009, has a number of firsts under its belt: the world’s first hybrid Offshore supply vessel, the world’s first full electric passenger and car ferry, Europe’s first hybrid tugboat, and the world’s largest hybrid vessel ever. In 2015, Corvus will commission the world’s first LNG powered hybrid ferry.
We all know hybrids right? Aren’t they the weakling, underpowered cars you find outside coffee shops in Seattle? Not anymore. In fact, Corvus claims their batteries can outperform large diesel generators in bursts, they do not require ramping up to put out the power which is available any time it’s needed.
It is this instant, always on power: that’s what makes it so attractive to ferry operators such as Denmark-based Scandlines. They installed a 2.7MWh Corvus Energy Storage System (ESS) on board one of their 466 foot, 1,200 passenger ferries, Prinsesse Benedikte. They use the battery to provide spinning reserve, allowing them to remove one gen-set completely. This, combined with the ability to load level on the remaining generators, provided them with a 25% reduction in fuel consumption. The fuel bill for their first vessel is lower now than when they built her in 1994, and the vessel requires about 30% less maintenance due to the engines operating in their correct load range. And, Scandlines has converted another three sister vessels to Corvus hybrid and now has the largest hybrid ferry fleet in the world.
Another first from Northern Europe was the offshore supply vessel Viking Lady. Originally launched in 2009, she has been outfitted with various propulsion technologies in an effort to reduce fuel consumption and pollution. But, the vessel is a working OSV in the North Sea, so safety and reliability come first. Arguably the model for green power and technology, she is powered by dual fuel LNG diesel engines and uses a Corvus Energy ESS to provide the huge power bursts required to hold position while performing stationkeeping duties. Lightweight and modular in design, the Corvus system sits on the foredeck housed in a DNV-certified container and feeds into the vessel’s electrical system as needed. This allows the vessel to reduce the overall power output required by its generators and reduces the fluctuation of generator output/rpm in response to load.
The modular design of the system allows for expansion of the energy storage component as required. If the vessel changes duty and is used in a different operational capacity, the ESS component may be expanded or reduced as required. Moreover, from a system design perspective, a single propulsion system design may be used on a variety of different vessels to meet different needs. In the case of large fleet operators, the modular system could be deployed as needed and reassigned to a different vessel if the duty cycle warrants it.

Hybrid Propulsion – not just Noise
Hybrid propulsion technology is quietly making waves in other places, as well. Greener operations, fuel savings and/or the elimination of emissions are not the only reasons to go ‘hybrid.’ For example, maritime engineering consultant and frequent MarineNews contributor Bob Kunkel and his firm, Amtech, were recently employed to develop a lithium battery hybrid propulsion research vessel. The propulsion system developed by Northern Lights, BAE Hybrid Systems and Corvus Energy was introduced due to a request to reduce emissions and fuel consumption along with providing a quieter platform for collecting data and teaching. Built at Robert E. Derecktor shipyard in Mamaroneck, New York, the Spirit of the Sound hybrid application is being used as a platform for offshore wind farm maintenance where emissions at the farms will be an issue during construction. The research vessel is used to collect water samples and track marine life in Long Island Sound and the actual “noise” benefit of the silent propulsion system was not realized until sea trials were conducted and schools of fish and other marine life surrounded the vessel during its movements in and out of the harbor, without machinery noise or wake.  

Zero Emissions Full Electric Power
While current battery technology is not capable of providing enough capacity for an extended trip, many of the commercial vessels being used today have short durations of run time followed by predictable periods of inactivity. A short run ferry is an ideal candidate for full electric propulsion; many ferries run for 20-30 minutes and are followed by a 10-15 minute offloading/loading phase. Indeed, the 2014 ship of the year, announced at SMM in Hamburg in September is such a vessel. Norled Ampere, built by Fjellstrand of Norway, is powered by a Corvus Energy ESS. Fully battery electric powered, she has no generator on board. The solution is, in a word, elegant in its simplicity.
Due to issues in the local grid where the vessel was operating, there was not enough power available to ‘quick charge’ the batteries after each crossing. Upgrading the local utility grid was deemed time consuming, disruptive and very costly. The engineers at Corvus realized that a battery-to-battery transfer of energy would be far more efficient. In this way, the system would be separated in three parts: an ESS on the vessel, and a shore station on each side. The shore stations are used to fast charge the vessel. When the vessel leaves the dock, the battery then slowly recharges from the grid. With the 30 minute crossing, 15 minute unloading and loading, then another 30 minutes return trip, the battery has ample time to recharge at a slower rate, which is easily handled by the existing grid infrastructure.
With a shore station on each side, the vessel battery is fully recharged after each crossing and maintains reserve for additional crossings. Should a power failure occur on either side it is possible for Ampere to recharge on one side only and maintain service without disruption. The Ampere replaces an existing steel monohull design, using diesel mechanical drives with the new Zerocat design. As the name implies, the Zerocat is a catamaran, 260 feet long and is built from aluminum. The owners expect to earn a rapid return on investment from the vessel due to the fact that their operating costs for fuel are now zero. The vessel she replaces burned more than 260,000 gallons of fuel per year and, due to its age, was considered a high polluter. The propulsion system now requires no maintenance as the battery pack and other components are fully computerized, maintenance-free units, providing further advantages to the owner.
Building better, faster, more efficient vessels is not new. It has been happening since the first vessels were launched thousands of years ago by our ancestors. The application of diesel electric motors to vessels is not new either; it’s been widespread for more than 20 years. Adding a lithium battery IS new, and while it is still early days for the use of battery hybrids in commercial marine, the trend is certainly growing. Where else can you find an innovation that reduces costs, increases safety and reliability and also reduces emissions to zero?

(As published in the December 2014 edition of Marine News -

Construction starts on third hybrid ferry

Ms Sturgeon cut the first steel during a visit to Ferguson Marine Engineering Ltd (FMEL) on the River Clyde.
The £12.3m contract to build the new vessel, known as Hull 727, was awarded in September.
It is Ferguson's first major contract since it was rescued from closure by Clyde Blowers Capital earlier this year.
Ms Sturgeon said: "This investment by the Scottish government is a vote of confidence in our shipbuilding industry, and shows that Scotland remains at the forefront of ferry design and innovation.
"We want our ferries to be sustainable and reliable. This new vessel will be fuel efficient and have lower maintenance costs, whilst ensuring a quality service for passengers."
The new vessel is expected to be launched in spring 2016, before entering service in the autumn of that year.
It will use a low carbon hybrid system, that combines traditional diesel power with electric battery power.
Ms Sturgeon started the process of cutting the first steel for the third hybrid ferryMs Sturgeon started the process of cutting the first steel for the new ferry
It will be built to accommodate 150 passengers, 23 cars or two HGVs, with a service speed of nine knots.
The Scottish government investment, which is being taken forward by Caledonian Maritime Assets Limited (CMAL), secured about 80 jobs.
Clyde Blowers Capital chief executive and chairman Jim McColl said: "This is a great day for Ferguson Marine, for the workforce, Port Glasgow and commercial ship building on the Clyde.
"When we acquired the company three months ago I said that I believed there was a great opportunity to grow the business,
I'm even more convinced of that now."
CMAL will hold a competition in the New Year to decide the name of the new vessel.
MV Hallaig and MV Lochinvar are currently in service with Calmac Ferries Ltd.
The Hallaig was launched in December 2012 and operates on the Sconser-Raasay route.
The Lochinvar was launched in May last year and operates between Tarbert and Portavadie.

Container for LNG Hybrid Barge Reaches Hamburg

The first container with LNG in Hamburg. Aksel Skjervheim, Shell Gasnor; Dirk Lehmann, Becker Marine Systems; and Max Kommorowski, Becker Marine Systems (Photo: Becker Marine Systems)
In the coming year, the HUMMEL (bumblebee) LNG Hybrid Barge will enable Becker Marine Systems to supply low-emission power to cruise ships lying at port in Hamburg. The first container with liquefied natural gas (LNG) fuel has now arrived in the Hanseatic City.
As part of the LNG Hybrid Barge’s testing program, the first gas container for the marine fuel was delivered on Monday. “The testing of the gas engines at the Port of Hamburg is a first for both the classification society and participating authorities,” said Dirk Lehmann and Henning Kuhlmann, both Managing Directors of the global market leader for high-performance rudders.
The gas container from Shell Ganor, represented by Aksel Skjervheim, Marine LNG Business Development Manager, was formally delivered to Becker Marine Systems at the Blohm + Voss shipyard. The container with the marine fuel had previously made the journey from the Fluxys LNG Terminal in Zeebrugge, Belgium to Hamburg.
The barge works like a floating power plant and uses low-emission LNG (Liquefied Natural Gas) to supply environmentally-friendly energy to cruise ships. Compared to conventional marine diesel with 0.1% sulphur content, sulphur dioxides and soot are no longer emitted. Emissions of nitrogen oxides and carbon dioxide are also significantly reduced.
The LNG Hybrid Barge, developed by Becker Marine Systems and recently christened the HUMMEL (bumblebee), will officially commence operations at the Port of Hamburg at the beginning of the cruise season in spring 2015.

Electric Boats, Small Submarines and Autonomous Underwater Vehicles (AUV) 2014-2024

Marine electric vehicles are now a rapidly growing market due to new capability, affordability and legislation banning or restricting internal combustion engines. Our research finds that the market for electric water craft, including those on and under water, will increase rapidly from $2.6 billion in 2013 to $7.3 billion in 2024. In addition there is a market for electric outboard motors that will more than triple in value as high power pure electric versions become increasingly viable. There is also a new market for water borne electric aircraft.

Scope of coverage

This report covers hybrid and pure electric marine electric vehicles; on-water and underwater, inland and seagoing. It covers the closely allied topics of electric outboard motors and electric planes operating from water and even has some mention of electrification benefiting conventional craft. Overall, it encompasses leisure, military, industrial, commercial and other applications and the technology trends.

Marine electric vehicles make new things possible and increasingly they have lower cost of ownership and are the only practicable way of meeting the newer, more onerous pollution regulations for inland waterways and harbours. Marine electric craft are increasingly made by existing shipyards making conventional craft but there is also a trend for those making land or airborne electric vehicles to make marine ones as well. Sometimes we see Apple levels of innovation with new entrants, something notably absent with such things as electric cars. As with all electric vehicles, the advances in the components in these vehicles and their infrastructure are proceeding disruptively rather than incrementally and the report discusses this in the marine context.

The many interviews and investigations carried out in the preparation of the report have revealed a market that is larger and growing faster than is popularly assumed, though some incumbents miss what is happening with new entrants and in other parts of the world. The military aspect for example is very concentrated in the USA and involves small numbers and large unit prices until such things as swarming robot jellyfish become a reality. Water borne electric aircraft and the hybridisation of ocean going leisure yachts are impressive in Europe, where the leader in AUVs is located. Some of the most advanced pure electric and fuel cell hybrid AUVs are inIndia and Japan. Clearly a global view, presented here for the first time, is essential if the full potential is to be understood. 50 organisations from across the world are profiled and many more are mentioned in context.
Download the full report:

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DRS/Lithiumstart partnership aims at high-reliability shipboard military energy storage

MILWAUKEE, 8 Dec. 2014. DRS Power and Control Technologies Inc. in Milwaukee is joining hands with Lithiumstart LLC in South San Francisco, Calif., to integrate technologies into high-power commercial andmilitary energy storageapplications.
Power electronicsexperts from the two companies will combine DRS power electronic modules with Lithiumstart’s BluFlex Energy Storage System (ESS) technology to create a powerful and scalable energy storage module, officials say.
The DRS power electronic modules provide high-density power conversion capability, while the Lithiumstart BluFlex ESS consists of commercial off-the-shelf (COTS) 48-volt stacking modules for marine, stationary, and vehicle applications ranging from 50 kilowatts to 100 megawatts, and from 48 volts to 2 kilovolts.
The combined systems are for naval surface warships to provide stable backup power, fuel-efficient operations, and reduced total ownership costs, company officials say. Additional markets include commercial work boat applications and other military systems.
DRS power electronic modules are on several U.S. Navy platforms and programs. Lithiumstart’s ESS technology capitalizes on internal and U.S. Department of Defense investment in high-power density storage including U.S. Missile Defense Agency and Army applications.
The DRS/Lithiumstart system is scalable from 500 kilowatts to tens of megawatts. The joint Energy Storage Module is for pulse power with improved overall safety and reliability driven by lithium iron phosphate chemistry and by limiting the stored energy content consistent with the application and mission.
For more information contact DRS Technologies online at, or Lithiumstart LLC at

Battery Powered Ferry Completes 4,000 Trips

Energy Matters

Lithium ion batteries are increasingly transforming energy storage and transport – even in heavy marine applications.
Canadian company Electrovaya has announced that the KF Hisarøy electric cable ferry, which has been operating between Mjånes and Hisarøy in Norway, has racked up a full year of flawless operation.
The ferry features a prototype 100kWh rechargeable battery system developed by Electrovaya in partnership with Solund Verft, HAFS Elektro & Rør AS and Electrovaya´s subsidiary Miljobil Grenland AS in Norway.
The Wergeland Halsvik AS owned vessel is making approximately ten 1.6 kilometre round-trips per day between the mainland and the Hisarøy Island and can carry 49 passengers and 6 cars.
“Wergeland Halsvik AS is very pleased with the ferry and the battery system delivered from the yard and its cooperating partners, ” said Hans Wergeland. “As this market grows, and the demand for environmentally friendly, zero carbon foot-print energy solutions increases, this system is well-suited to further opportunities in the marine sector.”
The battery energy storage system is expected to save  approximately 180,750 liters of fuel over its service life and potentially avoid 480 tonnes of carbon dioxide emissions, 9 tonnes of particulate matter and volatile organic compounds, 2 tonnes of carbon monoxide and 2 tonnes of other type of emissions.
The ferry is driven by two winches and the battery system is recharged on the mainland between the round trips and overnight.
The battery system is based on Electrovaya’s SuperPolymer 2.0 technology; which the company says provides a faster, more efficient transport of lithium. This equates to its ability to pack more energy into smaller and lighter spaces. Electrovaya manufactures prismatic cells that have a laminated polymer ‘pouch’ construction with a flat geometry.
Electrovaya says the marine electric vehicle market is expected to jump from $2.6 billion to $6.3 billion by 2023.
“Demand will come from both on-water and underwater electric vehicles for use both on inland waterways and the sea. The key advantages of electric powertrains for marine vehicles are the lower maintenance requirements and minimal noise, air and water pollution.”
A prior study found 47 of a total of 125 ferry connections in Norway have the potential for battery operation now, with a further 34 able to go electric in the future. If renewable energy sourced electricity were used to recharge, it would make these ferry operations very green.

U.K. seeks energy specialists, including hydropower, marine energy


The United Kingdom seeks proposals from energy technical specialists, including specialists in hydropower and marine energy, to participate in a framework agreement to help carry out energy and climate change policies. Proposals are due December 22.
The U.K.'s Department of Energy and Climate Change (DECC) oversees low-carbon policies and initiatives to enable the transition to a green economy, buoying the hydropower and marine energy industries, among others. DECC awarded more than US$833,800 in February to marine energy developer Minesto, IT Power and National Physical Laboratory, as part of the Energy Entrepreneurs Fund.
DECC now seeks proposals for engineering-related scientific and technical services for 48-month framework agreements covering 22 lots of services for varied energy fields including hydroelectric and marine technologies as well as nuclear, wind, solar, bioenergy, fuel cells, petrochemicals, geothermal, innovative fossil fuels, energy storage, carbon capture and others.
Lot 8 for hydroelectric and marine technologies, including wave and tidal power, seeks services to ensure DECC is fully informed of new technological developments and practices in the energy and climate change arena. Up to six highest-scoring suppliers are to be appointed to the lot's framework agreement, valued between 100 and 450,000 pounds (US$157 and US$705,277).
Proposals in English are due by 2 p.m. December 22 via the Delta eSourcing portal at For information, see the website or contact Marvin Taylor/Katherine Chislett, Department of Energy and Climate Change (DECC), 3 Whitehall Place, SW1Y 2AW London, United Kingdom; (44) 3000682842; E-mail:; Internet:

Elkon Awarded Contract for Two Seaspan Hybrid Ferries

December 09, 2014

Elkon (Istanbul), a subsidiary of Imtech Marine, has been awarded an interesting contract from Sedef Shipyard (Tuzla, Istanbul) for the delivery of the electrical equipment, propulsion system and services for two Canadian Seaspan hybrid ferries.

The two, 148.9 m, dual-fueled (diesel and liquefied natural gas) ferries are propelled by a hybrid-electrical propulsion system and can accommodate up to 59 trailers. These state-of-the-art ferries will replace aging vessels and reduce greenhouse gas emissions significantly, while ensuring the highest level of efficiency, performance and reliability.

For these vessels Elkon will contribute substantially to reducing emissions, by being responsible for the design, specification, production and installation of the complete Electrical system, including the Hybrid Electrical Propulsion system, battery system and automation system.

Ali Can Yurdakul, Elkon Manager Sales & Marketing, comments: “These vessels are complex and very innovative with the additional hybrid battery system. Elkon is proud to have been awarded this contract from Sedef – a long-term partner of our company – to assist the yard in completing this innovative and sustainable project. Of course, we will make sure that everything is on time, of good quality and within budget.”

Elkon is recognized as a leading company in Turkey for electrical engineering and installation. “We have some 50 highly specialized electrical and mechanical engineers, and next to that Elkon has more than 350 employees active in execution and installation of projects. We have delivered more than 500 vessels over the last 30 years,” adds Mr Yurdakul.

Elkon and Sedef Shipyard are based in the heart of the shipbuilding industry near Istanbul and have worked with each other for more than two decades. Both Elkon and its parent company, Imtech Marine, have considerable experience in working on hybrid vessels.

Imtech Marine has been active in the Canadian market for many years and has offices in Vancouver, Halifax and Quebec.  Recently, Imtech Marine   also supplied a hybrid propulsion system for the diesel electric, hybrid ferries operated by CMAL, on the west coast of Scotland.

Seaspan Ferries Corporation has over 100 years of marine transportation experience operating to and from Vancouver Island. Construction on the ferries is scheduled to start in early 2015 and both are expected to be in operation by late 2016. Elkon’s dedicated project team will start installation on the two new vessels mid next year.


Tar sands industry faces 'existential' $246 billion loss

Gregory McGann The exploitation of Canada's tar sands is more than just an environmental catastrophe, writes Gregory McGann. It's also an turning into an economic disaster, with massive investments at risk as falling oil prices leave the tar sands stranded.

from Pocket


LG Chem, Siemens plan closer cooperation on battery storage system

Thu, 11/20/2014 - 16:15 -- Gerry Woolf
LG Chem and Siemens plan cooperation
South Korea's LG Chem and Siemens have agreed to collaborate more closely on development and marketing of industrial battery energy storage systems (ESS).
The two companies signed a preliminary deal at Siemens' German headquarters in Erlangen, Bayern to cooperate on several major ESS projects over the next few years.
Under the agreement, Siemens, Europe's largest engineering firm, will supply converters and controllers for the joint storage solutions and handle the project planning and implementation. LG Chem, one of the world's largest lithium-ion battery manufacturers, will provide the batteries and the battery management system.
Siemens has used LG Chem's batteries in several lithium-ion-based energy storage systems since 2012.
The global ESS market that includes grid storage and transportation is expected to reach over $10.8 billion by 2018.

BP Oil Tanker Lets Out Huge Black Fart in Charleston, Puzzles Waterfront [VIDEO]

While in Charleston, South Carolina yesterday, BP Shipping’s British Emissary, a 34k deadweight oil products tanker, suffered a catastrophic a rather startling “combustion fault,” according to BP.
BP spokesperson Jason Ryan provided the following statement:
“Sunday morning while the British Emissary was in port for planned maintenance in Charleston, SC, the ship’s steam services boiler suffered a combustion fault, causing smoke from the vessel’s funnel. The boiler is used for heating and other auxiliary functions on the vessel and is not part of the ship’s propulsion system. No one was injured. The cause of the fault is being fully investigated. The function of the vessel’s propulsion and navigation systems is unaffected.”
Video of the incident was captured by gCaptain contributor James Regan in the following video:
FYI, the commentary is a bit colorful, so if you’re at work watching this, keep that in mind:
This is one reason the industry is trending Energy Storage for Black Prevention / Spinning reserve in harbour...

Corvus to deliver lithium polymer batteries for Fannefjord LNG hybrid ferry

24 November 2014
Canadian marine battery manufacturer Corvus Energy and Germany's Siemens have been awarded a contract to install an energy storage system (ESS) on Fannefjord LNG hybrid ferry operated by Norway's Fjord1.
The vessel will use a 1,050V, 410kWh ESS consisting of 63 Corvus Energy AT6500 advanced lithium polymer batteries. Powered by two LNG generators, the ESS will be incorporated with the existing Siemens drive systems.
Corvus Energy business development vice-president Sean Puchalski said: "We are very pleased that Corvus' energy storage system was selected for this innovative vessel.
"Based on our research, the Fannefjord will be the world's first LNG-battery hybrid ferry in operation."
"The Fannefjord will be the world's first LNG-battery hybrid ferry in operation."
The 123m-long Fannefjord ferry is capable of accommodating 390 passengers and 125 cars or 12 road trailers and 55 cars. This LNG-diesel-electric ferry features one diesel engine and two LNG-fuelled main engines.
With this conversion to a battery hybrid form, the vessel will be able to minimise methane slip and offer reduced greenhouse gas emissions, added fuel-efficiency along with better maintenance costs and improved engine performance.
The lithium polymer energy storage technology offers a better solution for hybridisation of commercial LNG-powered vessels, as it delivers the consistent power and reliability to support the specific performance attributes of LNG-powered vessels.
Recently, Corvus concluded a three-month trial of the hybrid ferry MF Finnoy equipped with a 960V, 260kW ESS consisting of 40 Corvus Energy AT6500 lithium polymer batteries.
The vessel's ESS system was integrated with Siemens' existing drive systems and powered by two 650kW diesel generators.


Oceaneering to Participate at the 2014 Johnson Rice Energy Conference

HOUSTONSept. 23, 2014 /PRNewswire/ -- Oceaneering International, Inc. (NYSE:OII) announced today that Marvin J. Migura, Executive Vice President, will deliver a presentation at the Johnson Rice Energy Conference in New Orleans, LA on Tuesday, September 30, 2014.   
The presentation slides will be accessible after the close of the market on Monday, September 29, 2014, through the Investor Relations link at Oceaneering's website, There will not be a webcast of the presentation.  
Oceaneering is a global oilfield provider of engineered services and products, primarily to the offshore oil and gas industry, with a focus on deepwater applications.  
For further information, please contact Jack Jurkoshek, Director Investor Relations, Oceaneering International, Inc., 11911 FM 529, Houston, TX 77041; Telephone 713‑329‑4670;
SOURCE Oceaneering International, Inc.
© Copyright 2014 PR Newswire. All rights reserved.

Global Shipping Emissions Cut by 20% via ICS International Chamber of Shipping

The total greenhouse gas emissions from the global maritime transport industry are estimated to have been cut by over 20% from 2007 to 2012, theSecretary General of the International Chamber of Shipping (ICS) told a United Nations summit on climate change today.
The global maritime shipping industry, which transports an estimated 90% of all world trade, is thought to have produced only about 2.2% of the world’s total greenhouse gas emissions during 2012 compared to 2.8% in 2007.
The estimates are contained in a comprehensive study of the shipping industry’s Green House Gas emissions prepared by the International Maritime Organization (IMO), which will be considered by its Marine Environment Protection Committee next month.
Speaking at the United Nations Climate Summit in New York on Tuesday, which was convened by the UN Secretary-General, Ban Ki-Moon to give impetus to the negotiations on a new global climate change agreement, ICS Secretary General, Peter Hinchliffe, remarked:
“The latest IMO study, which uses satellite tracking, suggests there’s been a significant reduction in absolute CO2 emissions from ships due to the introduction of operational efficiency measures across the whole fleet. This includes operating at slower speeds, combined with more fuel efficient designs on board the large number of new build vessels that have recently entered the market.”
He added “The reduction in CO2 per tonne of cargo carried per kilometer by ships is even more impressive than the headline IMO figure for absolute GHG reduction because cargo moved by sea has continued to grow since 2009.”
The ICS says that in parternship with the IMO, the global shipping industry is committed to delivering further CO2 emissions reductions. Shipping is already the only industrial sector to have mandatory global regulations in place to reduce it CO2 emissions, which entered into force worldwide in 2013, ICS said.
Nevertheless, more work needs to be done.
“The shipping industry fully recognizes that governments expect even greater CO2 efficiency improvements in the future,” added Hinchliffe. “Given the very high cost of fuel which is soon set to increase by around 50% due to separate new rules on sulphur the industry already has every incentive to deliver this.”

B.C. Ferries aims to save millions by switching vessels to liquefied natural gas

The Spirit of Vancouver Island and the Spirit of British Columbia ferries are in line to be converted to run on liquefied natural gas to save $9.2 million in annual fuel costs.
B.C. Ferries announced Monday (September 22) that it is applying to the Ferries Commissioner for permission to go ahead with a dual-fuel system, using LNG and diesel, on its two largest vessels. When converted, the vessels are expected to run largely on lower-cost LNG.
This move follows B.C. Ferries’ decision to order dual-fuel systems on the three intermediate-class ships to be built in Poland. They are scheduled for delivery to B.C. in 2016 and 2017.
“We are well aware that fare affordability is a concern for our customers and operating on LNG, which is approximately 50% cheaper than marine diesel, is a game-changer for B.C. Ferries,” Mike Corrigan, B.C. Ferries president and chief executive officer, said in a statement.
LNG will also bring environmental benefits because it is a cleaner fuel.
The announcement of the dual-fuel plans for the Spirit-class vessels comes in the wake of a new study carried out for the Union of B.C. Municipalities that said that B.C. Ferries has lost millions of riders in the past 10 years due to continuing fare increases.
Pending approval from the commissioner, the Spirit of Vancouver Island will go through its midlife upgrade and conversion between the fall of 2016 and spring 2017.
Work on the Spirit of British Columbia would run from fall 2017 to spring 2018.
Each vessel is anticipated to stay in service 27 years after its upgrade, meaning total fuel cost savings could top $240 million in today’s dollars.
In the past fiscal year, B.C. Ferries spent $126 million on fuel. Of that, the two Spirit-class vessels used about 15%.
The conversion would cut the vessels’ fuel costs by close to half, B.C. Ferries said. Spirit-class vessels carry passengers and vehicles between Swartz Bay and Tsawwassen.
Along with the dual-fuel systems, a number of other improvements are planned to increase cost savings and make the vessels more efficient.
via BIV