Advanced Emission Reduction Technologies

How might #wind technologies reshape #emissions penalties under International Maritime Organization’s two-tiered pricing framework?🧐 I visited the Berge Olympus when it called Singapore🇸🇬 to learn about its 2023 installation of four Wind Wings #sails. Each sail is about 45 m tall and 25 m wide. Together, they weigh 2000 tons, just 1% of the vessel’s deadweight tonnage. Collapsible on the port side, the sails don’t interfere with cargo loading and unloading operations, which happens from the starboard side.🚢 The sails are deployed 65% of the time; they are collapsed when transiting busy waters or during port approaches. Deployment is fully automated and takes just 1-1.5 hours.🤖 The Berge Olympus runs the Brazil-China🇧🇷🇨🇳 iron ore route, and its passage around the Cape of Good Hope🌍 allows for consistent wind conditions.🌬️ On favourable days, the sails can deliver up to 16% fuel savings, a meaningful figure by any measure.🤩 This visit got me thinking about the role wind technologies play in reducing emissions penalties under the IMO’s newly approved #GFI-linked pricing mechanism. Under this framework, two variables determine emissions and the accompanying penalties: 📍The amount of energy consumed, or the amount of fuel used; 📍The GHG Fuel Intensity of that energy source. Technologies, like advanced hull #coatings and air #lubrication, lower emissions by reducing fuel consumption.📉 But wind and #solar technologies are classified as energy inputs, much like zero-emissions fuels. They therefore affect a vessel’s attained GFI.🧮 This distinction is subtle but important.🙋🏻♀️ Because penalties are assessed when GFI crosses the direct compliance and base thresholds, a small improvement in GFI can result in a big step drop in penalty.💵 In the hypothetical example of a vessel that consumes 5000 tons of HFO per year (GFI of 91 g CO2e/MJ), its GFI sits above both penalty thresholds. So the vessel operator would need to pay both the $100/ton and $380/ton emissions charges. If the vessel is retrofitted with sails that deliver 5% energy savings, its attained GFI drops to 86.5 g CO2e/MJ. With this GFI now below the base target, the ship operator now only pays the $100/ton charge. In this example, a 5% fuel offset has reduced the emissions penalty by 50%.😳😳 Under this IMO framework, wind (and #solar) retrofits not only reduce fuel consumption, they have a disproportionate impact on compliance cost that may become hard to ignore.🤔 Team Global Centre for Maritime Decarbonisation (GCMD) is playing its part. By working with shipowners and operators, we are helping to verify fuel savings,💰 and piloting pay-as-you-save (#PAYS) to help lower #data and #financing barriers that slow adoption.👊🏻 Together, we are stronger; together, we can💪🏻 PS. Thank you, friends at Berge Bulk, especially James Marshall, Paolo Tonon and Michael Blanding, for an up-close tour; photos in comments🫶🏻 International Windship Association

Revolutionizing Shipping: How Nuclear Technology Can Combat Climate Change in Maritime Transport In a groundbreaking initiative, ABS has released a comprehensive report examining the potential of advanced nuclear technology for maritime applications, specifically focusing on the integration of a small modular reactor on a standard liquefied natural gas (LNG) carrier. This study, conducted in collaboration with Herbert Engineering Corporation (HEC), aims to address the challenges and feasibility of utilizing nuclear propulsion in the shipping industry. The research models the transformational impact of a high-temperature, gas-cooled reactor (HTGR) on a 145,000m³ LNG carrier design. Key findings reveal that HTGR technology not only allows for faster transit speeds but also promises zero-emission operations. Notably, this approach eliminates the need for frequent refueling, although the reactor would require replacement approximately every six years. Patrick Ryan, ABS Senior Vice President and Chief Technology Officer, emphasized the significance of this technology: “While well understood on land, adapting it for marine applications is still in its infancy. However, our study underscores its potential to meet shipping’s emissions challenges while offering substantial operational advantages.” The report highlights specific design considerations for a nuclear-propelled LNG carrier, including reactor placement at the rear of the vessel and battery positioning forward of current fuel tank locations, alongside a reinforced hull. The findings suggest that HTGR technology would be most suitable for larger LNG carriers due to these design constraints. This report is part of ABS’s ongoing efforts to facilitate the adoption of nuclear technology at sea. Earlier this month, ABS also launched the industry’s first comprehensive rules for floating nuclear power plants during a forum with nuclear industry leaders and the Idaho National Laboratory. With support from the U.S. Department of Energy, ABS is actively researching the barriers to adopting advanced nuclear propulsion on commercial vessels. This pioneering work marks a significant step toward revolutionizing maritime operations and addressing global emissions targets.

Advances in CO₂ Electrochemical Reduction The electrochemical reduction of CO₂ offers a promising route to produce valuable fuels and chemicals while reducing greenhouse gas emissions by utilizing renewable electricity. Recent advances have made industrial CO2 electroreduction feasible, but improving the technology and expanding viable products are still challenging. 🟦 Study Outcome: 1-Methyl formate (C₂ product) was produced via the electrochemical reduction of CO₂ in methanol, yielding HCOOH, followed by in-situ esterification with methanol on optimized Pb catalyst cathodes. 2- Key operating parameters for CO₂ reduction were analyzed; optimal conditions for methyl formate selectivity require catholyte pH < 2.5 and > 1, with a cathode potential of -1.9 to -2.1 V vs. RHE, and < 10% water concentration in methanol catholyte for > 80% conversion of formic acid to methyl formate. 3- Methyl formate faradaic efficiencies (FEs) exceeded 75% under optimal conditions. Factors affecting CO₂ reduction stability were analyzed, finding that a stable pH could be maintained with acidified anolyte and careful ion management, while formic acid accumulation was mitigated with circulating catholyte flow. 4- High methyl formate selectivity and low hydrogen evolution resulted from the Pb catalyst's surface oxide layer. In-situ regeneration using dilute O₂ (4%) stabilized performance for over 70 hours at ~60% FE. 5- The electrochemical CO₂ reduction process was adapted to produce ethyl formate (C3) in ethanol, achieving sustainable performance at ~60% FE. The initial ZnDMTH catalyst approach is impractical due to low solubility limitations. 6- Design improvements for flow electrolyzers included thinning cathode chambers and careful electrolyte selection, along with establishing single-pass flow conditions to reduce crossover. 7- Developed alcohol wet-proofed GDEs using porous PTFE supports and conductive carbon, which enabled high FE for methyl formate production in a propylene carbonate/methanol mixture. 8- An alternative flow electrolyzer design used gaseous CO₂ at a GDE cathode with dual membranes, allowing for methyl formate production but achieving low partial current density at low wate concentrations. 9- Flue gas contaminants were found to have minimal impact on CO₂ reduction performance; methyl formate production showed tolerance to SO₂ and NO, while dilute O₂ enhanced efficiency. 10- Performance at lower CO₂ concentrations displayed a linear drop in partial current density; however, co-vitro gas simulations showed stable performance comparable to pure CO₂ feed when using ~80% CO₂. 11- A technoeconomic analysis showed the dual methanol/water system for CO₂ reduction is the most cost-effective method for methyl formate synthesis, with a levelized cost less than the current market price. Reference: https://lnkd.in/gs6UzPC4 This post is for educational purposes only. 👇 What are the benefits of electrochemical reduction of CO₂?

Reality check: Most LNG carriers and FSRUs are leaving 77% of potential efficiency on the table. The game-changer? Advanced BOG management systems are transforming how we handle boil-off gas across the entire LNG value chain. Here's the economics broken down simply: Traditional BOG Management: - Venting to atmosphere or forced burning 🔥 - Lost revenue from wasted Boil-off gas - Higher emissions and compliance costs - Limited operational flexibility Advanced BOG Management (Reliquefaction, Subcoolers, Recondensers): - Converting BOG back to saleable LNG 💰 - 77% reduction in BOG losses - 25% IRR on system investment - ~$6M additional revenue annually per installation ⚡ The technologies making this possible: - Reliquefaction Systems - Full BOG reliquefaction back to LNG using N2 refrigeration cycles - Subcoolers - Re-Introducing sub-cooled LNG into the tanks to minimize BOG generation (2+ tonnes/hour capacity) - Recondensers - Indirect heat exchange between compressed BOG and cold LNG What this means for LNG carriers & FSRU operators: Whether you're transporting LNG across oceans or regasifying at terminals, the story is the same. Every cubic meter of BOG we manage efficiently instead of burning or venting is: ✅ Revenue captured, not lost ✅ Emissions reduced, not released ✅ Compliance achieved, not risked ✅ Operational flexibility gained As FuelEU Maritime, EU ETS, and IMO regulations tighten globally, operators mastering these technologies today will dominate tomorrow's market. The 25% IRR speaks volumes: this isn't experimental—it's proven, profitable, and increasingly necessary. What BOG management technology are you using in your operations? Reliquefaction, subcooling, or recondensers? #BOGManagement #FSRU #LNGCarriers #LNGEfficiency #ProcessOptimization #EnergyTransition #NetZero #Decarbonization #MarineEngineering #LNG #HoeghEVI #ProcessEngineering

Organic wastewater -> SAF "Now scientists at the U.S. Department of Energy’s (DOE) Argonne National Laboratory have developed a novel technology that creates a cost-competitive SAF that could reduce GHG emissions in the aviation industry by up to 70%. Argonne’s life cycle and techno-economic models were used to analyze environmental impacts and economic viability of the SAF. “Designing a membrane-assisted technology that achieves a 70% reduction in greenhouse gases at a cost comparable with conventional jet fuel is a significant advancement.” — Haoran Wu, Argonne postdoctoral researcher New research shows that novel methane arrested anerobic digestion (MAAD) technology converts high-strength organic wastewater into volatile fatty acids, which can be upgraded to SAF. As key precursors for SAF production, volatile fatty acids can play a critical role in decarbonizing the aviation industry, said Haoran Wu, an Argonne postdoctoral researcher. “Volatile fatty acids from waste streams can make biofuel production more cost-effective and sustainable,” said Wu. “Argonne’s novel technology uses a membrane-assisted bioreactor to enhance the production of volatile fatty acids.”" https://lnkd.in/gVi_uCch

Direct air capture is getting momentum. Google has partnered with Holocene to deliver CO2 removals at 100 $/t from 2030. Holocene’s innovative approach combines liquid and solid-based systems to cut costs, supported by Google’s upfront investment and the U.S. government’s 45Q tax credit. The removal cost without governmental support is 280 $/t, which is more promising than more established DAC systems. In this partnership, Holocene will capture and store 100,000 tons of CO2 by the early 2030s—equivalent to removing 20,000 gas-powered vehicles from the road for a year. What makes me excited about this is that technology companies reinvest their profits into R&D of technologies like DAC. This will bring cost benefits to others and will help us close the emission gap. What’s your take on the future of DAC? #CarbonCapture #Sustainability #Research #Energy #Professor P.S. I know many people are sceptical about DAC. I agree DAC is not a silver bullet and is expensive. I agree we need to reduce emissions first through low-carbon energy and energy efficiency, and only use CDRs to close the gap. Still, we need to develop technologies like DAC to supply those carbon negative emissions.

𝗗𝗶𝗿𝗲𝗰𝘁 𝗔𝗶𝗿 𝗖𝗮𝗽𝘁𝘂𝗿𝗲 (𝗗𝗔𝗖): 𝗧𝗵𝗲 𝗙𝘂𝘁𝘂𝗿𝗲 𝗼𝗳 𝗖𝗮𝗿𝗯𝗼𝗻 𝗥𝗲𝗱𝘂𝗰𝘁𝗶𝗼𝗻 𝗮𝗻𝗱 𝗖𝗹𝗶𝗺𝗮𝘁𝗲 𝗥𝗲𝘀𝘁𝗼𝗿𝗮𝘁𝗶𝗼𝗻 Direct Air Capture (DAC) represents a cutting-edge technological approach to carbon removal, using chemical processes to extract CO2 from the atmosphere. The extracted CO2 can then be either permanently stored underground or utilized in various industries, offering a versatile approach to carbon management. This technology is especially pivotal for addressing emissions from sectors where reduction is most challenging, including aviation, agriculture, and heavy industry, as well as for removing historical emissions that continue to impact our climate. Originating as a concept to offset emissions from sectors like transport and industry, DAC has evolved through various technologies, including adsorption, absorption, ion exchange, and electrochemical processes. The DAC market is on a trajectory of rapid growth, projected to escalate from USD 62 million in 2023 to USD 1,727 million by 2030, signaling a major shift in carbon removal capabilities. Despite its potential, DAC faces obstacles such as high operational costs, ranging from $250 to $600 per ton of CO2, significant energy demands, and socio-political barriers that hinder large-scale adoption. Opinions diverge on DAC's efficacy, balancing its potential to support net-zero targets against concerns of diverting focus from direct emission The journey of DAC from conceptualization to a cornerstone of climate mitigation highlights the collaborative effort required from pioneers in the field, policy makers, and the global community. The involvement of key figures such as Joel Myers, Katie Lebling, Matt Piotrowski, Benjamin Simonds, and entities like the CALDAC, Carbon Engineering, and Global Thermostat, with Climeworks pioneering in carbon storage collaborations, notably with Carbfix emphasizes the multifaceted approach to advancing this technology. As DAC technology matures, reducing costs to below $200 per ton of CO2 and addressing energy efficiency will be pivotal. The evolution of global markets, exemplified by Climeworks' activities in #switzerland and Carbon Engineering's efforts in #canada, point to a diverse yet unified front in the fight against climate change. Looking ahead, the DAC sector must focus on scaling up technologies, fostering regulatory support, and enhancing public and private investment. The goal is to not only make DAC a feasible option for carbon removal but to integrate it into a holistic strategy for achieving global climate targets. Jason Hochman Jeffrey Drese Jeremy Cook Nicholas Moore Eisenberger Sophie Gallois Raciel Castillo Ørjan Aukland Sampo Tukiainen Arunabha Ghosh Sean Murphy Anthony Cottone Michael Avery Leo Hyoungkun Park, PhD Michael Evans Vida Gabriel (Ph.D) Humphrey Laidlaw Timothy "Tim" Zorc #directaircapture #innovation #metrenew #carbonremoval #carboncapture #co2 #transport #technology #climatechange

New Focus Issue available from SAE International Journal of Engines: Fossil-Free Alternate Fuel Technology for Internal Combustion Engines: Part 1. From the letter from the guest editors: As the global community intensifies its efforts to combat climate change and reduce pollution, the transition from fossil fuels to cleaner, alternative energy sources is crucial. This focus issue presents a selection of cutting-edge research focused on replacing traditional fossil fuels in internal combustion (IC) engines with sustainable alternatives. Our collection includes studies on in-use performance and emission various biofuels, zero carbon containing fuels, and low carbon fuel pathways. Examples include studies on innovative prediction models using machine learning algorithms are explored to estimate biodiesel properties more efficiently. The issue also delves into advanced emission control technologies for hydrogen and ammonia fuels, highlighting new methods for accurate emission analysis and the challenges of integrating zero-carbon fuels. Research on engine optimization and retrofits shows how existing engines can be adapted for alternative fuels to reduce fossil fuel dependence. Furthermore, the issue examines the performance of renewable fuel blends, such as DME propane, in enhancing combustion characteristics and reducing emissions. This focus issue is comprised of two journal issues. Part 1 focuses on the groundbreaking studies that explore various biofuels, emission control technologies, and optimization techniques, reflecting the ongoing efforts to address environmental concerns and enhance engine performance. Guest editors: Hardik L. (VE Commercial Vehicles Ltd., India), Vivek Kumar (Ford Motor Company, USA), Wenbin Yu (Shandong University, China), Kalyan Bagga PE (MKAL Consulting, LLC, USA), Santhosh Gundlapally (Gamma Technologies, USA), Gabriele Di Blasio (Consiglio Nazionale delle Ricerche, Italy), Derek Splitter (Oak Ridge National Laboratory, USA), and Silambarasan Rajendran (Annapoorana Engineering College, India) Browse the titles, authors, and abstracts below, as well as the letter from the guest editors. You can get the full issue here: https://lnkd.in/dPGT5mru. The letter from the guest editors and one article are available Open Access. #ice #emissions #automotiveindustry