Battery Technologies
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- Setting the Course for Low Carbon Shipping Maritime Reporter, Jul 2019 #12
In a collective call to action for the decarbonization of shipping last year, 34 signatory CEOs from the industry made clear that efforts to significantly lower the carbon footprint of shipping presented “biggest technology challenge in the past 100 years”.
This statement was not an exaggeration. In fact, the transition to a low-carbon future will take more than an unprecedented commitment to the research and development that traditionally underpins technological advance. Finding complex solutions that are at once commercially viable, technically feasible, sustainable and safe will require a stable regulatory environment that provides long-term certainty for a wide range of investors in new low-carbon technologies.
The IMO last year set an ambitious course with its preliminary greenhouse-gas (GHG) strategy, which was aimed at reducing CO2 emissions by at least 40% per cargo tonne-mile by 2030 (pursuing a 70% reduction by 2050) and a 50% reduction in GHG emissions by 2050 (against 2008 levels).
According to the organization’s 3rd GHG study (2014), from 2007-2012 international shipping on average produced 2.6% of global CO2 emissions every year. Since then, consensus has formed that strong growth in demand for seaborne transport will see shipping’s carbon output grow faster than other major industries, if we continue business as usual.Shipowners have not been idle in the interim; significant reductions in fuel consumption have since come from improving vessel designs and operating methods. It will be difficult, however, to find further meaningful GHG gains by simply applying current technologies.
The 2030 emissions targets are challenging. But because they are a measure of ‘carbon intensity’, they account for trade growth. Any efforts to meet those goals, however, will need to be aligned with the 2050 targets, if they are to account for the greater demand for transportation inherent in trade growth. This will require new technologies.A quick examination of some rough numbers helps to outline the size of the challenge. The IMO’s 3rd GHG study estimated that international shipping emitted 921 million tonnes of CO2 in 2008; by 2050, that volume could grow by as much as 250% to 2,300m tonnes, the IMO said.
That means, to reduce CO2 output to 460m tonnes (and achieve the 2050 target), the global fleet would need to emit 1,840m fewer tonnes than in 2008, while having grown to serve a significant expansion in seaborne trade.Based on the historical average growth rate for maritime trade of 3.2% per year, the volume of seaborne trade could increase by 90% from 2030-2050; even using a conservative rate of 1.5%, the trade volumes would still grow 35%.
Source: ClarksonsFrom a carbon-intensity perspective, the IMO’s targets would require 2008’s benchmark of 22 grams of CO2 per tonne-mile to fall to 6.6g of CO2 per tonne-mile by 2050.
It is a significant challenge, but here have been recent signs of progress. For example, mainly as a result of slow steaming in weak market conditions, in 2012, total CO2 emissions dropped to 796m tonnes, a 14% reduction relative to 2008; and an impressive 30% dip in carbon intensity was witnessed in 2015. However, since this was a result of commercial pressures, maintaining the reductions is not a given as market drivers can quickly change the paradigm and have vessels speed up to meet supply chain demands.
It is results such as these which likely fuels the belief that 2030 emissions targets can be met with a combination of available technology, optimized vessel speeds, improvements in scheduling efficiency and limited use of low-carbon fuels. But, even then, the gap between 2030 emissions output and 2050 reduction targets will remain large.
Assuming that operational and technical adjustments can suspend the growth in CO2 emissions until 2030, carbon output would still need to be reduced by 350m-tonne a year until 2050 to meet the IMO’s goals. That by itself will pose an enormous challenge, one that we presently have neither the new fuels nor the technologies to achieve.
Improvements to the design of ships are required in the next phase of the IMO’s Energy Efficiency Design Index, but their contribution to GHG-reduction targets will be minimal. Further advances in ship technology could make another contribution, but new low- and zero-carbon energy sources still will be needed to reach the 2050 targets.
Although many new energy sources and propulsion technologies are being tested, more development is required for most if they are to become viable for international shipping.
Using digital technology to simplify shipping practices could further reduce fuel consumption and emissions by optimizing vessel speeds and routes, reducing waiting times and streamlining contractual transactions.
Information-driven, just-in-time shipping, for example, could introduce slower speeds without regulations having to make them mandatory for everyone, regardless of shipment requirements. With improved vessel utilization, less additional capacity would be required. Likewise, digital technology and improved connectivity will support next level of performance optimization, preventative maintenance and matching ships to cargo.
Understanding the impact and efficacy of technology options and their degrees of maturity will be critical for making investment decisions. And the readiness of some technologies will differ between shipping sectors; for example, some battery technologies may be available for vessels with short operating ranges, but not for the longer routes.
In all probability, closing the emission gap between 2030 and 2050 will require a combination of measures. Among those, alternative fuels have most potential. But making them available for large-scale consumption will require the biggest investment.
For the modern owner, setting the course to low-carbon shipping will require some skillful navigation.
About the Author: Gurinder Singh is Director of Global Sustainability, at ABS. A full ABS report on pathways to low-carbon shipping can be found here. -
- Will Customers Redefine Design and the Science of Marine Propulsion? Maritime Reporter, Sep 2020 #26
volumes. That change can push marine propulsion closer to EV technologies and a move away from large fossil fuel combustion engines. Simply put, battery technologies, hybrid and EV marine propulsion is taking hold of ferry markets, coastal operations, offshore wind and small tank vessels operating in the
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- Catching the Electric Vision Marine News, Nov 2016 #22
enough heat to easily liquefy any metal boat they may be contained in. There are, however, many advances in air cooled and water cooled lithium battery technologies that provide the newest batteries with comprehensive battery management systems and safety features. These allow shutdown of the cells before
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- Marine Battery Systems Come of Age Marine News, Dec 2016 #48
implemented regularly, it is imperative for ship designers to integrate innovative technologies into the architecture that include revolutionary battery technologies to address emission reductions and cost efficiencies. Workboat operators are increasingly looking to hybrid propulsion systems to enhance
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- State of the US Passenger Vessel Industry Marine News, Jan 2018 #20
and we are also seeing exciting technological advancements in the passenger vessel industry. Hydrogen fuel sources are being studied, more efficient battery technologies are emerging, and new and more fuel-efficient vessel designs and materials are being adopted. Over the past year, we have also worked successfull
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- NUWC Courting Industry Marine Technology, Mar 2013 #36
and the work has to be collaborative, and of mutual benefit to both parties. • Joint research on areas the Navy is very interested in, such as battery technologies, corrosion, antifouling coatings, chemical sensor detection, buoys, autonomy in general. This is especially helpful in enabling the navy to
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- Voices: Bjarne Foldager, MAN Diesel & Turbo Maritime Reporter, Oct 2017 #30
of products that run efficiently on alternative fuels. We also, as a company, made an investment in Aspin Kemp, a leading company in maritime battery technologies. So the question now is how can we combine the use of batteries with big two-stroke engines to reduce the CO2 footprint? You probably will not
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- Batteries: Ready to Scale Up Marine News, Jul 2022 #26
demands for power and range.Rampen cited a number of ongoing ship-battery challenges. He said maritime engineers have limited experience with battery technologies and a limited regulatory scope requires a risk-based approach for every project.Among R&D teams he cited a number of priority issues. To
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- Interview: Eddie Brown, Cummins' Director of Business Development, Marine Marine News, Jul 2020 #12
a new power business unit to have a group very focused on looking at technologies that may be outside of the traditional diesel space. Fuel cells, battery technologies, telematics and hybrids; All of that sort of stuff is parked in that business unit. We're very focused on, again, making acquisitions in those
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March 2024 - Marine Technology Reporter page: 48Index page MTR MarApr2024:MTR Layouts 4/4/2024 3:19 PM Page 1 Advertiser Index PageCompany Website Phone# 17 . . . . .Airmar Technology Corporation . . . . . . . . . .www.airmar.com . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .(603) 673-9570 9 . . . . . .Birns, Inc. . . . . . . . . . .
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March 2024 - Marine Technology Reporter page: 47PRODUCT, PROFESSIONAL, VESSELS, MTR BARGES & REAL ESTATE FOR SALE Marketplace INNOVATIVE. UNIQUE. PROVEN. ALLAMERICANMARINE.com ???????????????????????????????????????? 9??????????SiC A????????ArC????????????????S???????C?????????9???Ç????????? ????????????????Ý???????S???y???????????????????K???:???? MAR
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March 2024 - Marine Technology Reporter page: 45ronments. The new agreement will address speci? c techni- cal gaps in the UUV defense and offshore energy markets especially for long duration, multi-payload mission opera- tions where communications are often denied or restricted. As part of the new alliance, Metron’s Resilient Mission Autonomy portfolio
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March 2024 - Marine Technology Reporter page: 43Image courtesy Kongsberg Discovery Image courtesy Teledyne Marine New Products Teledyne Marine had its traditional mega-booth at Oi, busy start to ? nish. Image courtesy Greg Trauthwein offers quality sub-bottom pro? ling capability without the need tion of offshore windfarms. GeoPulse 2 introduces new
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March 2024 - Marine Technology Reporter page: 42225 Amp BIRNS Meridian line. The Meridian line, a robust, custom engineered dry-mate connector series is open face rated to 6km, and is well-suited for battery packs and thrusters for crewed and uncrewed subsea vehicles that re- quire high amperage power transfer. Select sizes are already being DNV type-approved
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March 2024 - Marine Technology Reporter page: 41Image courtesy Outland Technology Image courtesy Exail Image courtesy Submaris and EvoLogics Vehicles The ROV-1500 from Outland Technology represents a leap forward in underwater robotics, a compact remotely operated vehicle (ROV) weighing in at less than 40 lbs (19kg) the ROV- 1500 is easy to transport
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March 2024 - Marine Technology Reporter page: 40NEW TECH OCEANOLOGY INTERNATIONAL 2024 All photos courtesy MTR unless otherwise noted NEW TECH, PARTNERSHIPS LAUNCH IN LONDON With Oceanology International now one month in the rear-view mirror, MTR takes a look at some of the interesting technologies launched before, during and after the London event.
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March 2024 - Marine Technology Reporter page: 39Photo courtesy Global Ocean Design Figure 7 A 35Ah AGM lead-acid battery is tested using the West Mountain Radio CBA to show the effect of simply ? lling the battery voids with mineral oil as a compensating ? uid. The CBA is programmed to cut-off at a voltage of 10.50v. The top line (red) shows the
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March 2024 - Marine Technology Reporter page: 38LANDER LAB #10 Photo courtesy West Mountain Radio Photo courtesy of Clarios/AutoBatteries.com Figure 6 The West Mountain Radio Computerized Battery Analyzer (CBA V) attaches to a Figure 5 laptop by a USB-B cable, and to a battery by Powerpole® Connectors. Exploded view of an AGM lead-acid battery.
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March 2024 - Marine Technology Reporter page: 37miscible barrier ? uid heavier than seawater (sg=1.026) and lighter than the battery electrolyte (sg=1.265). The original cell vent cap was screwed into the top of the riser pipe to vent the gases associated with charging. Wires were soldered to the lead (Pb) posts. The lead-acid battery was additionall
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March 2024 - Marine Technology Reporter page: 36LANDER LAB #10 Of special interest for marine applications, LiPo batteries are Shipping any kind of lithium battery can be a challenge, and offered in a “pouch” design, with a soft, ? at body. The pouch IATA regs vary with the batteries inside or outside an instru- is vacuum-sealed, with all voids ?
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March 2024 - Marine Technology Reporter page: 35curious Antarctic penguins as it is deployed from the British research vessel James Clark Ross. Vehicle designers allowed for temperature reduction of battery capacity. Rechargeable batteries may be put on trickle chargers to pre- times higher capacity during high current discharge cycles vent this, as
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March 2024 - Marine Technology Reporter page: 34LANDER LAB #10 BATTERY PACKS, CHARGING, AND CAPACITY TESTING Photo Credit: Hanumant Singh / Woods Hole Oceanographic Institution. By Kevin Hardy, Global Ocean Design LLC n ocean lander has many strengths including that produces the current is irreversible. Examples include ? exibility of deployment
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March 2024 - Marine Technology Reporter page: 33, is untethered and hovers above the sea- bed, picking nodules with robotic arms. CEO Oliver Gunasekara cites three unique developments: the battery-oper- ated buoyancy engine, fast-acting robot- ic arms and the AI algorithms that guide them, identifying and avoiding nodules with visible life
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March 2024 - Marine Technology Reporter page: 32FEATURE SEABED MINING by a sea? oor plume from its pilot collection system test. pact, nodule collection system that utilizes mechanical and The Metals Company recently signed a binding MoU with hydraulic technology. Paci? c Metals Corporation of Japan for a feasibility study on The company’s SMD
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March 2024 - Marine Technology Reporter page: 30FEATURE SEABED MINING bilical. It has passive heave compensation which nulli? es the necott. “The focus since then has been on scaling while en- wave, current and vessel motions that in? uence loads in the suring the lightest environmental impact,” says The Metals power umbilical. The LARS can
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March 2024 - Marine Technology Reporter page: 29n January, Norway said “yes” to sea- bed mining, adding its weight to the momentum that is likely to override the calls for a moratorium by over 20 countries and companies such as I Google, BMW, Volvo and Samsung. Those against mining aim to protect the unique and largely unknown ecology of the sea?
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March 2024 - Marine Technology Reporter page: 27SEA-KIT USV Maxlimer returning from HT-HH caldera in Tonga. © SEA-KIT International data and further assess ecosystem recov- ery. What is known, noted Caplan-Auer- bach, is that the impact of submarine vol- canoes on humans is rare. “The HT-HH eruption was a tragedy, but it was very unusual. It let us
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March 2024 - Marine Technology Reporter page: 26FEATURE OCEANOGRAPHIC INSTRUMENTATION & SENSORS Kevin Mackay, TESMaP voyage leader and Center head of the South and West Paci? c Regional Centre of Seabed 2030. Kevin in the seismic lab at Greta Point looking at the Hunga Tonga-Hunga Ha’apai volcano 3D map completed with data from the TESMaP voyage
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March 2024 - Marine Technology Reporter page: 25Auerbach explained that ideally, “one ? ed layers of geothermal activity,” noted changes over an area of 8,000 km2. They would have both instruments: seismom- Skett, “and the change in salinity and dis- found up to seven km3 of displaced ma- eters to detect and locate subsurface ac- solved particles for
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March 2024 - Marine Technology Reporter page: 23elatively inactive since 2014, the Hunga Tonga–Hunga Ha‘apai (HT-HH) submarine volcano began erupting on December 20, 2021, reaching peak intensity on January 15, 2022. This triggered tsunamis throughout the Pa- R ci? c, destroyed lives and infrastructure, and generated the largest explosion recorded
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March 2024 - Marine Technology Reporter page: 202024 Editorial Calendar January/Februay 2024 February 2024 March/April 2024 Ad close Jan.31 Ad close March 21 Ad close Feb. 4 Underwater Vehicle Annual Offshore Energy Digital Edition ?2?VKRUH:LQG$)ORDWLQJ)XWXUH ?2FHDQRJUDSKLF?QVWUXPHQWDWLRQ 6HQVRUV ?6XEVHD'HIHQVH ?6XEVHD'HIHQVH7KH+XQWIRU ?0DQLS
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March 2024 - Marine Technology Reporter page: 19About the Author vey with the pipe tracker is not required, resulting in signi? - Svenn Magen Wigen is a Cathodic Protection and corrosion control cant cost savings, mainly related to vessel charter. expert having worked across The major advantage of using FiGS on any type of subsea engineering, design
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March 2024 - Marine Technology Reporter page: 18TECH FEATURE IMR There are also weaknesses in terms of accuracy because of FiGS Operations and Bene? ts signal noise and the ability to detect small ? eld gradients. In Conventional approaches to evaluating cathodic protection this process there is a risk that possible issues like coating (CP)