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    Decarbonizing the high seas

    enJuly 12, 2024
    Catalyst with Shayle Kann
    What percentage does shipping contribute to global emissions?
    Who emphasized the importance of decarbonizing shipping?
    What are the challenges in decarbonizing shipping?
    How can carbon capture assist in decarbonization?
    Why is Singapore significant in the shipping industry?

    Podcast Summary

    • Decarbonizing Shipping: Decarbonizing shipping is crucial for reducing overall emissions as it contributes around 3% to global emissions, but the future of maritime fuel is uncertain with various decarbonized fuels competing and not entirely compatible with each other or existing infrastructure. Regulation and corporate actions are driving change towards a greener future for shipping.

      Shipping contributes around 3% to global emissions, but it's an essential part of the global supply chain. Decarbonizing shipping is crucial for reducing overall emissions. The future of maritime fuel is uncertain, with various decarbonized fuels competing and not entirely compatible with each other or existing infrastructure. Lin Liu, CEO of the Global Center for Maritime Decarbonization, emphasized the importance of addressing this issue, as shipping plays a significant role in global trade. With regulation and corporate actions driving change, the path to decarbonizing shipping is still being determined, but it's an intriguing area to watch. The episode also highlighted the support from partners like Kraken Technologies, revolutionizing energy management, and Antenna Group, accelerating growth for climate brands. Additionally, ANSA offers valuable insights into solar module price trends for those in the solar industry. Overall, the discussion on decarbonizing shipping and the future of maritime fuel is a complex and evolving issue, but with collaboration and innovation, a greener future for shipping is on the horizon.

    • Shipping emissions: Shipping industry, responsible for 90% of global goods transport, contributes 3% to global emissions, primarily due to heavy fuel oil usage. Regulations have led to shifts in fuel usage, but decarbonization remains a challenge.

      Shipping, responsible for transporting 90% of global goods, is a crucial yet mostly invisible industry contributing around 3% of global emissions. Its reliance on fossil fuels, primarily heavy fuel oil, is a significant contributor to these emissions. The industry has seen shifts in fuel usage due to regulations, such as sulfur caps, leading to the use of different fuel grades. While there have been discussions about the potential impact of reducing the use of heavy fuel oil on global warming, the industry continues to grapple with the complexities of climate science and the need for decarbonization.

    • Shipping Industry Decarbonization: The shipping industry is transitioning towards decarbonization with various fuel options, but the future fuel is uncertain and a multi-fuel scenario is likely.

      The transition towards decarbonizing the shipping industry is a complex process with various interconnected factors and multiple fuel options. Self-regulation aimed at reducing emissions from heavy fuel oil has had positive consequences for both emissions and health. However, the future fuel of the shipping industry is still an open question, with different camps advocating for various options such as liquefied natural gas (LNG), biofuels, and others. LNG is currently being used as a fuel for ships, but its adoption is more economically driven than decarbonization-focused. The industry is moving from an existing portfolio of fuels to a different one, with some fuels being drop-in replacements and others requiring different engines or infrastructure. The future of maritime energy is likely to involve a multi-fuel scenario rather than a single fuel solution.

    • LNG and Biofuels in Shipping: LNG offers around 25% emissions reduction compared to heavy fuel oil but addressing methane slip is crucial. Biofuels, like BioSAF, could follow aviation's lead in shipping and explore various feedstocks. Commercial transactions for biofuels should become more common to maximize emissions reduction.

      Both LNG and biofuels are being explored as potential solutions to reduce emissions in the shipping industry. Methane slip, a concern with LNG, needs to be addressed to maximize its emissions reduction potential, which is approximately 25% compared to heavy fuel oil. Biofuels, specifically BioSAF, are being transitionally used in aviation and could follow a similar path in shipping. The feedstocks for biofuels and sustainable aviation fuel are similar, but there's potential to explore other feedstocks like crude algae oil for marine fuel replacements. While there are existing biofuel supply chains, the volumes are still relatively small, with Singapore and Rotterdam collectively bunkering a million tons this year. The goal is to make these commercial transactions as common as possible to continue reducing emissions in the shipping industry.

    • Shipping industry's complex supply chain: The shipping industry's complex supply chain makes the transition to decarbonization challenging, with the choice between methanol and ammonia depending on whether production or infrastructure will be the main bottleneck.

      The shipping industry's transition to decarbonization is complex due to the fragmented nature of its supply chain. While both methanol and ammonia are being considered as potential solutions for decarbonizing shipping, the choice between the two depends on whether production or infrastructure will be the main bottleneck. Singapore, a major player in fuel bunkering, uses only 1% of the worldwide volume of 300 million tons. Kraken Technology, part of Octopus Energy Group, is helping utilities engage customers in the transition to a cleaner grid by managing assets in real-time and at scale. Biofuels, including methanol and ammonia, have their advantages. Methanol can potentially use feedstocks that couldn't be used in sustainable aviation fuel due to lower purity requirements. However, the choice between methanol and ammonia for shipping depends on whether production or infrastructure will be the main bottleneck. The shipping industry's supply chain is complex, with fuel changing hands multiple times before reaching the ship owner or operator. This contrasts with industries like aviation, where a single airport supplies the same fuel to all planes. Understanding this complexity helps explain why various types of fuels are being explored for decarbonizing shipping.

    • Methanol vs Ammonia as maritime fuel: Methanol is preferred for infrastructure reasons, while ammonia is more attractive for production. Safety concerns and carbon sources are challenges for ammonia, and both fuels face technical challenges regarding energy density.

      The decision between methanol and ammonia as a maritime fuel depends on different perspectives. If infrastructure is the main concern, methanol is the preferred choice due to its availability and existing supply chains. However, if production is the bottleneck, ammonia becomes more attractive as it generates more fuel per hydrogen equivalent. Methanol also requires a carbon source, which could be a challenge. MERS and Maris are major players in the methanol and ethanol markets, respectively, and are investing in their respective fuels. For ammonia, safety concerns are a significant challenge, and there are ongoing efforts to address these issues. Approximately 20 ammonia carriers have been ordered, and energy density is a technical challenge that needs to be addressed for both fuels to scale up as a major industry.

    • Maritime fuel transition: The transition to low-carbon fuels in maritime transport may necessitate more frequent bunkering due to their lower volumetric energy density compared to heavy fuel oil, but the costs and infrastructure considerations are significant.

      The transition to low-carbon fuels like ammonia and methanol in maritime transport will require ships to carry more fuel or bunker more frequently due to their lower volumetric energy density compared to heavy fuel oil. Current bunkering patterns, which are centralized with favorite ports used frequently, may change to more distributed bunkering. Ship owners and operators prefer bunkering more frequently over carrying more fuel, but the time and infrastructure costs are considerations. Regulatory pressure to decarbonize and the lack of willingness to pay a green premium are driving the demand for these new fueling options.

    • IMO emissions reduction targets: IMO aims for net zero emissions near 2050, with a 20% reduction by 2030. Shipping companies focus on energy efficiency improvements and explore carbon capture solutions, while considering green fuels like ammonia or methanol. Adoption of advanced energy efficiency technologies and regulatory frameworks are crucial.

      The International Maritime Organization (IMO) has raised its greenhouse gas reduction targets, aiming for net zero emissions near 2050. Shipping companies face ambitious interim targets, including a 20% reduction by 2030. To meet these goals, the sector is focusing on energy efficiency improvements and exploring onboard carbon capture solutions. The industry needs to significantly increase the adoption of advanced energy efficiency technologies and consider green fuels like ammonia or methanol, which present significant challenges due to their large-scale production and distribution requirements. Energy efficiency measures, such as wind propulsion and air lubrication, are crucial for reducing emissions. The sector is also investigating onboard carbon capture as a potential solution for existing ships, but it faces challenges related to cost, technology, and regulatory frameworks. The shipping industry must work together and adopt a holistic approach to meet the ambitious emissions reduction targets.

    • Shipping decarbonization interim solutions: Exploring ways to share infrastructure with land-side capture and finding uses for captured CO2 are crucial for making carbon capture on board vessels economically viable. Energy efficiency technologies and training seafarers are also essential interim solutions. Preparing for the transition with infrastructure building and guidelines for future fuels is necessary.

      Carbon capture on board vessels is an expensive and complex solution for shipping decarbonization. Despite the challenges, it's considered an important interim solution due to the large number of fossil fuel vessels expected to still be in use by 2030 and 2050. The process involves burning more fuel to capture CO2, storing it on board, and offloading it at ports with no current regulations. To make it economically viable, it's crucial to explore ways to share common infrastructure with land-side capture and find uses for the captured CO2. Energy efficiency technologies, such as those that reduce fuel consumption, are also essential for reducing emissions in the short term while waiting for the development and implementation of zero-carbon fuels. Training seafarers, building infrastructure, and establishing guidelines for the use of future fuels are also necessary steps to prepare for the transition. Overall, a multi-faceted approach involving the adoption of existing technologies, interim solutions, and future fuels is necessary for effective shipping decarbonization.

    • Maritime Decarbonization: Urgent action is needed to invest in infrastructure, regulation, and innovation for maritime decarbonization, but progress won't happen overnight due to the complexity of the process and the relatively small size of the industry (200 million tons). Singapore's role in bunkering is crucial.

      The transition to decarbonize the maritime industry is a complex process that requires significant investment in infrastructure, regulation, and innovation. Dr. Lin Liu, the CEO of the Global Center for Maritime Decarbonization, emphasized that the industry currently produces only about 200 million tons, and the necessary infrastructure to reduce emissions won't be built overnight. Regulation can provide the necessary nudge to move forward, but progress needs to be made on all fronts as quickly as possible. Singapore's role in the global shipping industry, particularly in bunkering, was highlighted during the discussion. The importance of Singapore from a global shipping perspective was not fully realized by the interviewer beforehand. This conversation underscores the importance of collective efforts to address the challenges of decarbonizing the maritime industry and the need for urgent action.

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    Can chip efficiency slow AI's energy demand?

    Can chip efficiency slow AI's energy demand?
    In March, Nvidia announced a new microchip designed for AI that is 25 times more energy efficient than its predecessor. Two months later, Google announced one with a 67% efficiency improvement. Today, the rest of the semiconductor industry is hyper focused on efficiency gains. Will they save us from ballooning data center energy demands? In this episode, Shayle talks to Christian Belady, former Microsoft vice president now focusing on data center advanced development. They unpack concerns about this new surge of demand and whether it’s different from the energy scare two decades ago. Back in 1999, researchers predicted that data centers could end up consuming half of U.S. electricity. But instead, demand remained largely flat at about 4% as cutting-edge hyperscale cloud computing displaced inefficient, on-premises servers. And yet, driven by the AI boom, energy concerns are back. The Electric Power Research Institute predicts that data center loads could consume 9% of U.S. power generation by 2030. Demand is already rising fast, with emissions at both Google and Microsoft up significantly.  Shayle and Christian examine the factors driving those trends and what we can do about it, covering topics like: Whether chip efficiency improvements will lead to energy savings or just more powerful computing The upper limits of Moore’s Law Energy, labor, and other big constraints on AI growth Changing computing architecture to find energy savings Enlisting data centers in integrated, or compulsory, demand response Using AI to improve chip design  Recommended resources Fierce Electronics: Power-hungry AI chips face a reckoning, as chipmakers promise ‘efficiency’ Latitude Media: The data center of the future looks like a massive virtual power plant Latitude Media: Enchanted Rock is selling utilities on flexible data center connection Latitude Media: Energy is now the ‘primary bottleneck’ for AI Catalyst: Under the hood of data center power demand Catalyst is brought to you by Anza Renewables, a data, technology, and services platform for solar and storage buyers. Anza’s real-time market intel equips buyers with the essential data they need to get the best deals. Download Anza’s free Q2 Module Pricing Insights Report at go.anzarenewables.com/latitude  Catalyst is brought to you by Kraken, the advanced operating system for energy. Kraken is helping utilities offer excellent customer service and develop innovative products and tariffs through the connection and optimization of smart home energy assets. Already licensed by major players across the globe, including Origin Energy, E.ON, and EDF, Kraken can help you create a smarter, greener grid. Visit kraken.tech. Catalyst is brought to you by Antenna Group, the global leader in integrated marketing, public relations, creative, and public affairs for energy and climate brands. If you're a startup, investor, or enterprise that's trying to make a name for yourself, Antenna Group's team of industry insiders is ready to help tell your story and accelerate your growth engine. Learn more at antennagroup.com.
    Catalyst with Shayle Kann
    enJuly 18, 2024
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