In July, two companies launched a joint initiative focused on accelerating the transition of maritime gas operations towards a more sustainable and environmentally friendly future.
Brooklyn-based companies and Osaka-based businesses have announced plans to combine their expertise to develop energy crops for ships, leveraging Amogy’s advanced capabilities in cracking ammonia to produce hydrogen gas that powers Yanmar’s innovative hydrogen internal combustion engines.
This partnership responds promptly to the maritime industry’s ambitious objective of significantly reducing greenhouse gas emissions. In my opinion, The Institute has established exceptionally high goals for itself. The company aims to reduce its carbon emissions from 2008 levels by 50% by 2030. Will shipping companies have access to a commercially viable, IMO-compliant reformer-engine unit in time to equip their fleets before the regulatory deadline? Despite the pressing nature of the situation, significant technological obstacles must first be overcome, including the introduction of innovative scientific methods.
Transportation accounts for less than one percent of global greenhouse gas emissions; however, decarbonizing the sector would still have a profound impact on international efforts to combat climate change? According to the International Maritime Organization (IMO), shipping activities released approximately 1,056 million tonnes of carbon dioxide into the atmosphere in 2018.
Despite multiple requests, Amogy and Yanmar failed to provide a statement on how they intend to leverage their respective strengths and expertise in their planned collaboration. Professor John Prousalidis, a renowned expert from the National Technical University of Athens’ College of Naval Architecture and Marine Engineering, provided valuable insights to help contextualize the announcement.
“We still have a long way to go.” While I don’t intend to come across as negative, we must exercise great prudence from this point forward.
Researchers led by Prousalidis are advocating for the electrification of seaport operations as a means to significantly reduce greenhouse gas emissions and decrease pollution from nitrogen oxides and sulfur oxides released into the air by ships at berth and by cranes, forklifts, and vehicles handling containers in ports. He acknowledged that he hasn’t seen specific data on Amogy and Yanmar’s technical concepts, but given his extensive study of the maritime sector and involvement in creating standards for the IEC and ISO, he has developed a strong understanding of how developments might unfold.
“We still have a long way to go,” Prousalidis says. While avoiding being perceived as overly negative, he urges prudence.
“A series of planned lunar missions were delayed indefinitely due to a persistent hydrogen leak that had yet to be thoroughly investigated, according to Prousalidis.” “What would happen if a critical problem arose on just one of the thousands of spacecraft operating globally? The implications are staggering when you consider that each vessel has its own unique set of operators, technicians, and support staff devoted to ensuring its safe and efficient operation.”
While he acknowledges that bombastic, unsupportable claims from companies are relatively common. While Amogy and Yanmar are among the companies exploring the potential of ammonia as a clean-energy fuel source, they aren’t the only firms recommending its use in powering cargo ships across the globe’s oceans?
“A handful of trailblazing companies have announced plans to roll out ammonia-powered ship propulsion systems in the near future,” Prousalidis remarks. Initially, it was announced that the new technology would be available by the end of 2022. They subsequently announced their projections for the start of 2023. By all accounts, predictions are surfacing regarding what 2025 might bring.
Transport accounted for an astonishing 1,056 million tonnes of carbon dioxide emissions in 2018 alone.
Proyalidis posits that many claim they will have alternative marine propulsion options ready within a few years, but none ever deliver on these promises. Periodically, we receive bulletins highlighting engines that are capable of operating on hydrogen or ammonia fuels. What uncertainties lie ahead during the operational phase? They undoubtedly conducted numerous operational tests on their industrial prototypes. However, according to Murphy’s Law, failures often occur at the most inopportune moments, as if anticipating them is an invitation for disaster.
Prousalidis argues that despite the current technical barriers, he remains optimistic that they will eventually be overcome, paving the way for alternative-fueled engines to supplant their diesel-powered predecessors. While he suggests a parallel with the launch of pure fuels, it’s unclear whether this analogy accurately captures the essence of the forthcoming transition. When the requisite infrastructure and equipment are in place for processing a specific type of fuel, however, the supporting logistical framework often lags behind. To accommodate the novel energy sources, we require cutting-edge equipment paired with specially designed piping capable of withstanding the toxic and flammable properties of these innovative fuels. While it’s a significant issue, it underscores the fact that every engineer has a role to play.
Additionally, I reached out to researchers on the U.S.?
The Division of Vitality’s Workplace of Vitality Effectivity collaborates with Amogy and Yanmar to address numerous questions surrounding their ambitious goals. “The theoretical feasibility of this concept is unclear due to the lack of specific technical details regarding the coupling mechanism, manifold design, startup dynamics, control systems, and other essential factors. Without these particulars, we cannot definitively assess its potential or advisability.”
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