Post by nafizcristia99 on Mar 11, 2024 5:10:03 GMT -5
A full-scale device capable of capturing the fumes of an entire cargo ship would measure about metres by metres — minuscule in comparison to the gargantuan vessels, some of which are longer than the Empire State Building is high. Shipping’s carbon conundrum The global shipping industry is responsible for transporting about % of the world’s goods. Most of the , or so cargo ships in operation today run on diesel which creates a lot of CO If the shipping sector were a country, it would be the world’s sixth largest emitter — one place above Germany and just below Japan. Large ocean-going ships also tend to use bunker fuel, a low-grade, tar-like form of oil that can contain , times more toxic sulphur than the diesel used for cars. The problem is that zero-carbon technologies that can be applied at scale to cargo ships do not yet exist.
Current battery technology simply cannot provide enormous cargo vessels with enough power to cover long distances. Nuclear propulsion has also been considered, but there are associated risks and the Uruguay Mobile Number List idea remains controversial. and ammonia. But these are still in the early stages of development and require the building of entirely new ships which is expected to cost over a trillion dollars. The UN’s International Maritime Organisation member states agreed last year for shipping to be net-zero by , with a -% reduction in emissions by Frediksson believes urgent action is needed to meet such targets. “
Alternative fuels for ships are at least to years away, but we need to start decarbonising today,” she says. Chartering a greener course There’s definitely merit to the startup’s plans, but challenges remain. The calcium oxide pebbles that the device relies on — also known as quicklime — are made by burning limestone at high temperatures, a process that produces CO And while the pebbles are relatively cheap and in plentiful supply, finding markets for the pure CO byproduct once it gets unloaded back on land may prove difficult. One opportunity Fredriksson envisions is to create a circular value chain whereby the pure CO is turned into methane or ammonia for powering ships, the emissions of which get recaptured in the pebbles and then used to make more of these green fuels.
Current battery technology simply cannot provide enormous cargo vessels with enough power to cover long distances. Nuclear propulsion has also been considered, but there are associated risks and the Uruguay Mobile Number List idea remains controversial. and ammonia. But these are still in the early stages of development and require the building of entirely new ships which is expected to cost over a trillion dollars. The UN’s International Maritime Organisation member states agreed last year for shipping to be net-zero by , with a -% reduction in emissions by Frediksson believes urgent action is needed to meet such targets. “
Alternative fuels for ships are at least to years away, but we need to start decarbonising today,” she says. Chartering a greener course There’s definitely merit to the startup’s plans, but challenges remain. The calcium oxide pebbles that the device relies on — also known as quicklime — are made by burning limestone at high temperatures, a process that produces CO And while the pebbles are relatively cheap and in plentiful supply, finding markets for the pure CO byproduct once it gets unloaded back on land may prove difficult. One opportunity Fredriksson envisions is to create a circular value chain whereby the pure CO is turned into methane or ammonia for powering ships, the emissions of which get recaptured in the pebbles and then used to make more of these green fuels.