Monday, 6 October 2014


Taking one for the team!
We won! 

The award that "recognises a project, concept or technology which has the demonstrable potential to improve the efficiency of an aspect of ship operations along with evidence of real uptake and growth potential."

At last week’s Ship Efficiency conference the Award ceremony took place at the end of two days of conference and networking.

We stood alongside an illustrious line up of finalists from Wartsila, Cousteau and Eco-Marine Power. We were judged by shipping industry leaders from the International Chamber of Shipping, Lloyds List, Clarkson’s, ABS and ship owner representatives BIMCO.

It’s a real honour to have been recognised as the 'One to Watch' by such a distinguished panel of judges from such a short list of finalists.

The B9 Shipping project is about collaboration and the whole system approach we pioneer is only made possible by drawing on expert knowledge from across the spectrum. Its all about the team.

Large corporate businesses like Rolls-Royce, P&O and Tata Steel share technical knowledge and vision to help accelerate progress. Lloyds Register provides invaluable support on the most effective ways to rapidly enable new design solutions. Cutting edge innovation from offshore yacht racing is brought to the project by Humphreys Yacht Design long experienced in leading first-principle design solutions on many great international projects. We draw on academic work from the ‘Low Carbon Shipping Project’ and ‘Shipping in Changing Climates’ and our model testing was at the University of Southampton’s Wolfson Unit. We’ve had support from the Met Office to help quantify the value of wind at sea and the National Composite Centre advise us on lightweighting and novel materials. Tomorrow’s Company input on how to structure the collaboration to ensure it is resilient and future proof whilst PwC and Reed Smith help us pull together the financial, legal and commercial threads.

Redesigning old systems for an uncertain future presents very real challenges on many levels. Our alliance benefits from a collective vision and a common purpose. Once you put predictable renewable energy and a commitment to designing in the circular economy at the heart of a new system you begin to realise the long term benefits. This, in turn, makes it possible to find the way to address the challenges.

Watch this space.

Friday, 3 October 2014


Recently there’s been a good deal of noise about LNG becoming the fuel to bridge the gap to renewables. 

Several reports underline burgeoning demand for LNG in the maritime sector. It is seen as an attractive option to address upcoming sulphur emission control legislation. 

According to a study by the international association for natural gas, Cedigaz, demand for LNG bunkers is expected to more than triple by 2025. The study estimated demand of the gas within the marine sector to grow to 35.7 million tonnes per year (mpta) in the next 11 years, up from the current 10 mpta. By 2035, this demand is forecast to increase further to 77 mpta. Energy consultants Wood MacKenzie predict demand for LNG will grow to be one tenth of marine fuel by 2030. 

Accordingly infrastructure is being enthusiastically developed with organisations like Mitsui and Kawasaki investing heavily in LNG carriers. The recently formed Baltic Ports Organization (BPO) has identified a number of port areas for possible development of "common small scale LNG bunkering facilities".

However, before we all heave a sigh of relief and settle back on the ‘business-as-usual’ bus we need to look a little further ahead. The expectation of LNG being able to deliver cheap, clean fuel is predicated on the fracking process which is heavily opposed by large swathes of the population. It’s a risk to underestimate the stubborn determination of a middle class homeowner whose house will be devalued. The extraction process also causes methane leakage, a more potent greenhouse gas than carbon dioxide, which ultimately makes the emission burden of LNG more or less equal to that of HFO. We’d be wise to question the supply side. 

Dr Paul Gilbert from the University of Manchester’s Tyndall Centre for Climate Change advocates a bolder initiative. He’s suggesting shipping is taking a short-sighted approach to addressing sulphur emissions and should consider postponing current sulphur regulations. He recommends a coordinated suite of policies to tackle CO2 and SOx emissions in tandem ensuring more radical, step-change forms of propulsion are initiated from the outset to reduce the risk of infrastructure lock-in which, in turn, is more likely to cause lock-out of lower carbon technologies. Dr Gilbert argues the greater challenge for all sectors is climate change and the looming sulphur regulations do little to address that. He proposes an opportunity to address the co-benefits of reducing both sulphur and carbon.