INTERNATIONAL MARITIME ORGANIZATION (IMO) - NET ZERO TARGETS

 

Under their identified “levels of ambition”, the IMOs initial Green House Gas (GHG) strategy envisages, a reduction in carbon intensity of international shipping (to reduce CO2 emissions per transport work, as an average across international shipping, by at least:

 

40% by 2030, pursuing efforts towards;

 

50% by 2040, and that total annual GHG emissions from international shipping should be reduced by at least;

 

70% by 2050 and then;

 

100% by 2100 ( compared to 2008 levels)

 

We should not be complacent about the looming 2030 target. It is very easy to put things off: "Oh it will be okay if we leave it another couple of years. Somebody else will come up with the solution."

 

If that was true the EU (Horizon Europe) and UK would not be pumping billions of Euros into ZEWT research. Unfortunately, as we have amply demonstrated over more than three years joining consortiums and making applications for RI funding, SMEs do not get a look in on the large sums of money being gifted to large corporations.

 

For that reason, the speed of clean shipping development rests on big shipping concerns and the universities, who work for those concerns. The only exception, is where interested third parties may care to contribute, to allow an SME like our Foundation to surmount the financial test. For this reason the success of our 'Elizabeth Swann' project rests almost entirely of the generosity of existing and future partners.

 

 

 

 

 

 

MAIN FOILS - We used our CAD drawings to make cardboard templates. And the card cut-outs to mark out a block of wood, and carve it to shape, as a buck, or former. We can use the hull and former together, to make a paper template. Then mark aluminium sheet with the development, and check with the CAD file to be sure it is correct. The alloy sheet will then be cut and formed around the wooden buck and shaped to blend onto the hull.

 

 

 

IMO IMPLEMENTATION

 

Given that these targets are not (fully) legally binding, we wonder how the IMO might enforce against persistent offenders, nobody knows. They may target those who continue to use dirty bunker fuels, in ships that should have been scrapped years ago. Eventually, we imagine that fines will be imposed, with possible ship confiscations, or other impounding in ports. At that point, you can imagine a mad scramble to buy clean replacements. But, why leave it that late, and why put your cargo and transport business at risk. We believe it is better to work together to avoid setbacks.

 

LOW BUDGET PROOF OF CONCEPT MODEL

 

If we can do it on a shoestring budget, the professionals can easily change over to zero emission technology. It may even be cheaper in the long run, with reduced fuel costs. Imagine that. Goods being delivered for less. It is probable that once fossil fuels are phased out, cars, homes and factories will be cheaper to operate. It should represent a giant leap in the direction of world peace. With food security next on the list of problems to be solved. Perhaps, with ZEVs, the oceans will be less acid, and fish stocks might slowly recover.

 

 

 

 

 

 

We used a sheet of aluminium sandwich, with dense foam core, that is conveniently white on both sides. One 8' x 4' feet sheet was sufficient. The supplier was amazingly fast in delivering - should we need any more. Cutting this material takes a bit of getting used to. You'll need a large worktop or table. The aluminium is scored multiple times with a sharp steel blade, as in a Stanley, or other similar make of knife. It is better to work from one side only. Once through the first skin. apply downwards pressure to cut through the interlayer, and score the underside of the other alloy skin. Then bend, and the sheet will part cleanly. Be careful though, our tutor cut himself on the sharp alloy edges. And Stanley knives are very dangerous if misused. Wearing protective gloves is a good idea.

 

 

 

 

 

 

With the three main parts cut: 2 x wings and 1 x deck area, we laid out the solar panels and other electronic and electrical parts to simulate the position on the completed model. Most satisfying - it all fits. In fact, the design had to be modified to allow fitment of standard size 18 volt solar panels. These are mostly used on cars and mobile homes to charge laptops and power TVs. The solar panels charge two lithium batteries, via a charge controller. In this picture you can also see the motors that rotate the solar wings to face the sun, and the sensors that measure the angle of insolation (incoming solar radition), to switch the motors on and off, as required for tracking purposes. You can also see the thrusters and speed controllers on the far right.

 

 

 

 

Fortunately, our directors were able to stretch to the purchase of the above components, by way of trustees loans to the Foundation. In addition, another charitable Trust felt compelled to provide workshop space and cover the operational overheads. Lastly, a local model maker agreed to tutor home schooled students, without charge. This saved the Foundation approximately £16k. We'll still need to find funding for transport and events - as part of the ocean and climate awareness campaign.

 

We might be able to modify the stand used for SeaVax exhibitions - and that will save more money. Imagine the development cost if this was an MOD project.

 

 

 

 

 

 

A view of the main solar harvesting, tracking, and motor propulsion components, with the vessel cruising toward you. There are 8 x 18 volt solar panels, providing some 144 watts peak energy. This is multiplied by around 12 hours of insolation, to provide 72 watts for continuous 24 hour cruising. At least, that is the theory, minus charging and conversion efficiency losses = 65 watts. It is possible to increase these figures, within the same power to displacement ratio. But we don't want a super-tuned craft. We want one that is possible to build economically at full size.

 

 

 

    

 

 

A development involving triple folds is testing for any metal worker. We wanted to be sure the lofting was accurate when worked, so made a narrow section as a template, or pattern, and to be sure it fitted well to the ultra lightweight wooden frame. At this stage it is an interference fit.

 

 

 

 

     

 

The folds and returns have to carefully follow the pattern, the bends being that much harder to make over a wide length of metal. Alloy is much easier to form than steel. Though steel is far easier to join with welding. Aluminium welding requires TIG equipment, or a spool-on-gun MIG. The liners of the feeds cables may not be interchangeable, where steel or copper on alloy, produces a contaminated weld.

 

 

 

 

We are using solar tracking circuits and switching boards, one pair for each wing. Ultimately, the wings will be able to fold in high winds, when operated by a Raspberry Pi or Arduino micro processors. Switching to auto sun-tracking mode, in normal weather conditions.

 

 

 

 

        

 

 

Wooden carvings of the forward helm position to get an idea of complexity, showing the unique glass cockpit that rather unusually allows forward and downward ocean observation, useful for scientific surveys and wildlife viewing. We think this is a world first, design wise. Making the frames that hold the window sections may prove to be tricky. This rough carving was to 1:200 scale, just to see how the cabin might look, so not particularly accurate. It is though obvious, that the visibility is much enhanced over typical yacht helms, where you cannot look at what is right in front of the vessel. The other advantage to the design, is the increase in solar panel area, and shaded cooling in tropical locations.