Podcasts about aronnax

durée : 00:59:17 - Fictions / Théâtre et Cie - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

durée : 00:59:17 - Fictions / Théâtre et Cie - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, the Nautilus passes through the Sargasso Sea, an underwater lake where currents meet, filled with aquatic plants. During this time, Aronnax wonders if Nemo will ever release them. He sees little of Nemo, and they spend much of their time on the surface. — read by 'N' — Sign up for Snoozecast+ to get expanded, ad-free access by going to snoozecast.com/plus! Learn more about your ad choices. Visit megaphone.fm/adchoices

Nghe trọn nội dung sách nói Hai Vạn Dặm Dưới Đáy Biển trên ứng dụng Voiz FM: https://voiz.vn/play/1840 Hai Vạn Dặm Dưới Đáy Biển là một cuốn tiểu thuyết giả tưởng hiện đại không chỉ dành cho lứa tuổi thiếu nhi mà còn dành cho mọi thế hệ người đọc. Giáo sư Aronnax cùng anh bạn giúp việc vui tính Conseil là những người say mê khám phá sinh vật biển. Họ đã quyết định khám phá bí mật của quái vật biển. Được sự giúp đỡ của anh chàng thợ săn cá voi siêu hạng Ned Land, họ đã sẵn sàng một cuộc đi săn mà không biết có bao điều nguy hiểm đang chờ đợi mình ở phía trước. Bất ngờ đến với họ khi phát hiện ra con cá voi khổng lồ làm bằng sắt, nhưng tất cả đều không kịp, họ bị bắt làm tù binh trên chiếc tàu của thuyền trưởng Nemo. Và bất đắc dĩ, họ phải tham ra chuyến hành trình trên biển dài ngày. Một thế giới kỳ thú của đại dương đã hiện ra cùng cuộc phiêu lưu của đoàn thám hiểm và thuyền trưởng Nemo: Tham gia chuyến đi săn dưới đáy biển, thoát khỏi cá mập nguy hiểm, chạy trốn những người thổ dân, khai thác kim cương dưới đáy biển, khám phá nhiều vùng đất mới và cuối cùng là mắc kẹt trong núi băng ở Bắc Cực… Tại ứng dụng sách nói Voiz FM, sách nói Hai Vạn Dặm Dưới Đáy Biển được đầu tư chất lượng âm thanh và thu âm chuyên nghiệp, tốt nhất để mang lại trải nghiệm nghe tuyệt vời cho bạn. --- Về Voiz FM: Voiz FM là ứng dụng sách nói podcast ra mắt thị trường công nghệ từ năm 2019. Với gần 2000 tựa sách độc quyền, Voiz FM hiện đang là nền tảng sách nói podcast bản quyền hàng đầu Việt Nam. Bạn có thể trải nghiệm miễn phí đa dạng nội dung tại Voiz FM từ sách nói, podcast đến truyện nói, sách tóm tắt và nội dung dành cho thiếu nhi. --- Voiz FM website: https://voiz.vn/ Theo dõi Facebook Voiz FM: https://www.facebook.com/VoizFM Tham khảo thêm các bài viết review, tổng hợp, gợi ý sách để lựa chọn sách nói dễ dàng hơn tại trang Blog Voiz FM: http://blog.voiz.vn/ --- Cảm ơn bạn đã ủng hộ Voiz FM. Nếu bạn yêu thích sách nói Hai Vạn Dặm Dưới Đáy Biển và các nội dung sách nói podcast khác, hãy đăng ký kênh để nhận thông báo về những nội dung mới nhất của Voiz FM channel nhé. Ngoài ra, bạn có thể nghe BẢN FULL ĐỘC QUYỀN hàng chục ngàn nội dung Chất lượng cao khác tại ứng dụng Voiz FM. Tải ứng dụng Voiz FM: voiz.vn/download #voizfm #sáchnói #podcast #sáchnóiHaiVạnDặmDướiĐáyBiển #JulesVerne

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Aronnax accompanies Nemo on an expedition at night without lanterns or anyone else. The two walk in darkness toward a red light for a couple miles before they climb up a platform of man-made stones and pillars. Aronnax realizes that the mountain they are climbing is a volcano, still emitting lava. They are visiting the fabled underwater ruins of Atlantis. The two men contemplate the scene and the history while the moon rises, before returning to the Nautilus as the sun rises. — read by 'N' — Sign up for Snoozecast+ to get expanded, ad-free access by going to snoozecast.com/plus! Learn more about your ad choices. Visit megaphone.fm/adchoices

Première partie - chapitre 16 : Promenade en plaineProposé par audiolude.frNarrateur : Alain CouchotCette cellule était, à proprement parler, l'arsenal et le vestiaire du Nautilus. Une douzaine d'appareils de scaphandres, suspendus à la paroi, attendaient les promeneurs.Ned Land, en les voyant, manifesta une répugnance évidente à s'en revêtir.« Mais, mon brave Ned, lui dis-je, les forêts de l'île de Crespo ne sont que des forêts sous-marines !— Bon ! fit le harponneur désappointé, qui voyait s'évanouir ses rêves de viande fraîche. Et vous, monsieur Aronnax, vous allez vous introduire dans ces habits-là ?— Il le faut bien, maître Ned.— Libre à vous, monsieur, répondit le harponneur, haussant les épaules, mais quant à moi, à moins qu'on ne m'y force, je n'entrerai jamais là-dedans.— On ne vous forcera pas, maître Ned, dit le capitaine Nemo.— Et Conseil va se risquer ? demanda Ned.— Je suis monsieur partout où va monsieur, » répondit Conseil.Sur un appel du capitaine, deux hommes de l'équipage vinrent nous aider à revêtir ces lourds vêtements imperméables, faits en caoutchouc sans couture, et préparés de manière à supporter des pressions considérables. On eût dit une armure à la fois souple et résistante. Ces vêtements formaient pantalon et veste. Le pantalon se terminait par d'épaisses chaussures, garnies de lourdes semelles de plomb. Le tissu de la veste était maintenu par des lamelles de cuivre qui cuirassaient la poitrine, la défendaient contre la poussée des eaux, et laissaient les poumons fonctionner librement ; ses manches finissaient en forme de gants assouplis, qui ne contrariaient aucunement les mouvements de la main.Il y avait loin, on le voit, de ces scaphandres perfectionnés aux vêtements informes, tels que les cuirasses de liège, les soubrevestes, les habits de mer, les coffres, etc., qui furent inventés et prônés dans le xviiie siècle.Le capitaine Nemo, un de ses compagnons, — sorte d'Hercule, qui devait être d'une force prodigieuse, — Conseil et moi, nous eûmes bientôt revêtu ces habits de scaphandres. Il ne s'agissait plus que d'emboîter notre tête dans sa sphère métallique. Mais, avant de procéder à cette opération, je demandai au capitaine la permission d'examiner les fusils qui nous étaient destinés.Become a supporter of this podcast: https://www.spreaker.com/podcast/livres-audio-par-audiolude--4151072/support.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, harpooner Ned Land expresses his disappointment to Aronnax about their failed escape plan. Aronnax then fills him in about Nemo's treasure-filled “bank” of shipwrecks at the bottom of the sea. Although Land hopes for another chance, they realize that the Nautilus is departing. We will pick up where Nemo invites Aronnax alone to go with him on an underwater excursion. — read by 'N' — Sign up for Snoozecast+ to get expanded, ad-free access by going to snoozecast.com/plus! Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, the submarine the Nautilus glides quickly through the Mediterranean Sea, to the chagrin of Ned Land, who was really hoping to make his escape. Aronnax and Conseil were less eager, but agreed to go with Ned. Soon, however, they find themselves in the rough seas of the Atlantic. Ned is not swayed, and insists that they must make their break that night, at 9 pm. While Aronnax wrestles with conflicted feelings on this, he prepares himself to leave. As the time approaches, the submarine suddenly stops. There is no sign of Ned where Aronnax waits in the salon. Nemo suddenly appears and launches into an impromptu Spanish history lesson, where we will pick up the story. — read by 'N' — Sign up for Snoozecast+ to get expanded, ad-free access by going to snoozecast.com/plus! Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, their submarine has navigated into the Mediterranean. Ned Land expresses his firm desire to escape the Nautilus, now that they have made it to European territory. Aronnax feels conflicted. He doesn't like being held captive, however he is thrilled at the scientific exploration he has been allowed to make. — read by 'N' — Sign up for Snoozecast+ to get expanded, ad-free access by going to snoozecast.com/plus! Learn more about your ad choices. Visit megaphone.fm/adchoices

Dans cet épisode, 4 actualités sont décodées. La première concerne Amazon, qui compte investir jusqu'à 4 milliards de dollars dans Anthropic, le rival d'OpenAI, pour notamment garder son avance dans le cloud. La deuxième actualité porte sur Meta, qui se préparerait à lancer des dizaines de chatbots, pour attirer les jeunes internautes sur ses réseaux sociaux. Sans oublier : le projet européen Aronnax doit permettre de traquer les cybercriminels dans le dark web, et l'Indonésie veut devenir un centre mondial pour les véhicules électriques.Les épisodes de Signaux faibles sont disponibles sur Siècle Digital et les plateformes de streaming. Hébergé par Acast. Visitez acast.com/privacy pour plus d'informations.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, the Nautilus cruises through the Persian Gulf towards the Red Sea. This confuses the three captives onboard, because at the time this novel was written, the Red Sea was a dead end. The Suez Canal was only in the process of being built to connect the Red Sea with the Mediterranean Sea. After a couple days admiring the sea life in the Red Sea, Nemo visits Aronnax. We will pick up in the middle of their conversation discussion things like the history and navigational difficulties within the Red Sea. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Nemo proposes an expedition to the Ceylon pearl fisheries. Aronnax explains pearls to Ned Land, including their value, shape, size, types, and method of harvesting. The group reach the vast oyster beds and follow Nemo to a deep grotto where he shows them an enormous oyster. Nemo opens the oyster's shells to reveal a pearl the size of a coconut. When Aronnax reaches to touch it, Nemo stops him, revealing his intention to allow the giant pearl to continue to grow.They also spot an Indian free diver attached to a canoe, but the diver does not see them, as he steals oysters in hopes of finding pearls as well. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories

Première partie - chapitre 13 : Quleques chiffresProposé par audiolude.frNarrateur : Alain CouchotUn instant après, nous étions assis sur un divan du salon, le cigare aux lèvres. Le capitaine mit sous mes yeux une épure qui donnait les plan, coupe et élévation du Nautilus. Puis il commença sa description en ces termes :« Voici, monsieur Aronnax, les diverses dimensions du bateau qui vous porte. C'est un cylindre très-allongé, à bouts coniques. Il affecte sensiblement la forme d'un cigare, forme déjà adoptée à Londres dans plusieurs constructions du même genre. La longueur de ce cylindre, de tête en tête, est exactement de soixante-dix mètres, et son bau, à sa plus grande largeur, est de huit mètres. Il n'est donc pas construit tout à fait au dixième comme vos steamers de grande marche, mais ses lignes sont suffisamment longues et sa coulée assez prolongée, pour que l'eau déplacée s'échappe aisément et n'oppose aucun obstacle a sa marche.« Ces deux dimensions vous permettent d'obtenir par un simple calcul la surface et le volume du Nautilus. Sa surface comprend mille onze mètres carrés et quarante-cinq centièmes ; son volume, quinze cents mètres cubes et deux dixièmes, — ce qui revient à dire qu'entièrement immergé, il déplace ou pèse quinze cents mètres cubes ou tonneaux.« Lorsque j'ai fait les plans de ce navire destiné à une navigation sous-marine, j'ai voulu, qu'en équilibre dans l'eau il plongeât des neuf dixièmes, et qu'il émergeât d'un dixième seulement. Par conséquent, il ne devait déplacer dans ces conditions que les neuf dixièmes de son volume, soit treize cent cinquante-six mètres cubes et quarante-huit centièmes, c'est-à-dire ne peser que ce même nombre de tonneaux. J'ai donc dû ne pas dépasser ce poids en le construisant suivant les dimensions sus-dites.« Le Nautilus se compose de deux coques, l'une intérieure, l'autre extérieure, réunies entre elles par des fers en T qui lui donnent une rigidité extrême. En effet, grâce à cette disposition cellulaire, il résiste comme un bloc, comme s'il était plein. Son bordé ne peut céder ; il adhère par lui-même et non par le serrage des rivets, et l'homogénéité de sa construction, due au parfait assemblage des matériaux, lui permet de défier les mers les plus violentes.« Ces deux coques sont fabriquées en tôle d'acier dont la densité par rapport à l'eau est de sept, huit dixièmes. La première n'a pas moins de cinq centimètres d'épaisseur, et pèse trois cent quatre-vingt-quatorze tonneaux quatre-vingt-seize centièmes. La seconde enveloppe, la quille, haute de cinquante centimètres et large de vingt-cinq, pesant, à elle seule, soixante-deux tonneaux, la machine, le lest, les divers accessoires et aménagements, les cloisons et les étrésillons intérieurs, ont un poids de neuf cent soixante et un tonneaux soixante-deux centièmes, qui, ajoutés aux trois cent quatre-vingt-quatorze tonneaux et quatre-vingt-seize centièmes, forment le total exigé de treize cent cinquante-six tonneaux et quarante-huit centièmes. Est-ce entendu ?

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Nemo invites the captives on another underwater expedition, this time, it is to The Coral Kingdom. Also, Aronnax starts to think that the captain does not just love being away from humanity by being underwater- he may seek revenge against humanity as well. The conversation of escaping the ship is discussed by Aronnox and Ned. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories

Première partie - chapitre 11 : Le NautilusProposé par audiolude.frNarrateur : Alain CouchotLe capitaine Nemo se leva. Je le suivis. Une double porte, ménagée à l'arrière de la salle, s'ouvrit, et j'entrai dans une chambre de dimension égale à celle que je venais de quitter.C'était une bibliothèque.C'était une bibliothèque. De hauts meubles en palissandre noir, incrustés de cuivres, supportaient sur leurs larges rayons un grand nombre de livres uniformément reliés. Ils suivaient le contour de la salle et se terminaient à leur partie inférieure par de vastes divans, capitonnés de cuir marron, qui offraient les courbes les plus confortables. De légers pupitres mobiles, en s'écartant ou se rapprochant à volonté, permettaient d'y poser le livre en lecture. Au centre se dressait une vaste table, couverte de brochures, entre lesquelles apparaissaient quelques journaux déjà vieux. La lumière électrique inondait tout cet harmonieux ensemble, et tombait de quatre globes dépolis à demi engagés dans les volutes du plafond. Je regardais avec une admiration réelle cette salle si ingénieusement aménagée, et je ne pouvais en croire mes yeux.« Capitaine Nemo, dis-je à mon hôte, qui venait de s'étendre sur un divan, voilà une bibliothèque qui ferait honneur à plus d'un palais des continents, et je suis vraiment émerveillé, quand je songe qu'elle peut vous suivre au plus profond des mers.— Où trouverait-on plus de solitude, plus de silence, monsieur le professeur ? répondit le capitaine Nemo. Votre cabinet du Muséum vous offre-t-il un repos aussi complet ?— Non, monsieur, et je dois ajouter qu'il est bien pauvre auprès du vôtre. Vous possédez là six ou sept mille volumes…— Douze mille, monsieur Aronnax. Ce sont les seuls liens qui me rattachent à la terre. Mais le monde a fini pour moi le jour où mon Nautilus s'est plongé pour la première fois sous les eaux. Ce jour-là, j'ai acheté mes derniers volumes, mes dernières brochures, mes derniers journaux, et depuis lors, je veux croire que l'humanité n'a plus ni pensé, ni écrit. Ces livres, monsieur le professeur, sont d'ailleurs à votre disposition, et vous pourrez en user librement. »

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Aronnax, Conseil and Ned obtain permission to row ashore to a nearby deserted tropical island. After only eating seafood, Ned in particular is craving to hunt down some land food. They feast on local flora and fauna for several days.  — read by V — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part of, “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, it's the New Year and Aronnax keeps himself busy studying on the submarine as usual. The Nautilus enters dangerous waters and gets stuck on a reef. Seeing as they're already stuck on land, Ned and Conseil convince Aronnax to ask Nemo to let them go ashore to explore, hunt, and reconnect with solid ground.  Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, our narrator Arronax and his companions watch the underwater world float by, including some shipwrecks. Nemo appears after a long absence and tells Aronnax they're headed for the island of Vanikoro, the site of two famous shipwrecks back at end of the 18th century and early in the 19th century. We will pick up where Nemo and Arronax are discussing this.  — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories Learn more about your ad choices. Visit megaphone.fm/adchoices

In this third and final Aronnax miniseries, Craig is onboard the Finnlines ferry Finnfellow which takes him from Travemunde in Germany, North through the southern part of the Baltic Sea, to Malmö in Sweden. He talks to two of the youngest officers onboard and ponders the growing activities in the Baltic Sea and the much needed spatial planning to ensure it all happens sustainably and without hitch.LinksFathom WorldVASAB (Vision and Strategies Around the Baltic Sea)FinnlinesSeaFocus (and the Intelligence Hunt)Support this show http://supporter.acast.com/aronnax. Hosted on Acast. See acast.com/privacy for more information.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Aronnax, Conseil, Nemo and another sailor from the Nautilus embark on their hunting expedition to the underwater forests of Crespo Island in their underwater suits. They see diverse landscapes and all sorts of creatures, and also, take a long nap before continuing their wondrous trek. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Aronnax receives an invitation to go hunting in Nemo's "forests of Crespo Island" the next morning. Conseil and Ned are invited too. At breakfast, Nemo explains to Aronnax that these forests are underwater and that he has designed special suits for them to walk around down there freely. We will pick up with them getting changed and prepared for their expedition. read by 'N' Learn more about your ad choices. Visit megaphone.fm/adchoices

Hello again and welcome to a new episode of the Aronnax podcast.This is the podcast looking at the transformation of the shipping, ocean and maritime space. It is a podcast looking at the people, the technology and the environment of the seas, which if you did not know is why I chose the name Aronnax.My name is Craig Eason and I run the Fathom World news website and help organisations with their events.Now, staying in the realm of French unwater science fiction, today's episode is about one dream to turn science fiction into a science fact.Fabien Cousteau is the grandson of Jacques Cousteau the French underwater explorer who revolutionised deep-water diving and filmmaking.His family has since taken up the storytelling and sense of underwater wonder he developed and it is his grand-son Fabien who has launched Proteus Group, a philanthropic business venture very much about opening a window to the opportunities under the ocean waves.A well-known diver, documentary film maker in his own right Fabien Cousteau launched Proteus Group with the aim of raising the funds to build a permanent deep water research habitat. A place where scientists could live for months at a time to conduct their search, and film makers can reveal the wonders of the seas.It was while I was moderating the recent IMO biofouling research and development Forum in London that I met Mark Patterson, Proteus chief scientist and experienced diver himself as well as Gary Rosewell, Proteus Partnership Director. Its their job to promote Proteus before any sponsors and to help make the Cousteau dream of a space station of the seas a reality. I sat down with Gary and Mark in a quiet room at the headquarters of the international maritime organisation to ask them about the project, and started by asking Mark Patterson where the original idea for the project came fromSupport this show http://supporter.acast.com/aronnax. Hosted on Acast. See acast.com/privacy for more information.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Captain Nemo takes Aronnax on a tour of his private natural history museum. Nemo's cases are filled with rare specimens drawn from the seas of the world: corals, shells, starfish and lots of pearls. His collection is priceless. As much as Aronnax enjoys all of this, he's keen to learn how the Nautilus itself is powered. So Nemo sits him down to explain, seated from within his sparsely furnished captain's quarters. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories Learn more about your ad choices. Visit megaphone.fm/adchoices

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, Captain Nemo gives Dr. Aronnax a tour of the Nautilus after a seafood lunch. First they visit the ship's library, an incredible vault of books comparable in size to anything similar on land. The captain offers Dr. Aronnax a cigar made of materials from the sea, which he thoroughly enjoys. They move on to the salon. It contains a remarkable collection of reproductions of classic artwork and sculptures, and sheet music of the world's best composers. — read by N — Support us: Listen ad-free on Patreon Get Snoozecast merch like cozy sweatshirts and accessories Learn more about your ad choices. Visit megaphone.fm/adchoices

Last week, we began our voyage '20,000 Leagues Under the Sea' with our narrator, Professor Pierre Aronnax, chasing what he suspects is an undiscovered narwhal of enormous size and strength, causing chaos on the high seas. The sailors aboard the steamship Abraham Lincoln have just sighted something, and master harpooner Ned Land is moving into position, much to Aronnax's excitement. Could this be the mysterious creature they have been searching for?  Books - (buying books from our Bookshop.org shop helps support this channel while also supporting local bookshops, at no cost to you):Books by our favourite authors - https://uk.bookshop.org/lists/the-well-told-taleJules Verne: Seven Novels - https://uk.bookshop.org/a/9522/978143512295620,000 Leagues Under the Sea - https://uk.bookshop.org/a/9522/9781513265926Around the World in 80 Days - https://uk.bookshop.org/a/9522/9780008514280From the Earth to the Moon - https://uk.bookshop.org/a/9522/9781398810594I would like to thank my patrons: Joshua Clark, Maura Lee, Jane, John Bowles, and Cade Norman.Support the show

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne. In the last episode, professor Aronnax, his devoted servant Conseil and the harpooner Ned Land are cast overboard and lost at sea after their confrontation with the giant mechanical narwhal. They find themselves on a floating metal island that turns out to be the beast they imagined they were hunting. Eventually, the vessel begins to sink and, just in the nick of time, the men are snatched and dragged into the belly of the craft by masked men.  — read by N —

In the fourth episode of this Aronnax miniseries looking at Life Cycle developments, Craig and Rasmus look at how these discussions are set to impact marine fuels. The IMO has its draft lifecycle HGH (and carbon intensity guidelines),LIsten to two experts, PhD researcher Megan Roux and Ann O'Connor from the Maersk McKinney Moller Centre for Zero Carbon Shipping explain how LCAs for fuels are different from the well-to-wake (wheel) approach, and how this is going to make a big difference to decision making as shipping looks at its options.https://fathom.world/do-you-know-the-difference-between-a-well-to-wake-analysis-and-a-life-cycle-assessment-of-a-fuel/ Support this show http://supporter.acast.com/aronnax. Our GDPR privacy policy was updated on August 8, 2022. Visit acast.com/privacy for more information.

Tonight, we'll read the next part to “Twenty Thousand Leagues Under the Sea,” a classic science fiction adventure novel by French writer Jules Verne.In the last episode, we learn that Captain Farragut and his crew on the Abraham Lincoln are led by their faith that the monster exists, and that they will find it. All believe in the monster except Ned Land, a French Canadian and the best harpooner around. A surly man, Land is drawn to Aronnax since they both share French culture.Land says that he has never seen a narwhal puncture a ship. Aronnax tries to persuade Land with mathematical calculations that an infinitely powerful creature could inhabit the depth of the seas. Land is not fully swayed.— read by N — Listen Ad-Free on Patreon See acast.com/privacy for privacy and opt-out information.

Rolf Sandvik is ready to sign contracts and build the first of what he hopes wil be a fleet of hydrogen and battery powered luxury cruise ships. He proved his capabilities with Vision of the Fjords but this is going much further in size and ambition. He talks with Craig Eason about the plans and why he thinks it will work.A full transcript can be found on the Aronnax podcast page on the fathom.world websiteSupport this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Hello again and welcome to another episode of the Aronnax podcast. I am Craig Eason, from Fathom World and podcast host.In this episode we go to Spain, to Barcelona. Because it is here that a relatively young company has begun to make waves having now installed a wind assist technology on a second vessel as it pushes ahead with its plans to join the growing market for fossil fuel free power solutions. The company is called Bound4Blue, founded in 2006 not by nautical engineers, but aeronautical engineers who had an original dream of using wind power in vessels to create electricity that could generate renewable fuels. Over the last fifteen years the company not only adapted its plans, focusing on the energy potential of a rigid wingsail solution, and how it can be a solution into the maritime market, but managaed to go from strength to strength.Entrepreneurs and those with novel ideas will know all to well how hard it is to get traction in a new market. There is the overwhelming and continual need to raise financial support, to be able to focus on a challenge while also looking at winning grants, or investment from angel investors or venture capitalists…or as so many will now, from families friends and fools as many say. But even with initial financial support the challenges never go away, startup financing inevitably is for research and development, for specific projects, not for commercialisation. At some point any company with a product to sell has to take an idea on paper, or a software design programme, and move from scale models to demonstration projects, to then sourcing and contracting materials, suppliers and construction assuming that orders will come. Its called the ”Valley of Death”, and where an entrepreneur start-up with a fantastic product could easily become stuck and fold. The product is tested, the product is ready, and all that is needed is the market to buy it…. And if the product is an extremely visible one, and the market is traditionally very conservative, the challenge is all the greater.This is where Bound4Blue is now, it has a second system installed of one of its two propulsion solutions and is now investing in ramping up. It has been successful in raising money, but knows it needs more.I spoke to two of the co-founders about the journey so far, and how they are ramping up, particularly how they look for suppliers to make the systems, and ensure they have the funding to move forward and expand.Cristina Aleixendri is COO, chief Operating Officer, and David Ferrer is chief technology officer. My first question to Cristina was how they got their first moonshot idea to look at clean energy production and then were able to adapt it to providing clean power solutions, and still keep their initial investors enthusiastic.More details and images in Fathom.world of course!Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Hello and welcome to a new episode of the Aronnax podcast the show that focuses on the transformation of the maritime and ocean space.I'm Craig Eason, editorial director at Fathom.World where the stories we cover on the podcast will be found with additional detail.So, a quick plug, visit the fathom. World website and subscribe to the newsletter if you have not already done so, and also look on your chosen podcast app and follow, like and subscribe to this podcast, let me know what you think.Now everyone around the world, whether involved in a maritime or ocean industry or not, will know that COP 26, the 26th meeting of the conference of parties to the UN framework Convention on Climate change will meet in Glasgow, and the expectations are high for nations to up their game and show more commitment to meet the temperature targets of the Paris Agreement.This commitment will be in the form of nationally determined contributions. Shipping, so far at least, does not factor in them. The goal of decarbonising international shipping is still being left to the representatives of the member states who attend the International maritime organisations environmental meetings, the iMO of course being another UN agency like the UNFCCCHowever, that does not mean there will be no place for shipping at COP 26. In fact shopping has been represented either by the IMO or industry players at earlier COP meetings and Glasgow is no different.So now let me introduce my guest for this episode. Katharine Palmer. Katharine is our industry's official climate champion. Her full time role is actually at the UK based classification society Lloyd's Register, but they, or rather the Lloyd's Register Foundation has lent her out on secondment to the UN high-level champions team to be their shipping lead.Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

4.2 underwater soundTranscriptCraig Eason, Fathom World & Podcast Host (0'00””)Hello again and welcome to the Aronnax podcast and in this episode we are looking underwater. So let's start with some music to the ears of anyone who loves the sea. Whale song of course.Whale song is perhaps the most well-known natural sound in the oceans, after perhaps the noise of waves crashing onto beaches and other weather-related sounds.In this episode we are going to hear how anthropogenic or human- negated noise is potentially impacting the environment, and that means noise from ships as well as other ocean economies, such as oil and gas and the growing number of wind farms. We will also hear how the clicks and noises of sperm whales could lead us to understand extra-terrestrial life.There are a lot of different noises and before I get into the deep decibels of this podcast episode, I have a little audio test for you. What do you think this is?The answer comes later in the programme. But first a quick look at what science calls the ocean soundscape, the noise that is in the oceans. What are the natural sounds of the oceans and what do they mean? Also, what is underwater sound? Have you ever wondered how your hearing is so different when you are in water? Nathan Merchant CFAS (2'03”)“Underwater sound is counterintuitive. We know we think of noise in human terms in terms of how, how far away something might annoy you if there was a noisy neighbour or whatever. underwater, because water is much denser than air and can travel 1000s of kilometres underwater. So, there was an experiment done in the 90s, which would not be conducted today. Where there was a low frequency sound source, I think it was somewhere off of Southern Africa, which was then heard pretty much all the way around the world through propagation. And it's believed that in ocean basins, for example, there, there's the potential for baleen whales to communicate right across them so many 1000's of kilometres.Craig Eason, Fathom World & Podcast Host (2'59”)That is Nathan Merchant, he works at the UK's Centre for environment, Fisheries and Aquaculture science or CEFAS, which is a UK government agency which advises Defra (that's the UK's Government Department for Environment, Food and Rural Affairs) on lots of things to do with the marine environment, including underwater noise. Nathan is CEFAs's principal scientist for noise and bioacoustics.Nathan Merchant CEFA (3'23”)“So we're primarily interested in noise pollution. So noise generated by human activities that could have an effect on underwater life. A lot of our work is to do with monitoring levels of underwater noise pollution. in UK waters. It's one of our responsibilities. So, we have a network of hydrophones underwater microphones in English and Welsh waters. And we carry out the assessment of underwater noise levels in UK waters by mapping levels of shipping noise, in particular, using Aya ship tracking data in in UK waters. So, a lot of our work is trying to create visual representations of the soundscape in British waters.”Craig Eason, Fathom World & podcast host (4'24”)And that soundscape can be quite noisy already he says. There're three types of noise in the oceans. There's man made, or anthropogenic noise, there's biotic and abiotic. Abiotic is natural noise int eh seas form rainfall, waves, surf wind, lightning strikes and the biotic noise is that generated from animals.The worry is that the anthropogenic noise is drowning out and interfering with the biotic sound. One of the environmental groups that wants more to be done about the amount of anthropogenic underwater noise is IFAW, the International Fund for Animal Welfare.Sharon Livermore IFAW (5'07”)“Seismic, airgun surveys for oil and gas, naval sonar, pile driving for things like wind turbines or oil and gas platforms. Those are all impulsive noise. So, if you imagine a pneumatic drill outside of your house, with someone doing some building work, it could actually cause you to have hearing impairments as a result, especially if you are too close. And with those kinds of impulsive noises, animals again, the sensitive animals like whales and dolphins, they can have an acute response, which could actually be something as serious as death, or severe injury, with kind of what we call ambient noise, which is produced by shipping, that increases the background noise level throughout the world's oceans. And it travels incredibly efficiently. So basically, everywhere in the world that a underwater hydrophone has been dropped in the water, you can hear shipping noise from the equator to the North Pole to the Southern Ocean, there is a recording of, of shipping noise in the background. And it travels particularly well, because it is directed downwards into what's called the So Far channel, it's this deep, deep sound channel. And that allows the sound to travel over incredible distances and very, very efficiently. And it's actually the same channel that, you know, whales, whales use to communicate with one another. So that's where you're getting overlap and the distortion that masks the kind of natural sounds of the ocean.”Craig Eason, Fathom World & Podcast Host (6'37”)That's Sharon Livermore, IFAW's director of marine Conservation. And she's actively pushing for change to the 2014 guidelines that were written at the International Maritime Organization an underwater noise, but which she says have been largely ignored.Sharon Livermore IFAW (6'55”)“The guidelines, which, as you say, they were written in 2014, so, you know, it's good seven, eight years ago now. And they, they were intended to provide general advice on reducing underwater noise from shipping to designers to ship builders to ship operators. What we found, and actually sorry, you know, the Government of Canada has been very, very active in this space and they've done studies to kind of figure out, you know, why there is it not really been any uptake of these guidelines? Why haven't countries and shipping, done anything to try and action, this issue of underwater noise and we're, we're much more aware now of the impact it's having on marine life on the marine environment. But they're just not being used to make changes to reduce underwater noise. And this study that Canada did commission a couple of years ago found that there were quite a few barriers that are identified, and the main one really is the lack of regulation. So these guidelines are just that - they're not mandatory. And, you know, for that reason, the shipping industry and countries are always going to prioritize things that are mandated as, as they, as they have to, that's a requirement.The fact they're not legally binding, was one of the things. Other things that were identified with were things like the measurements around underwater noise not being completely clear. They wanted to see more data that really demonstrates the impacts of underwater noise. And we're sort of calling for baseline noise data as well. Many of these barriers we believe are, you know, they're not you know, we don't need to do more research on the impacts of underwater noise. It's well understood. Now, that noise is, you know, is a pollutant is recognized by the by UNCLOS, the International Law of the Sea, as a pollutant and under many other international agreements. So, the evidence is that we know it impacts marine species from the smallest invertebrates to the largest whales. The point is really that industry, as they should, industry does priority prioritize the implementation of mandatory initiatives. And undertaking voluntary measures, such as the ones to reduce underwater noise are never going to be prioritized so that the guidelines need to be reviewed to kind of update them with the latest understanding of noise from shipping, but also to kind of figure out, you know, next steps. Like how we encourage uptake around this important issue?”Craig Eason, Fathom World & Podcast Host (9'24”)The IMO's marine environmental protection committee has now agreed to relook at the guidelines and has passed it onto a subcommittee to review and make recommendations. IFAW and a number of other groups think that as the guidelines have been ineffective at reducing noise from ships, there should be something more mandatory in placeSharon Livermore IFAW (9'44”)“Well, the IMO is the competent agency to deal with underwater noise from shipping. So it would make sense for regulation on that particular pollutant to come from IMO.And, you know, as the kind of authority on all matters relating to the environment from shipping, that does seem to be the obvious place for it to land. You know, the barriers that have been identified, they're not, you know, not all of them are questionable. Many of them are Very, you know, they're very real barriers, you know, how do we reduce noise from ships, and some of the suggestions in the original guidelines around countries identifying the noisiest 10% of the ships in their fleet, which, which are creating pretty much the majority of the noise from the shipping industry, those kinds of actions, which needs to be taken in order to determine, okay, where are our noisy old ships? And what can we do with them to improve their efficiency around noise, so retrofitting them with, you know, new technologies, updating the propeller, which is the main source of noise for shipping, those kind of actions, which would have a huge effect on the entire global footprint, from the shipping industry, that, you know, that makes the most sense, really, in terms of what needs to be done. So it is identifying the ships that needs to be retrofitted, and, you know, basically getting on and doing it, but then also looking at the design of new ships and actually having noise as a factor that's considered when those ships are being designed and built, because at the moment, noise just isn't even on the radar for shipping architects and builders.”Nathan Merchant CFAS (11'03”)“There's very clear evidence now, that underwater noise is affecting individual animals. So certainly, there's very clear evidence for marine mammals. Lots of evidence emerging for a lot of fish species as well, as well as invertebrate species, which are the kind of less studied taxa. What's less clear is to what extent these effects that we can study in quite controlled circumstances or in field measurements on individual animals. Does that that translate into population level effects, does that translate into ecosystem scale effects? That question is a very difficult one to answer because there are so many other factors, human generated or natural, which effects, you know, population scale changes. So that's a really tricky, tricky question. But a key question for policymakers is, you know - Is underwater noise really a significant threat at the large scale. And so there, there are scientists who were dedicating a lot of time to trying to model the likelihood that this is having population scale effects. And of course, there are people who would advocate a precautionary approach and say, well, so many environmental indicators in marine habitats are not doing very well, at the moment, there's a lot of cumulative pressure on the marine environment from human activities. And perhaps noise is a relatively easy pollutants to control. And it's also one, which, you know, if you take noise out of the water, then it's pretty quickly gone away. Whereas some of the pressures on the marine environment are very kind of persistent chemical things that will be with us long before our time.”Craig Eason, Fathom World & Podcast Host (13'07”)Nathan and Sharon are also concerned about the other sources of noise in the marine environment from sources other than shipborne noise, particularly as nations build up their ocean economies.Nathan Merchant CFAS (13'20”)“It's not just shipping, we were also concerned about what we call impulsive noise, which loosely is things that go bang. So you know, explosions, seismic surveys, pile driving of offshore wind farms are examples of impulsive noise. and international coordination is very much needed, not only because the animals that could be affected, you know, don't respect whether they're in you know, German or Dutch waters, it doesn't really matter, you know. We need to kind of think about managing our, our oceans, on a kind of ecosystem basis, and not according to national boundaries. But also, because of many of these activities are very international in nature. When it comes to impulsive noise, we can kind of be, they tend to be activities, which you need to get permission to do anyway. So, if you want to build a wind farm, if you want to carry out a seismic survey to look for oil and gas beneath the seabed, then you need to get a license from a regulator and so through that process, we can look at imposing restrictions or providing incentives to do things quieter, when it comes to shipping it's a very international business, you know, your ship might be owned by, you know, your listeners are no doubt familiar with this, but the shipping industry, involving many different players, and its regulation needing to happen at an international level, which, which is the whole purpose of the IMO is very difficult for a single country or a single port, even to have much of an effect on the, you know, to provide much of an incentive, shall we say, to make ships quieter, it needs it needs that coordination. So that's, that's absolutely why these efforts at the IMO or are the right forum for that to happen. At the same time, you know, other international fora can help to kind of provide impetus to that, you know, it may be that, you know, coordination within Europe, for example, can help to show how some of these regulations could be implemented and to do some of the science that will be needed to, to make sure that they're well evidenced.”Craig Eason, Fathom World & Podcast Host (15'52”)But when it comes to the noise from a ship there are things that can be done. Many of the solutions that are suggested will also help reduce a ships fuel bill, a double benefit one may say as reducing noise, reduces fuel consumption and therefore reduces CO2 and other emissions into the air.I spoke to Dr Qing Yu, he's director of technology at the US classification society ABS wo told me that on a technology perspective ships generate three types of noise in general, that's airborne noise, shipborne noise which has a lot to do with passenger and crew comfort on a vessel and then the underwater noise generated by the ship as it sails though the water.Dr Qing Yu, ABS (16'34”)“Underwater noise, the main source of noise is from propeller. So that's the main noise generation mechanism, let's say on board, and also for commercial ships, those machineries on board will generate noise as well, either through noise emission directly into water of the structural vibration, because those machinery to the equipment on board we're causing a structural vibration and then structural vibration will generate underwater noise emission.The third way is a relatively small part of the equation, it is the flow around the ship will also cause some element of underwater noise.So, typically, the noise level generated by propeller will include two components. One is the so-called tonal noise. The frequency of that part of the noise is a multiple of propeller rotation frequencies. And then the second part is so called the broadband noise, which is very much associated with cavitation of the propeller. Once the propeller generates cavitation bubbles, and the bubble will burst, and we're talking not just one or two bubbles in it is a collection of huge amount bubbles, and then the underwater sound generated by the bubble bursting will create a broader band underwater noise.” Craig Eason, Fathom World & Podcast Host (18'19”)“When it comes to the technologies that one can put onto a ship - you have a white paper that he published earlier this year, and there's a list of ducts and fins etc. that can be installed. How does a duct - I've heard about the like the Mewis Duct being used to improve efficiency of a vessel so that the fuel consumption can be improved by one or two precent, but how does a duct, or these technologies, work in actually reducing the sound? And are they better fitted other technologies that are better fitted for certain ship types or certain types of propulsion? So, an azimuth, for example, is it better than a direct line propeller attached to a diesel engine?Dr Qing Yu, ABS (19'05”)Yep, that's a good question actually. When we are looking to know, kind of interesting design topic is the co-design of energy efficiency and underwater noise reduction. And that a ducted propeller or fins, designed to reduce the resistance to vessel, and can contribute to certain level of reduction of underwater noise.Remember, for underwater noise, one of the main sources is from the propeller. When we can design those ducts and finds in a certain way, they can regulate the flow coming into the propeller, and then they can adjust the pattern of the cavitation, the initiation of the cavitation, so that can, again to certain extent, reduce the cavitation induced noise. And, again, the design of those energy saving devices so far, is pretty much focused on energy efficiency. One of the main research topics right now is to look into the possibility to combine the design for energy efficiency and the design for underwater noise reduction. And certainly for propulsion system, there are some very specific designs, especially for the propeller. You can put those like twisting edge and put it in those specific type of propellers that are used to reduce the noise. And those are used for some time, especially for military vessels, but for commercial vessels they are still relatively less used than the common off-the-shelf propeller designs.Craig Eason, Fathom World & Podcast Host (21'08”)“One of the technologies that I've read about that began many, many years ago, and I've seen the US Navy using it is air bubbles, they used a system called the Prairie-Masker to produce bubbles coming out of the hull and even out of the propeller, to mask the sound prints of the vessels. It has naval and military implications to make sure that they weren't detected by submarines, enemy submarines, but likewise, I've heard of air bubbles being used an air curtain, I think it's called being used around pylons being driven into the ground to reduce the noise being spread of the of the pile I'm driving. And I know and I know also that there's a lot of work now with air lubrication systems on ships, again, another system that is being used to improve the efficiency of the vessel. But you mentioned a second ago that it was the bubbles bursting in the cavitation of the propeller that creates some of the noise. So how can we have noise from the bubbles bursting, but at the same time, have bubbles protecting the oceans from noise? Can you explain that a little bit?”Dr Qing Yu, ABS (22'22”)“Yeah, the cavitation generated bubbles will have different shapes and different frequencies and also the bursting of the bubble will generate a high energy noise emission. For those bubbles generated for air curtain, or now we have other type of energy saving technologies such as air lubrication also generates bubbles. Those bubbles are different from the bubble due to the cavitation and then there's a way to control the pattern of those bubbles, the size of those bubbles, and also the distribution of those bubbles. So, for those underwater noise generating cavitation, essentially the only way that we can do is to regulate the cavitation occurs, either reduce the speed or change the way that those cavitation bubbles are generated through the operation measures or design considerations.” For air lubrication system, and for the specific system designed by navies to mask the propeller generate the noise, the bubbles are generated again in a different way and also the noise created by those systems tend to be more, let's say, much more broadband. Essentially, I can mask the noise from propellers.”Craig Eason, Fathom World & Podcast Host (24'05”)Dr to Dr Qing Yu, who is director of technology at the US classification society ABS, on the sources of underwater noise form ships and the good and bad of the air bubble. Now, staying with the theme of underwater noise, let's talk about whale communication and artificial intelligence. Sperm whales have a particular call, and according to scientists each individual pod, possibly individuals, can have a characteristic vocal sound, Now, there's an ambitious project has been launched in the Caribbean island of Dominica to try and see if scientists can use recent advances in artificial intelligence and machine learning to translate the clicks of the sperm whale. It's called project CETI Where CETI means the cetacean translation initiative. It's non-human communication. It is a huge undertaking, and a well-funded one at that bringing together experts in cryptography, robotics, linguistics, artificial intelligence, marine biologists.It's developing a whale listening system of hydrophones and even robotic fish to listen to a specific pod of sperm whales in a 20 km square area off the Caribbean Island.Amongst the team is Professor Dan Tchernov the project's Chief Operations Officer, and a marine biologist at Haifa University in Israel. I spoke to him about the project and the possible outcomesProfessor Dan Tchernov, COO Project CETI, Marine Biologist Haifa University, Israel (25'43”)“With all the machine learning, technology and AI, this is all evolving really quickly, in the last decade, maybe now it's possible finally to decipher communication between sperm whales, because they're using actually something close to Morse Code, so, just single clicks with different positions and will put always with the same structure like five notes or three notes depends on the pod and already there is quite a bit of annotated data with which we can start with, to show proof of concept. And the big idea behind it is to finally break the institutional barrier, and therefore, for the first time perhaps, trying to communicate with these mammals, or actually any other creature on their own term, mainly listening to try and understand the communication. But finally, perhaps also sending messages and getting replies. This is called CETI also because it is theoretically the training wheels for the humankind to try and reach out to other civilizations, if they ever, if ever we encounter them, to understand how to try and decipher and communicate with something very, very different.Craig Eason, Fathom World & Podcast Host (27'02”)Dan Tchernov on sperm whales and the attempt to translate their underwater sounds using artificial intelligence and the potential in the future to apply such learning to other species, possibly even extra-terrestrial.Audio examples (27'24”)END (28'24”) Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

GuestsRodrigo Bermelho/ValeNoah Silberschmidt/SilverstreamBrett Rampal/CATF, Links: Vale pushes giant bulk carriers down greener path - (fathom.world)Should we use nuclear power to make hydrogen fuels for shipping? - (fathom.world)UK Government eyes nuclear powered merchant vessels with late consideration of IMO codes - (fathom.world)Earlier Aronnax episodes about wind assist technologiesAronnax: Pressure and propulsion - (fathom.world)Aronnax S1-3 Wind Part 1 - The resurgence of sail - (fathom.world)Aronnax S1-4 Wind Part 2-eConowind - (fathom.world)Aronnax S1-7 Wind Part 3 - It's not as easy as you think - (fathom.world)Show transcript Rodrigo Bermelho/Vale The fuels that we are studying like methanol and ammonia for these vessels that are already have the space we can achieve close to 80% emissions reduction on existing ships. So we believe that we have an important competitive advantage to reduce emissions on existing ships. I think this is an important goal that we have. Brett Rampal/CATF As one of the world's largest sources of clean, firm energy. Nuclear energy offers this really, really useful base load - always on sort of electricity - that when paired with electrolysis, really turns production into a more similar sort of production to existing field production. Craig Eason Hello, again, this is the Aronnax podcast, a show that focuses on the development and transformation of the maritime and ocean space. I'm Craig Eason. And if you don't know me, I'm a former seafarer from what seems a long time ago, who became a journalist, writer, editor, and now podcast host. On this podcast, we've covered a number of technologies and ideas as well as policies and projects that are focused on the decarbonisation of the shipping industry. Shipping the backbone of global trade is needed to give us the things that we want at a price we expect. But while it's a vital component of how we live our lives, it like other industries and parts of societies is under a lot of pressure to decarbonize Now decarbonisation and shipping is taking two distinct steps, the first phase is focused on doing something with the existing ships. And then there's the phase looking more perhaps at the new ships, the newbuilds. Some of these existing ships are large, very large and quite young, meaning that there'll be sailing the oceans for many years, and at the moment, they nearly all burn diesel fuel. And this, of course, pumps out CO2 into the atmosphere. There are a number of technologies being rolled out to help reduce this. And there's wind assist propulsion, and I've covered this extensively in earlier episodes of the ironic show, and I'll put a link in the show notes to some of them. But then there's other technologies to help ships get routed more efficiently. Some to say that more optimum speeds and understand when hulls need cleaning, and then there's technologies that push air bubbles under the hull. Air bubbles under the hollow air lubrication as it's known, has been developing for a number of years and as the name suggests, a layer of small air bubbles are continually pushed under the hole to glide between Hull and water, thus reducing the friction force that the ship and its engines need to overcome to sail forward. less friction means less power needed on an engine and therefore less fuel and fewer emissions from the funnel. Now in Brazil, one of the world's largest mining giants, Vale, is also one of the largest charters have large drive bulk tonnage. There are huge dry bulk vessels and Vale controls a lot of them and this is not only leads to significant fuel use but also significant emissions. The company now has an ecoshipping programme, as it called it and it's taken two extraordinary steps this year, said to rotor sales on one of the ships and their lubrication systems on another. Both vessels are now trialling the systems with Vale considering rolling them out to other vessels on their fleet that they charter. These two ships are the biggest yet to have either of these systems but also demonstrates how charters are influencing the shape of shipping. Rodrigo Bermelho is Vale's shipping technical manager. So I spoke to him and to Noah Silberschmidy, Silverstream Technologies, which has installed the lubrication system on the Sea Victoria about the installation and trial. But I started by asking Rodrigo about the Brazilian giant's Ecoshipping programme, what that entails. Rodrigo Bermelho/Vale About four years ago, we have established within Vale this R&D programme that we call eco shipping. It is a programme to position Vale in relation to the IMO ambitions and the Paris Agreements and Vale on sustainable targets that we have. And we think Ecoshipping we have drafted a clear low carbon pathway and this low carbon pathway starts with energy efficiency. We believe there is - actually we have a first wave with invalid vessels that the economy of scale we have very large vessels and they have captured important gains, and we believe the second wave is related to energy efficiency and this wave is not finished, there are a lot of energy efficiency gains to be captured. And these energy efficiency gains they will allow us to reduce the demand for fuel and then make a transition to alternative fuels low carbon fuel. So it's a very important step that we have- these energy efficiency gains. And based on that we have scanned, the markets and the innovation technologies that are under development to see what are the energy efficient technologies that can deliver higher against. And here we matched the air lubrication technology. I think there are few technologies today. There are many, many, many technologies related to energy efficiency, but not all of them deliver high gains. And these are important ones that we must capture. So once we had identified air lubrication as one potential technology, we reviewed the technology because there are different ways to do air lubrication. And we match them with Silverstream - we have a specific way to do that, and one that has a lot of data that were provided to us. And we're able to evaluate that initial stage the technology, and then starts our innovation journey. And we did a lot of engineering that- It is two years that we have been working closely together with Silverstream. Once we have identify them as potential makers for these solutions. We did a numerical analysis, various numerical analysis, we went to HSVA model basing in Germany, we have test in scale. First, we have test the release the units in full scale in their cavitation tank, and then we have tests, in scale model, the full vessel, with our lubrication devices, to have more precise information about the gains that were available. And once we got that information, and we confirm his idea that was a technology with high gains on energy efficiency, then we moved to the pilot stage. And while all the fabrication of the equipment and studying on the vessel, that's the stage we are today, Craig Eason How would you look at the companies that you you chose? There's a lot of companies, a lot of engineers, there's a lot of startups, there's a lot of businesses that are clamouring for the attention of ship operators, managers, companies, like yours aren't there. And I'm sure if you gave everybody your business card, there'll be knocking on your door as soon as possible to say, hey, I've got the answer for all of your problems. Here's my silver bullet idea. What kind of advice would you give to companies that have got ideas and solutions? What kind of advice have you got for them, before they even come knocking on your door? Rodrigo Bermelho/Vale My advice would be be prepared to partner and share information. I think this is one thing that we got from Silverstream from the very beginning, they have partnered with us and they have incentivized that we go through all this process - numerical analysis and test - to validate the technicals- It is very difficult to deal with any maker if we are not able to validate their claims. And when we talk about innovation, we must acknowledge that sometimes we are talking about new theories or new ways of testing and there is some scope for it to be done that. So it's important that they realise that there is a pathway there is a journey together to validate the claims so that we can finally move to the real thing. Craig Eason So this vessel, Sea Victoria, has now arrived in Brazil, it's left I presume it's recently left the dock where it had the system, retrofitted. It had the tests done, it's now sailed. It's sailed. Presumably as it sails towards Brazil. It sailed in ballast, but you've able to test the system in ballast is it went west. Can you tell me a little bit about how those tests went and also about the responsibilities and role of the crew on board when you've got a novel technology like that? Rodrigo Bermelho/Vale Yes, this is the first leg the first voyage the system is working. But we we think it's very premature to have any results. I think we are adjusting the system and we are trying to reach the maximum performance that we aim. I think we did a very detailed work before installing and we have solid numbers and now we have to take time to validate that we have assigned Lloyd's Register for our one year long term. Perfect assessments We have installed high frequency data collectors, sensors, and we'll have a lot of information to process within this one year of operation to to finally confirm and even exceed the expectations that we have with this savings. So, I would say that for the moment, we are very satisfied and we continue to work because innovation is just beginning. There is a long way in terms of the the work crews has to do, indeed, dealing with new technologies that are challenged and, of course, new process to be performed on board. One thing that we did that's I also recommend to everyone that's in doing new technologies to perform hazard identifications workshops, we did hazid/hazop workshops involving classification societies, the makers - Silverstream, the shipyard, ship designers ship operators, P&I Club, we brought everybody around the table we have, we were, honest enough to points all the new things and the possible problems that could arise from this operation, and try to identify actions to solve that or to manage the new process. So all this is a is a list there is a shared responsibility, among all parts, which one had to do the actions. And now this is also in cost of implementation and test and reviewing. Craig Eason Let me turn to Noah now because no, I've known you for a number of years now I've seen how silverstream has grown and developed since it concept I was talking to you. At the time, just before you had the first system installed on the Amelienborg. How many systems have you not got onboard vessels or contracted on board vessels? Noah Silberschmidt/Silverstream as of today, we have 59, we provide a solution, both to newbuilds, and we're the only one that's doing retrofit solutions. The retrofit solutions are extremely important with new regulation on CII and EEXI. And we are at silverstream very focused in providing a product to help the industry, help owners that otherwise would have stranded assets, and try and make make them able to and have them give them a licence to to basically sail after 2023 regulatory environment. So it's a very important part of our strategy to do so. And we're scaling up part of Silverstein's business, just to do retrofits fleet deals. And that is, of course, something we're looking to do with all our.....currently, I think we only really have tier one owners, if you look Vale, Carnival, Shell and so on so forth. But it's something we are looking to be able to service the whole industry, whether them being,whatever you how want to grade them in tears. But we're also working with new builds, designers, new build teams, new build programmes and that's another way for Silverstream to be able to, let's say affect the market more. So yes, recently. I mean, three years ago, we did a fleet deal with Grimaldi which was 12 vessels. And then most recently, we did a fleet deal for Shell last year on a number of LNG vessels, which you can see on the website, which has got a lot of potential options attached to it. And then we have just now been involved in a lot more activities in 2021, which has not yet published. Craig Eason is the installing a cyst retrofitting a system is Is that likely to be a lengthy process, with each installation needing to be bespoke for this particular vessel designed around the vessel the number of air compressors that need to be installed on board, the positioning of where the air bubbles flow out from under that under the hull? Have you looked at how you can actually shorten that period of design and installation of a system? Noah Silberschmidt/Silverstream One of the workstreams we're currently doing at Silverstream is that we have a whole standardisation programme. So that means that we are working now with a fixed set of compressor types and standard systems. So if you tell me that you have a certain vessel, we are able to respond very quickly on single retrofit installation, we can will six month notice instal that, clearly, we would like to have a bit more time available to us, so we can resource it properly. But we are we are now ready for a client if the client is coming to us today and wants to do 40 retrofits over a period of five years. That is something we are currently set up to do. Craig Eason when it comes to insurance of new technologies. As with with 50 installations, and no incidents, there's a there's a certain pedigree that you're building building up here, but always the installation of new systems onto ships .and perhaps I could take this question to Rodrigo, about putting a new system onto his ship. When you go to your insurance company. They're going to look at you and think, okay, what's the additional risk here? Could you tell me a little bit about any conversations you had with the insurance companies, to explain to them what it was you were doing and what it entails? Rodrigo Bermelho/Vale Yes, for Craig, yes, we have involved with P&I Club from the very beginning. And of course, we have covered the new technology and have ensured some aspects of this new technology on boards. Now our coverage. And as I have mentioned, we also brought the P&I Club to discuss together with the other stakeholders, potential risks that were in the project. So they were around the table when we did the hazid workshops. And I think that was a great partnership that we had with the steamship P&I Club. They were very competitive, they brought good insights. And I think this is building also a relationship that's needed cooperation that's needed when we talk about new technology and innovation. Craig Eason And you've said that there's the potential for the systems that you're installing now, the air lubrication and the and the the rotorsail system for them to be installed on the ships as well. Have you Have you discussed that further? Have you got a timeline for when that might start to happen? Rodrigo Bermelho/Vale Yes, as I have mentioned, we have this low carbon pathway for shipping. Energy Efficiency plays an important role to demand the fuel consumption. Maybe you are aware, we have a lot of very large ore carriers that were designed as LNG ready. So 77 of these vessels were designed and built for future retrofits of LNG systems, so they have compartments dedicated compartment for LNG fuel tank for a round voyage and within our programme, we are working to develop other fuels for this space to turn into a multi-fuel compartment. So we have a project for a multi-fuel tank. One tank that could store ammonia, methanol, LNG. This is an important piece of our strategy, and the technologies - here the lubrication and also the rotorsails- they were designed it on these vessels- very large ore carriers. We have selected one Guiava-Max - that's 325,000 dwt. There are 47 vessels of this class, and 60+ vessels, the Vale-max class 4000, 000 dwt. These technologies they way we have designed them it's very easy to escalate the system here to all the vessels we are talking about. But it's a question at first to to validate the results, so we will go through these one year assessment to validate and refine the solution. Of course we have expectations to exceed the results that we have and I believe that the technology will improve and we can in the future have better gains, so, the pilot is for that as well. And once we we are comfortable with these gains that we can have, they will allow us to go for a more comprehensive solution on installing energy efficiency equipments on vessels, reducing the demand for fuel and going to alternative fuel solutions and fuel that we are studying like methanol ammonia for these vessels that are already have the space we can achieve close to 80% emissions reduction on existing ships. So we believe that we have an important competitive advantage to reduce emissions on existing ships. I think this is an important goal that we have. Craig Eason That was Rodrigo them Hello from the Brazilian mining giant valet talking to me about the company's plans to reduce the emissions on the giant bulk carriers its uses and some other technologies that they're using to achieve it. And in terms of future fields, I was particularly interested in the idea of a multi fuel tank which can be used on board for different fuel types. As shipping moves into its next era. When fuels like methanol, hydrogen, ammonia, and biofuels will rise. The discussion about future fuels is a heated one, and there are proponents shouting louder and louder about specific solutions. On a personal note, I don't see why one fuel should win over the other just yet. different markets in different regions may have different answers, but one thing is for sure, there's going to be a need for more of it to be made. If we assume that part of the shipping industry will require green hydrogen and green ammonia, which is made from the hydrogen then industry needs to look at how the electricity is sourced. The most talked about sources are green electricity from wind power or solar power, possibly wave and tidal in the future to then there's the debate about the value of blue hydrogen and whether this is the transition to green. Blue hydrogen is where the hydrogen is made through Steam reformation, and the co2 generated is recycled or stored through CCS. But a recent paper in the US has pointed to another source of electricity to make hydrogen nuclear power. In the US lobby group, the Clean Air Task Force issued a paper last month suggesting that as nuclear power generates baseload electricity, it's an obvious source of power to make hydrogen for society. nuclear power stations already use significant amounts of hydrogen in their chemistry and water cooling. But this is currently sourced through the steam reclamation process of natural gas. There are now trials in the US and proposals in the UK to develop hydrogen from nuclear power and use it specifically in hard to abate industries such as shipping. The Clean Air Task Force paper was authored by its nuclear power expert, Brett rempel, I got in touch with him and I asked him about the nuclear industry in the US and its existing use of hydrogen. This is set to change. And the first demonstration projects Brett Rampal/CATF the reactors nuclear power plants around the world that use hydrogen in their operations are usually sourcing that steam methane and refined hydrogen in their in their operations. Right now, in the US, we have multiple demonstrations for demonstrations and nouns, the one with the location, as you know, just recently been confirmed by Exelon of nuclear hydrogen electrolysis demonstrations supported by utilities in the Department of Energy. The Exelon demonstration is going to be at the Nine Mile point, nuclear reactor, nuclear power plant, excuse me. And the existing power plants use the hydrogen in chemistry control and their water in some reactors. And in others, they use them to cool the generators. So keep the generators cool. So that that is a not an insignificant amount of hydrogen being used by the existing reactor fleet around this country. And so that's why a lot of these utilities and the Department of Energy is looking at the opportunities for sort of pairing the existing user which is also a clean energy generation source to produce the commodity that it's using. And the paper also alludes to a more advanced sort of electrolysis technology that's currently being studied and researched and even demo in some places. And there's high temperature steam electrolysis technology also tends to lend itself very well to nuclear technologies with which can offer a high temperature steam product at the end of its energy or in its energy generation cycle. Craig Eason What what's the benefit of building an electrolysis subunit to a nuclear power station compared to building it close to a wind power station or a solar panel? what's the what's the benefit of the hydrogen in this discussion compared to solar or wind generated electricity? Brett Rampal/CATF Sure, well, I mean, depending on your region in your area, the option for pairing electrolysis with renewables might be, you know, the best option for you but for some reason There's some areas that just might not be possible for a area and density sort of need renewables while a great and growing source of our electricity in this in you know, in this global economy they tend to be relatively dispersed not take up a little bit a lot of land use the opportunities for nations or locations that are very reliant on marine shipping, such as Pacific island nations or you know, that all have land use me are problems land density problems, would probably struggle to produce or build out the needed renewable infrastructure to support decarbonizing both their electricity and expanding to produce additional zero carbon fuel sources. So from that standpoint, it offers a different side of the the teeter totter on renewables there. And then additionally, as as one of our the world's largest sources of clean, firm energy. Nuclear Energy offers this really, really useful base load always on sort of electricity that can, when paired with electrolysis, really turns production into a more similar sort of production to existing fuel production. Most fuel refineries and fuel production operations work most economically and efficiently when they're producing fuel, not when they're not producing fuel. So pairing electrolysis technology with an always available clean source of energy or electricity, helps support overall economic production of the zero carbon fuels. Craig Eason And in terms of the the location of nuclear power stations there may have this role, but most of them seem to be located next, next, or very close to water, large water sources because the amount of cooling water that they need, so they tend to be next to water, but I don't perceive them as being very close to ports. That question Can at that point leads to the if you if you can get the hydrogen electrolysis located next to the nuclear power station. So you've got that you're What about that link between the hydrogen that has been generated or ammonia or whatever product it is, and the actual end user? Brett Rampal/CATF Sure. Well, you know, in the United States, we do have some existing nuclear power plants that you know, are not located directly next to ports, but are located nearby and the existing us pipeline infrastructure is extremely robust. And the opportunities for either hydrogen blending or hydrogen injection directly into dedicated pipelines for shipment and production, or are transitioning existing pipelines over to new operations with retrofit and upgrade, of course, those sort of opportunities, lend itself well for a gas commodity like hydrogen or ammonia. And when you're also talking about the next step, which our paper talks about, in terms of using ammonia instead of hydrogen, there is an existing ammonia transportation and production, market and infrastructure globally around the world. So the the distance from a quote unquote, large traditional port might not be super challenging for an existing nuclear power plant that might be located on the Gulf of Mexico or along the Mississippi River, if they could leverage existing transportation infrastructure for one of these, you know, technology for one of these commodity streams. Craig Eason The obvious question is really, why not just put the nuclear power station or the nuclear power unit directly onto the ships, the in the US there was the Savannah and the Russians have got a large number of icebreakers in in service for many, many years. And of course, they had one deep one large container vessel kind of icebreaking container vessel that was is still nuclear power, I believe it's still actually in service. And then of course, there's all the military vessels both in the US and Russia and elsewhere that have got nuclear power plants on board, some of them have gone to nuclear power plants, I believe. And I know that this is a discussion that has also risen again, in maritime circles about the option of putting some of the developing technologies for nuclear power onto ships and star and using that as a way to demonstrate cleaner shipping, that you see that different from what you're suggesting. In terms of creating ammonia and hydrogen for the shipping industry. Brett Rampal/CATF Sure. And just as an aside an anecdote the USS Enterprise, the Nimitz class carrier that came out actually had eight nuclear reactors on it, I believe. So some of these, some of these aircraft carriers have that multiple reactors on them. A lot of my original thinking began going down the pathway of putting reactors on ships, but when we sort of looked at the balances and the pros and cons and again, the timescales for decarbonisation, you know, and where existing, you know, nuclear technology is used or could be used now, we don't see a world where long durations transportation shipping becomes ultra reliant on, at least in the near term, on on a on nuclear propulsion on the ships, because, number one, there's ports around the world that are, are non nuclear areas and won't allow nuclear vessels and everything. So therefore, you limit your, your, your access, right there. Number two, there's liability issues for operating a nuclear reactor on a ship versus operating a traditional or zero carbon fuel engine on a ship. You know, those liability issues can include security and proliferation, as well as extreme cost liability issues. And then you've also got a workforce and manpower concerns. So the the the challenges with looking at the existing marine shipping fleet and talking about a large scale transition of all of its, or a majority or a large percentage of its workers to be nuclear qualified or to work on a ship with new versus what they're used to, which is they're very well experienced professionals in fuel operations and, and safe operations of marine engines. Those are high higher barriers than we thought in the near term for looking at an option like a zero carbon particle, which is an easier transition, it seems. And then in the paper, we discussed, like you discussed icebreakers, a couple other niches where we think nuclear propulsion will continue to expand and shipping like research vessels and sort of those niche opportunities that in the near term, really what lends itself well to this before the larger picture. It just seems like a larger lift right now, Craig Eason finally, I'm aware that's back in the 60s, late 60s, early 70s. In the US, the military or one of the the engineering course, or something like that, put a nuclear power station on an old vessel and created a barge didn't power the vessel by him. But it was used in the Panama Canal. Russia has got its floating power station that's now active up in the in the Arctic, China has got a nuclear barge that is developing should be floating sometime this year, maybe or operational next year. And I know that there's a couple of companies that are looking at nuclear power on a barge so that the nuclear power itself becomes mobile. Do you see this as being able to work alongside that hydrogen generation, then as part of this process to create a much more flexible green fuel supply chain for the shipping industry? Brett Rampal/CATF I think we see novel and deployment and novel deployment methods as being important and integral to the growth and future deployment or achieving potential of nuclear decarbonizing or supporting large scale grid, decarbonisation or large scale energy systems, decarbonisation the the mobility aspect of putting them on the barges In my opinion, I don't necessarily think is the biggest driver for why they're doing that. I think it's more a sighting issue, if you can, you know, site the reactor offshore, it's a little bit easier in a lot of cases than siting it offshore. As you can imagine, based on experience that a lot of industries have learned for offshore versus on onshore siting in similar energy production technologies. So the and if you look at what a lot of these barges did or are doing, they're being moved someplace and left there for a long time. So the Sturgis the Panama Canal barge, stay there. Forever the academic Lavasa, I'm sorry, I probably butchered the Russian name of that is in a northern port located there for a long time. And I believe that's what the Chinese are planning to do. So I think it's leveraging existing shipyard building capabilities to kind of say, Oh, hey, how can we commoditize these products better? How can we increase the manufactured content? How can we assembly line these things out, and then we can use the waterways to then transport them, and then they have implantation there. So I think that does lend itself very well to the potential options for doing zero carbon fuels, because then you could, as you, you know, alluded to before and get them closer to those ports, or locations where the users are going to be. Craig Eason That's Breck rampolla from the Clean Air taskforce talking about the idea of generating hydrogen and ammonia from nuclear power, and using it in the shipping industry, as well as the growing interest in nuclear power stations on a barge. Of course, there is the other option of having nuclear reactors as a power source on a ship. And while this still faces a lot of challenges, not least political and societal. There are companies looking at this possibility of UK has now issued a consultation for a draft merchant chip regulation that would align itself with the iremos nuclear code for nuclear ships. Well, that's it for this episode of the air annex podcast. I'm Craig Eason, you'll find me at fathom dot world where you can read our stories on these and other topics, please visit the site and subscribe to our newsletter. And of course, subscribe to this podcast on your favourite podcast app. And share this podcast with your friends, family and colleagues who are interested in the transition and transformation of the shipping and ocean space. Until the next time, goodbye.Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Carbon capture and storage, the process of catching industrial CO2 emissions and then storing them (sequestering them underground is seen by the IEA as a vital decarbonisation tool. Norway agrees and is supporting the efforts of Equinor, Shell and Total as they see this as a key tool for reducing Co2 emissions from their oil and gas production. (It is promoted as storage as a service, where they have emptied the oil and gas wells and can refill them with CO2). Cement makers also see the potential. But given the distances and volumes there needs to be a CO2 transport chain and according to experts such as HIsham Al Baroudi at Cranfield University, large scale shipping is the answer. Al Baroudi and others recently issued a review of large scale shipping and marine management for CCUS.In this episode we hear about industrial CO2 capture plans and Craig Eason, Aronnax host and editorial director of Fathom World, spoke to Al Baroudi to get a sense of the scale of shipping that could be needed as CCUs picks up.Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Many thanks to tech experts Sigurd Jenssen, Wärtsilä & Kazuki Saiki, Mitsubishi Shipbuilding for their input talking to Craig Eason. Shipping is on a path to reduce its CO2 emissions. A lot of the talk is about new fuels, but what about using the industrial technology found ashore to capture CO2 and then either sequester it or use it again? TranscriptKazuki Saiki It's like a scrubber, a SOx scrubber and you create a shower of the amine solution through the exhaust gas and through this physical contact between the water solution and the gas, the amine will catch the CO2 out of exhaust gas. Sigurd Jenssen We have different constraints on when you're putting something on a ship compared to land or land you can build a tower that's 30 metres high. You can do that on a on a ship. Craig Eason Hello there! You've probably heard about the technology known as carbon capture, industrial CO2 emissions are caught compressed and then either sequestered somewhere that they can't escape from, like an old underground hydrocarbon reservoir, or possibly reused in chemical or even potentially electrofuel production. It's a growing sector and one that the International Energy Agency says will be key to society meetings, decarbonisation goals, so there will be a significant demand for CO2 shipments if their predictions are accurate. Now while carbon capture plants are huge, there is now work underway to see if the systems can be reduced in size, and then installed on ships to capture some of their CO2 emissions. This is the Aronnax show, a podcast about the technology and sustainability of the shipping maritime and ocean space. I'm Craig Eason, owner of the Fathom World News and Information site. And in this episode of the podcast, we're looking at how to take a complex large industrial technology and Maranise it for shipboard use. CO2 capture is an established set of technologies in some industries. Although the different ways the CO2 is captured varies depending on the industry It is currently used for. The issue with scaling a CO2 extraction solution for a ship is cost efficiency and space on board. I know of three companies currently researching this to see if it may work though. There may be other companies too that I don't know about. The ones I know well that Centre in Norway, TECHO 2030 in Norway and Mitsubishi shipbuilding in Japan. None of them know yet whether it will fully work. But the success of marinising sulphur dioxide scrubbing technology and enabling ships to meet the sulphur emission regulations points to the potential. There are a number of different processes for capturing CO2 from industrial emissions, but one employs a similar method to the scrubber technology namely that a liquid is sprayed through the exhaust to capture the specific pollutant and then that liquid is subsequently cleaned. As Siggurd Jenssen at Wärtsilä told me recently, Sigurd Jenssen The last few years we have been very busy with delivering scrubber projects, but we have also then come to the realisation that carbon capture technology has matured. So we have been around to various land based facilities and talk to various people who are dealing with carbon capture on the land. And our conclusion from all of this is that the technology is sufficiently mature to start bringing this on to ships as well. We have looked at different technologies, be it sort of solvent based scrubbing, membrane separation or cryogenic separation, and we think there are key elements in all of these technologies. But But initially, we will focus on a solvent-based scrubbing process, in part because that's where most of the experience is on land. And also because we think we know a thing or two about scrubbing. We see that there are opportunities for us to take that land based technology and convert it to to a ship. We have different constraints, when you're putting something on the ship compared to to land. On land, you can build a tower that's 30 metres high, you can't do that on a ship. But, based on the experience that we have with with SOx scrubbers and the know-how that we have around the scrubbing technologies, we we see that we can make it a little bit more compact, and more fit for use on the ships. So that is what we're going to do now; instal test unit of one megawatt size in in our lab, it will still be land-based but it will mimic a marine installation with both SOx scrubbers and we have SCRs and we have a small auxiliary engine running on HFO. So we can really get as close to being on the ship as as possible. and then we need to spend the next year or years playing around with the with a parameter, seeing what trade-offs we can make in making this fit, for shipboard installation, Craig Eason Jenssen said that the technology the vatsal that we'll be looking at will use chemicals known as Amines on a ship, the amines are an ammonia derivative and they're sprayed through the exhaust to catch the CO2. And it is very similar process that Mitsubishi Shipbuilding is also looking at. Kazuki Saiki My name is Kazuki Saiki. I am from our strategic planning and operation office, of Mitsubishi Shipbuilding. I used to be an engineer, and I was doing the initial designs of, let's say, feeder LNG vessels or LNG bunkering vessels. Back then I was designing container ships and so on, but last year, I was project manager of this CC Ocean project. This all conversations and discussions over alternative fuels, zero emissions and carbon capturing started back in 2018, where IMO decided this very ambitious goal for IMO 2050, where we all have to cut off 50% of entire greenhouse gases from maritime sector. So this is why we have started discussing over alternative fuels such as hydrogen, ammonia, and synthetic fuels, biofuels. These have to be carbon neutral and along with that, we have an option of carbon capturing on board. What really differentiates carbon capturing from the other alternative fuels is that it's a combination of feasible technology from land based industry. It is not that we are committed for onboard carbon capturing we are also developing ammonia fuel fuel gas supply system. And also we're working on electrification of smaller ships. But we do believe there will be a worldwide CO2 supply chain, and so we think that this will be an option. Craig Eason The CC Ocean project that Mitsubishi is running is on a K Line vessel or will be on a key line vessel on international trade in the Pacific Ocean. The project is being funded by the Japanese government and as well as Mitsubishi and K line, Class NK, the Japanese class society is also involved. Kazuki Saiki First of all, I have to confess that we're only collecting 0.1 tonne per day of CO2. So, this is just like 0.1% of entire emissions from the ship. And we only have carbon capturing plant, meaning that we don't have liquefaction plant or storage tanks. So, regretfully, we have to return the captured of CO2 back to the exhaust gas. So, why are we doing this is that we want to confirm even though this is a proven technology, there are the requirements from Marine use And we wanted to confirm the effect of marine environment to the performance of the carbon capturing. The effects that were concerning is including the ship motion, and also the the sulphur content. We know that the sulphur content in exhaust gas will deteriorate the performance of amine, and the third one is we need to confirm safe operation by crew. So, these are the main purposes that we want to confirm through this trial. This year Craig Eason Kzuki said to the development of onboard CCU will develop after the market for co2 carriers and shipments of CO2 grows something the IAEA says will need to happen if the world is to reduce its greenhouse gas emissions sufficiently to meet its targets. Kazuki Saiki We are very much aware that there has to be a port infrastructure, to accept the captured CO2 from the sea. But we're being pretty much optimistic about it because the on the land, oil and gas industry there are more and more needs for CCS and carbon capture and storage or er, enhanced oil recovery. And we are also getting many, many inquiries on liquefied CO2 carrier. So this is another story it's not about the onboard carbon capturing, but simply carrying the the liquefied CO2 and this need is coming from CCS. So, we do believe that there will be a seaborne CO2 supply chain. So, what I am guessing is that the carbon capturing onboard will come after the building of this seaborne CO2 supply chain. So in light, that means we can just utilise the port infrastructure structure and we don't have to worry about what happens after bringing back to the poor Craig Eason Neither Mitsubishi nor Wärtsilä have been able to put a date on when shipping would be able to buy and instal tested, approved, and economically viable systems. But given the investment both companies are making, they are obviously confident that there would be demand should it work. The main target would be the existing fleet of vessels as own as eye the requirements that they will need to meet for the 2030 emission goals being laid out by the IMO. But this also relies on the IMO having taken into account carbon capture technology as a viable and equivalent emission reduction technology. The member states are currently finalising the requirements for the energy efficiency existing ship index and the carbon intensity indicator. These are the two regulatory tools to be used to get owners to improve individual ship efficiency. But there isn't any scope at the moment for this abatement technology and the calculations. And for carbon capture on board to work owners really do need to feel confident of the CCU technology and its ability to help them meet the regulatory requirements. Sigurd Jenssen On land, they are looking at capture rates in the high 90s. They're they're researching how to go from 99 to 99.5%. capture it, that's not what we are looking for in in shipping, we need to reduce the overall greenhouse gas emissions and if we can take out 70%. I mean, that is a huge step, and that aligns with the IMO targets as well. So I think that is our starting point that we know that we were able to do quite a lot of good, we're not going to get to 100%, at least not in the in the near future. Eventually, that might be a possibility, but doing 70% now is going to do a lot of good. It's not without its challenges. wouldn't be any fun otherwise. And for sure, there will be sacrifices that needs to be made. You will need to add a scrubber,and a stripper, and cooling and compression plant and not least the storage aspect. So you won't lose something in terms of space or cargo capacity. But we think that is a relatively minor compromise for the benefit that you would, would get. And to be fair, if you look at the the alternatives, there are compromises that have to be made for those as well. So it's this or that. Craig Eason So before we end before you go a request. If you can share, subscribe, and like this podcast. I put the show together in my own time because I've got a great interest in what's going on in the ocean industries. And if you have got to this part of the show, then you obviously do too. So get in touch if you want to talk to me about your ideas, and until the next time, goodbye.Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Links to stories:The cost of decarbonisationNigel Topping on the need for governments to align their message on decarbonisation: Podcast transcriptHello and welcome to another episode of the Aronnax show, the podcast powered by Fathom World and hosted by me, Crag Eason.Later in the programme we will hear from Orestis Schinas from innovative ship finance firm HHX.Blue who has estimated for the EU funded wind assisted ship propulsion project, the potential value of the wind assist propulsion technology market as ships all around the world face the challenge of meeting the targets set for shipping’s immediate carbon intensity reduction.CLIP At Fathom World I focus on the transformation of the shipping maritime and ocean space, but undoubtedly the most exciting part is keeping track of the changing technologies and solutions that are becoming available to help shipping become a cleaner industry.Shipowners around the world face some excruciatingly difficult decisions in the coming years, and I mean the coming four or five years as expectations rise to reduce CO2 emissions and then decarbonise.Political pressure is mounting. Here’s Nigel Topping, who is the UK high level champion for climate change for the next UNFCCC COP meeting which will be in Glasgow at the end of this year.“So, it seems to me that we clearly, very rapidly moving to convergence on agreeing that a transition to zero is feasible within the scientific required timeframe by 2050. All signs are pointing to hydrogen and ammonia being the most promising fuels. Zero emission fuels being ready by 2024, ready to order by 2022 - those dates seem to be coming forward every time - I'm not steeped in shipping – but every time I dip in, we seem to be getting more confident we can go faster. And I think the rapid increase in greenhouse commitments from both governments and private sector players is encouraging. We have a large number of cargo owners in The Race to Zero, but we need to have more shipowners so far only, only, only the only container shipping is Maersk, we need more players along the value chain more commitments from ports and from fuel manufacturers so that we can drive that near term collaboration across industry and government to drive the pace needed. Finally, long term, we've got to have a level playing field. And that I think it's going to mean that some sort of carbon levy or similar forcing mechanism. And there the IMO role is going to be critical. And the discussions at the MEPC in June, on the proposals from the Marshall and Solomon Islands will be, I think, an important opportunity for the IMO to indicate its commitment to playing an active role in the transition to net zero. I know that a lot of people are looking to the IMO to show that leadership and are sceptical at that moment, because I feel I haven't seen it. So I would encourage all governments to make sure that your IMO delegations are sending a clear message on the need for rapidly increased ambition. We can't continue to have one set of ambition communicated through climate ministries and a separate one through transport ministries”. That is Nigel Topping The UK high level champion on climate change for the next UNFCCC COP meeting in Glasgow towards the end of the year. He was talking during a World Bank webinar to explain two recent papers the Bank has recently commissioned and published. One looks at the benefits for developing countries of a decentralised fuel network as shipping turns to fuels such as hydrogen and ammonia that can be made using renewable electricity and not the hydrocarbons of today which are controlled by a powerful few.The second papers outlined explained its views that shipping is heading down a dead end if it continues to order ships powered by LNG. This report is more controversial and has been criticised by groups who say that hydrogen and ammonia fuel and engines that can burn the fuel will not be available in the short term.Nigel Topping sides with the World Bank perspective, but he also believes countries, the UN member states that are also IMO member states, are under increased pressure in the face of the UNFCCC meeting to align their priorities. And that means making sure that what they say about decarbonisation goals in general is what they get their delegations to say at MEPC. The IMO has been riddled with inaction in the past as delegations procrastinate on one theme or another over about 20 years.Things seem to be changing now though. Both the UK and US have alluded to increased pressure on the shipping industry, an industry that has agreed to certain targets by 2030 and 2050 but which may soon find that those targets are just not going to be enough.The UK has said it it wants to bring what it sees as its share of shipping’s emissions into its own GHG budget accounting along with aviation’s. The US has reaffirmed in a recent world leaders summit its commitment to the talks at the International Maritime Organization. So, yes. The pressure, and the rhetoric seem to be mounting.Since the Paris Agreement in 2015 the science has shown that even the sudden surge in acceptance of the problem has not resulted in enough action. So, this year, despite the restrictions of the pandemic we see the world looking to the next UNFCCC meeting which is in Glasgow in November. It is seen by some as the most important meeting since Paris. Some of the papers for the IMO’s June MEPC meeting include submissions about market-based measures from the Bahamas that Topping alluded to, as well as papers on the two agreed measures to make initial curbs on shippings emissions – that’s the EEXI and the CII, the Energy Efficiency Existing Ship Index and the Carbon Intensity Indicator – as well as more acceptance of alternative technologies especially as pressure may increase to strengthen the current 2030 goals.Now, one such technology is wind assist solutions. These are a growing range of solutions which provide some additional thrust to an existing vessel. these are flettner rotors, wingsails and kites that can harness wind and provide a vessel with a little push, enabling the vessel’s engines to be run at a more efficient power, reducing emissions, while the ship still maintains its expected speed.If you look back in the Aronnax Podcast archives you will find a number of interviews with companies that have been developing, testing and selling such concepts.There are now more than a dozen examples on commercial shipping, some of which are subject to additional research to achieve better understanding of the benefits, as well as a better way of estimating what these technologies can offer by way of fuel savings and reduced emissions for owners interested in new installations.But one of the issues with WASP technology deployment is access to capital both for the companies developing the technology and the shipowners interested in using them.I recently took part in a webinar organised by the Wind Assisted Ship Propulsion project, an EU funded project organised through the Interreg North Sea Europe programme, part of the European Regional Development Fund (ERDF). The project has brought together universities, research groups and ship owners to not only test wind assist system performance, but to also look at how modelling of performance can be better developed and then this modelling both used to assess technology potential performance on a retrofit.In this way the aim is to give better reassurance to ship operators that have an interest in applying wind assist technologies to an existing ship or one they want to order and have built.Wind assist technologies from companies such as Norsepower, AirSeas, Anemoi, Econowind, and others are still new, but they are a very visible demonstration of how the industry is changing. But in order to convince shipowners and operators that these technologies can be applied, it needs both good data to show expected results and a good finance model to show the return of investment.As part of that webinar, I heard from Prof. Dr. Orestis Schinas from alternative ship finance firm HHX.Blue who said that the regulations that have recently been approved, namely the EEXI and CII will be drivers for technology investment. And that this should be good news for anyone with investments in cleantech.“Allow me to remind you that the value of the assets, let's say the ships currently in the water, is around $1trn to $1.2trn, and as per the current regulatory requirements, the ones that we expect to have in MEPC 76, and in the near future, almost 80% to 90%, depending on the ship type and size, will not comply with the regulations of EEXI, energy efficient operating index, and the Carbon Intensity index. And this gives a huge, let's say, trigger for financers and operators, to invest in shipping assets gain. “And this is, let's say, what this is also the outcome of the studies and the input that we get from classification societies where practically 90% of the total fleet of existing total made does not comply with the EEDI phase three requirements.“In this regard, bank lending, and generally available capital for debt is decreasing from banks, due to banking and financial regulatory issues, so the leverage of the industry is still 50%. And that means, I mean, right now I'm talking about I'm talking about across segments and sectors. So and that means that it is really challenging for ship owners to raise capital in order to retrofit, or lets say to update with the technology onboard, or build new ships. And this is challenging.“We have concluded an analysis that will be published soon, where around $300bn is the cost of the estimated decarbonisation efforts in assets, for the period 2025 to 2030. That is the day the first period of the compliance with the 2030 goals for the IMO. And we have, as I said, this figure is very close to what other sources estimate. So you can have a range from $250m to $350m, only for, let's say new ships for retrofit in this period and keep in mind that the order book right now most yards worldwide, is, let's say empty. “To cut a long story short, if we estimate $100 billions. That is let’s say the total amount of costs for decarbonisation and to achieve the goals of IMO 2030. And considering that the wind assist technologies are already in, let's say in the list of technologies that are promoted by classification societies, technical experts, etc, etc. And it will consider that only 10% of this budget will be allocated to wind-assist technologies- why because it is easy to let's say retrofit, because it's easy to install, because there is already knowledge and technology and know how, then we can see that a new market of $30bn potential is generated. “And this is a very interesting point for our colleagues working on the technical aspects for WASP, because unless we have credible data, from a technical point of view, unless we have a credible data on the energy, let's say savings, on the operating profiles. Unless let's say we do our technical homework properly, then our financial calculations are more speculative than, let's say, very well substantiated”. Prof. Dr. Orestis Schinas HHX.Blue talking during the EU funded WASP project webinar recently. Now, there is another option when it comes to wind powered technology and that’s to build a ship that can use the wind for its entire sailing power. A return to sail sounds nostalgic and even romantic, but it can be commercially sound according to Sail-Cargo CEO Danielle Doggett. She and her team are currently building CEIBA a wooden schooner that she says can run commercially and make a profit. Now, this is certainly not a big vessel, it’s cargo capacity under deck is the equivalent of only 9 x twenty foot containers. But size is not everything.The vessel is being built in Costa Rica and everything about it has been thought through in a sustainable way. The shipyard where the vessel is being built was built by Sail-Cargo. The ship will be ready to sail next year, so I caught up with Danielle, and we have the full interview in next weeks episode of the Aronnax Show, but here is what she told me about the start of realising her ambition. “Starting this with next-to-no financial backing actually made it more necessary for us to have the answers to every single question, to have planned better to have a stronger foundation to have more, have done more feasibility studies to have every everything figured out. Because we needed our investors to trust us. “It's not easy to say to somebody you've never met, please send $20,000 to this account and Central America where I'm standing in a field. And we have nothing to show for it. So we needed to have those answers. It's something important that you brought up is that we are a for-profit business model, while we do maintain a lot of nonprofit organization goals and values. “But that wasn't the point of this business, we wanted to say exactly, as you said, we can hold up our numbers, and that, you know, it's a much smaller scale, but hold up our numbers and the numbers beside Maersk or any other for-profit shipping company. And we could say, look, we did it, we paid our taxes, we paid our investors, we paid our crew, and we did it, carbon negative. And so that was very, very important for us to be able to say that.”The jungle ship being built in a wooden shipyard on the coast of Jungle Rica. More from Danielle Doggett about the ship, its trade and her business plans in the next edition of the Aronnax Show.So now we have our regular update from Nick Chubb, at Thetius, on some of the other activities that have been shaping the transformation of the shipping and maritime industry over the last few days.“Thanks, Craig. It's been a big week for technology funding. Singapore-based fleet performance startup Alpha Ori closed a $6 million series A round with shipowners, Hafnia and BW Group leading the round. Alpha already develops fleet management tools that help operators to better manage their fleets. The start-up surpassed 100 deployments in 2020. And this latest investment will help them fuel their growth.“Also, raising a series A this week is Israeli start-up Orca AI. The company has developed a collision avoidance system that uses computer vision to help bridge teams to make better decisions and ultimately, to enable autonomous collision avoidance in the future. The $13 million investment was led by OCV partners with Ms Ma Ventures and Playfair capital, also joining around. “Over in the UK the Port of Southampton has announced that is deploying the UK's first private 5G network in a port alongside Nokia and Verizon. The aim is to create an ultra-low latency high security network to enable technologies such as IoT and edge computing that will improve the operation of the port. “Coming back to Singapore now and the Maritime and Port Authority has announced a new $90 million fund for a Maritime Decarbonization Research Center that will be set up in the city. Corporate partners including VW Group, Eastern Pacific Ocean Network Express, and BHP to name a few. Each chipping in around seven and a half million dollars to be part of the program. MPA, Singapore is going to match their contributions. “We just launched a new report on Singapore as a maritime technology ecosystem. One of the key findings is that technology spending is set to grow from 11% of the country's maritime economy to 20% over the next decade, with digital technologies becoming a major source of growth for the country's maritime industry. The 44 page report which was sponsored by Startup Wharf and Inmarsat is available to download for free from our website”.Nick Chubb from Thetius ending this episode of the Aronnax show.And a final personal note. If you like this podcast I would really appreciate it if you could rate it, share it and give it a thumbs up. Such small acts do nothing more than make me feel good and reassure me that people want what we can offer.I’d also encourage you to visit the Fathom World Website (where you can read more on the stories I cover on the podcast) and where you can also subscribe for our ever popular but occasional newsletter.Until the next time, GoodbyeI am grateful to the Wind Assist Ship Propulsion project, funded by the EU North Sea Region funds for permission to use the excerpt from their recent webinar on the project. Details can be found here Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

En este episodio tengo la oportunidad de platicar con una gran amiga y aliada en la atención a muchos de nuestros clientes. En Aronnax son especialistas en maquila de nomina y administración de personal. Les dejo su pagina web para que los visiten; www.aronnax.mx Y no se olviden de seguirnos en todas las redes como VIPE Consultores.

Last week there were two noticeable announcements from shipping companies about the types of ships they are going to, or to be accurate could be, ordering in the future, and these were noticeable as these two vessels were a methanol powered container ship and a wind powered deep sea car carrier.As we see the drive to decarbonise society and the shipping industry there is pressure on many sides for more action and less talking. But given the ask, the action has been slow to materialise. As we have heard in previous episodes of Aronnax show the race is speeding up to find new fuels and new ways to create a cleaner more sustainable shipping industry, one that is up to the challenge that society is setting itself.These two announcements from Maersk Line in Copenhagen Denmark and Wallenius Wilhelmsen in Oslo Norway, could, if their promises remain true be seen in the future as some of the first significant steps on this journey.Maersk Line said it will be building a feeder container vessel that will run off methanol. Well, actually it will be dual fuelleld so it will still has the option to use existing fossil bunker fuels as well.Tis is not one of the giant boxships that sail between Asia and Europe and the US, these huge vessels have a nominal capacity of well over 20,000 20 foot containers. This methanol vessel, with 2,000 teu is a lot smaller and run on a regular shuttle feeder route according to Morten Bo Christiansen, who is head of Decarbonisaiton at AP Moller MaerskThe company gave me a short window of opportunity to talk to him about the news, but in that time he told me about the challenges they will face. The group aims to get the vessel in the water and in service by 2023. Christiansen says this order for the ship, and the announcement that all future newbuilds will be dual fuelled for future fuels, which should help fuel makers see the potential market for fuels. The company has told the press that customers using this vessel will see higher rates for cargo, reflecting the current higher costs of ordering such a vessel, and the cost of greener fuels which remain higher than current fossil based fuels. Also last week Wallenius Wilhelmsen said it will also be pushing on with a project o build a wind powered giant car carrier. The challenges are significant, but the company is moving the Oceanbird project that Swedish partner Wallenius Line began last year.But it was back in 2005, Norwegian shipowner and manager Wilhelmsen designed a ship it was never intending to build.It was called Orcelle, like the company’s other vessel’s at the time it was a car carrier, but unlike anything else it was a design of a future ship that had sails, alternative power, wave power, solar panels and other technological ideas that were at the time looking unlikely to become reality.The announcement last week was for a vessel it is calling Orcelle Wind, and which it hopes to order next year providing the project meets five key feasibility criteria: Namely that such a vessel makes technical, operational, regulatory, financial and commercial sense. Roger Strevens, vice president of Global Sustainability at Wallenius Wilhelmsen talks about the decision to develop such a radically different vessel. The listed company is majority owned by Wallenius in Sweden and Wilhelmsen in Norway. The Oceanbird project which has led to Orcelle Wind was driven largely by Wallenius in the beginning. Wilhelmsen in Norway has been evolving its own projects within it subsidiaries, including hydrogen fuelled projects and electrification. And in an earlier episode we talked about another joint venture called Massterley which Wilhelmsen runs with Norwegian tech firm Kongsberg.Support this show http://supporter.acast.com/aronnax. See acast.com/privacy for privacy and opt-out information.

Un cetaceo misterioso ed enorme, dalla velocità soprannaturale, nuota in lungo e in largo negli oceani e nei mari di tutto il mondo. Persino i grandi bastimenti lo temono, perché sembra che il mostruoso essere possieda una pinna in grado di squarciare la chiglia di qualsiasi imbarcazione. Che tipo di creatura è? Saranno il professor Aronnax e il suo fedele cameriere Conseil, assieme al fiociniere canadese Ned Land a scoprire che il pesce mostruoso in realtà è un sottomarino, il Nautilus. Alla sua guida, il mitico capitano Nemo, un uomo segnato dal dolore e dal risentimento contro la specie umana. Durante l'incredibile viaggio sotto i mari dell'intero pianeta, persino nell'Antartide, non mancheranno momenti di grande meravigli ma anche di puro terrore.Scritto nel 1870 da Jules Verne, lo scrittore più visionario del diciannovesimo secolo, Ventimila leghe sotto i mari sembra essere una straordinaria anticipazione del progresso tecnologico dell'ingegneria navale che avvenne nel secolo sucessivo.Interpretato da Leonardo De ColleLa versione integrale è disponibile su Audible e Storytel e on demand su www.goodmood.it

durée : 00:59:14 - Fictions / Théâtre et Cie - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

durée : 00:59:14 - Fictions / Théâtre et Cie - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

In this episode of Aronnax, host Craig Eason is in France (albeit remotely) to talk to two people working in the field of wind-powered systems to see what can make shipping a more attractive industry for today's young professional.Is shipping sexy enough for the millennials that are today's university graduates and tomorrow's game changers.He asks a naval architect and project manager, SImon Watin about switching from the glittery world of high octane ocean racing yachts and luxury cruisers to the more industrial commercial world. Simon works at VPLP and is working on the new ro-ro vessel being built to carry Arianes's space rockets to French Guiana. The vessel is being built with four giant wing-sails that Simon and hos colleagues have developed from the racing world.Then we hear from Vincent Bernatets founder of AirSeas, a company that is putting a huge kite system onto an Airbus ro-ro ship that will take Airbuses airplane parts around Europe.These two French companies with their different wind assist technologies represent the cutting edge of change in the shipping industry. See acast.com/privacy for privacy and opt-out information.

This is the second of our short series of Aronnax episodes looking at the evolution of autonomous ships and surface vessels in the shipping and ocean space. .Now this podcast looks at all things maritime and related to the oceans, how we use it – and try not to abuse it – and how we are likely to use technological advances to make it better.Within this there are the developments of autonomous systems, ships or unmanned craft.We looked at some of the commercial factors in the first episode. And tied up with this is the role of seafarers and their future training for operations both on the vessel and off.So in this episode I am looking at the regulations and how they MAY need to change.We are not talking today about the smaller autonomous platforms sailing or likely to sail across the seas performing scientific work such as measuring ocean and atmospheric temperatures and environmental conditions, or underwater craft used by ocean industries.The focus here is on the ship’s crew on cargo ships.Guests on the episode include Henrik Tunfors from Sweden's Transport Agency wo is overseeing a scoping exercise of international safety regulations to see how autonomous and unmanned systems can be fitted in, Ørnulf Rødseth from SIntef Ocean and Pia Meling from Massterly a company which is already looking at crew training issues as it prepares to assume responsibility of the Yara Birkeland. See acast.com/privacy for privacy and opt-out information.

This week we have another special Junior edition of Dugongs & Seadragons. The goblin plumber Clog once again gathers together a party of special guests – some of the podcast’s younger listeners and fans.  Mud (played by Alden), Rin Weatherhill (played by Daniel), Helen Bright (played by Peter), and Sei (played by Beth) are a group of children from the streets of Aronnax who help the goblin solve mysteries on (and under) the streets of the city.  In this adventure, the goblin plumber Clogg is cursed and can’t remember his u-bend from his elbow. It’s up to his gang of young adventurers - and plumber’s apprentices - to come to his aid. The adventures of the Cephalosquad will continue next week. ############################################# Please support Dugongs & Seadragons on Patreon, if every subscriber gave us just $1 to $5 a month it will allow us to full fund and support the podcast for the long-term: https://www.patreon.com/DugongsAndSeadragons

A report was issued this year estimating the investment needed to decarbonise shipping at about $1.2tr between 2030 and 2050. The work was conducted by UMAS (University Maritime Advisory Services) in the UK for the Copenhagen based Global Maritime Forum.One of the key points was that this figure does ot apply as much to what shipowners will need to invest, but what needs to be invested into creating a fuel supply chain for a carbon free fuel such as Ammonia. Dr Tristan Smith Reader in Energy and Shipping at the UK's University College London was behind the report. He was also part of the advisory team for a set of criteria published by the Climate Bonds Initiative that has been developing criteria for different industries so investors know what to look for when seeking investments that are risk free.In this episode of Aronnax we begin the journey into financing the transformation of shipping by talking to Dr Smith about the $1.2 trillion decarbonisation journey and to Climate Bonds Initiative's CEO Sean Kidney about how a climate bond for shipping could be defined and how it could become influential.The episode ends with Nick Chubb, founder of Thetius, giving a run down of the weeks biggest tech news. See acast.com/privacy for privacy and opt-out information.

While a return to the days of sailing vessels taking cargo around the world sounds romantic, it is also unrealistic. The great sails of old were no where near as efficient as ships are today. However with shipping being forced down a decarbonisation road, it is likely that some modern alternatives will be part of the mix of fossil fuel free solutions.Many of the solutions that have been demonstrated so far are retrofitted onto ships. There are few newbuild vessels with a wind assist technology installed. In this episode of Aronnax we look at the need for a holistic approach to wind assist solutions. We hear from BAR Technologies which has taken learning and systems from the high octane competitive America's Cup racing, from the Airbus-backed kite solution Airseas, as well as form a young consultancy Blue Wasp, with the industries first Phd graduates in wind assist technologiesNick Chubb from Thetius also gives his round up of the start up and technology space over the last week.You can find me at craig.eason@fathom.world See acast.com/privacy for privacy and opt-out information.

This week we have a another special Junior edition of Dugongs & Seadragons. The goblin plumber Clog once again gathers together a party of special guests – some of the podcast’s younger listeners and fans.  Mud (played by Alden), Rin Weatherhill (played by Daniel), Helen Bright (played by Peter), and Sei (played by Beth) are a group of children from the streets of Aronnax who help the goblin solve mysteries on (and under) the streets of the city.  The adventures of the Cephalosquad will continue next week.

durée : 00:59:14 - Fictions / Samedi noir - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

durée : 00:59:14 - Fictions / Samedi noir - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

durée : 00:59:14 - Fictions / Samedi noir - Suite au naufrage de plusieurs navires attaqués par une créature mystérieuse, la marine américaine charge le professeur Aronnax de retrouver le monstre.

A new age of sail is emerging for shipping. It's true, we may be able to say once more that ships are sailing and mean it. It may lack the image of the great tea clippers and multi-sailed vessels of the previous centuries, but a new breed of companies and engineers are re-examining what can be done with the wind as shipping looks to decarbonise.They are not looking to bring back multi-rigged sailing ships, despite how wonderful that thought and image may be, but to use a new breed of sail designs, wing designs, spinning rotors and kites to add power to ships that will soon need to use their engines less.In this episode of Aronnax, the first of three from the recent Greenship Technology Conference in Copenhagen, Craig Eason, Editorial Director at Fathom World spoke to to the Secretary General of the International Windship Association, Gavin Allwright about the recent developments and the association members believes in a new future of windpower, as well as to a Danish entrepreneur Brian Boserup who is developing a giant trimaran cargo vessel that's bigger than a Boeing 747.Read more about Brian Boserup and the Blue Technology Trimaran at https://fathom.world/going-for-blue/and get the latest updates from the International Windship association https://fathom.world/charting-a-course-for-the-future-at-the-international-wind-propulsion-forum/Sign up for regular updates from Fathom World www.fathom.world and feel free to get in touch with your stories and news about change and transformation in the shipping an ocean industries. See acast.com/privacy for privacy and opt-out information.

With international regulator, The IMO, working on how it can make international shipping, which means up to 60,000 very large ships, decarbonise, the main shipowner groups have put forward their own version of a research and development fund that could be created by the International Maritime Organisation to help with the industry reach its goal. Read more on the website:https://fathom.world/shipowners-unprecedented-self-financed-decarbonisation-fund/In this episode of Aronnax, Craig Eason, Editorial Director of Fathom World talks to Guy Platten and Simon Bennett at the International Chamber of Shipping about the proposal, how they think it might work and asks if it will be enough to make a difference. See acast.com/privacy for privacy and opt-out information.

Welcome to the inaugural episode of the Aronnax podcast focused on the transformation of the maritime and shipping space, powered by Fathom.World and presented by Craig EasonIn our first episode we visit MAN, (yes, the engine maker owned by the Volkswagen Group) that changed one of its business unit names from MAN Diesel and Turbo to MAN Energy Solutions, as it recognised the writing on the wall. Most MAN engines burn a range of hydrocarbon fuels in large amounts to power the world's biggest ships. We were able to talk to the head of research and development in Copenhagen, Denmark, about the work to find the new cleaner fuels. The full story can be found on Fathom.WorldAnd whilst in Copenhagen, we also visited the inventor who has the idea of freezing ship CO2 emissions, shaping them into spears and dropping them into the deep ocean floor as a way to a greener future. See acast.com/privacy for privacy and opt-out information.

One of the Cephalosquad’s friends and allies has betrayed them to a devious crime lord and has left them captured in the sewers beneath the streets of Aronnax. Why were they betrayed, and will they be able to escape? Or is time for the cast of Dugongs and Seadragons to roll up new characters …?! Please support Dugongs & Seadragons on Patreon: https://www.patreon.com/DugongsAndSeadragons

A special episode of Dugongs and Seadragons were the goblin Clog gathers together a party of special guests – some of the podcast’s younger listeners and fans.  Mud (played by Alden), Rin Weatherhill (played by Daniel), Helen Bright (played by Peter), and Sei (played by Beth) are a group of children from the streets of Aronnax who help the goblin - and member of the plumber’s guild Clogg retrieve some lost jewelry from the sewers under the streets of the city.

The intrepid adventurers return to Aronnax and discover how to give a bad powerpoint presentation. They also learn why every party needs their own lawyer on retainer, as conflicting contracts arise. The diminutive dread pirate Captain Tib rejoins the team, and they totally own a wall hanging…

Capítulo 47. Conclusión. La aventura de nuestros amigos a bordo del Nautilus llega a su final, y el profesor Aronnax comparte con nosotros sus pensamientos y sus emociones finales sobre tan impresionante aventura.

Capítulo 46. Las últimas palabras del capitán Nemo. Los últimos acontecimientos protagonizados por el Nautilus al mando del capitán Nemo han impresionado tanto al profesor Aronnax, que decide sumarse al cualquier propuesta de evasión por arriesgada que pueda parecer.

Capítulo 42. Los pulpos. El profesor Aronnax conoce bien las informaciones que hablan sobre pulpos gigantes, y tiene la posibilidad de poner a prueba las hipótesis lanzadas por los defensores de la existencia de estos monstruos.

Capítulo 37. Los bancos de hielo. Aronnax y sus compañeros descubren la capacidad del Nautilus para desenvolverse entre los bancos de hielo que ocupan los mares que en torno al Polo Sur. La osadía de Nemo no parece tener límites, ya que parece dirigirse directamente hacia el Polo Sur, lo que asombra, una vez más, al profesor Aronnax y sus compañeros.

Capítulo 34. Las hulleras submarinas. En esta ocasión el Nautilus recaba en una curiosa formación geológica en mitad del océano Atlántico, donde se proveía de energía materias primas para generar energía. El profesor Aronnax y sus compañeros examinan la geología, fauna y flora de ese curioso lugar.

Capítulo 33. Un continente desaparecido. El capitán Nemo no deja de asombrar a sus invitados. En esta ocasión, invita al profesor Aronnax a una nueva excursión submarina y nocturna, en esta ocasión sobre las ruinas submarinas de una continente desaparecido sobre el que se ha escrito mucho.

Capítulo 32. La bahía de Vigo. El Nautilus abandona el Mediterráneo atravesando el estrecho de Gibraltar, y se adentra en el océano Atlántico. Ned Land elabora un plan de fuga, y decide intentar ponerlo en marcha inmediatamente. Vivimos con el profesor Aronnax la ansiedad de los momentos previos al intento.

Capítulo 31. El Mediterráneo en cuarenta y ocho horas. Una vez que abandona el archipiélago griego, el Nautilus atraviesa el Mediterráneo casi sin parar, dificultando la observación de la fauna y flora submarinas al profesor Aronnax y a Conseil, a la vez que frustrando las esperanzas de huída de Ned Land.

Capítulo 30. El archipiélago griego. El Nautilus, en su singladura por el Mediterráneo oriental llega al archipiélago griego, y el profesor Aronnax tiene ocasión para descubrir las maravillas que encierra la fauna y la geología los fondos submarinos de las islas Cícladas.

Capítulo 28. El mar Rojo. Para sorpresa del profesor Aronnax, el Nautilus se encamina hacia lo que parece un callejón sin salida: el mar Rojo. Sin embargo, los invitados del capitán Nemo se llevan una nueva sorpresa, pues lo que parece un mar sin salida resulta no serlo...

Capítulo 27. Una perla de diez millones. El profesor Aronnax y sus compañeros, comandados por el capitán Nemo visitan una pesquería de perlas cerca de Sri Lanka. En el fondo del Índico, descubren una nueva muestra de la belleza que encierra el mar, y comprueban también sus tremendos peligros anticipados por el profesor Aronnax.

Capítulo 26. Una nueva proposición del capitán Nemo. El Nautilus se acerca a las costas de Ceylán (la Sri Lanka de hoy), y el capitán Nemo formula una nueva propuesta al profesor Aronnax que le resulta tan inquietante como para quitarle el sueño.

Capítulo 24. El reino del coral. En este capítulo, que cierra la primera parte del libro, contrasta la belleza de los parajes submarinos que visita el Nautilus, con las intensas emociones suscitadas por la inesperada petición del capitán Nemo requiriendo los servicios como médico del profesor Aronnax para atender a un herido.

Capítulo 22. El rayo del capitán Nemo. El profesor Aronnax, Conseil y Ned Land deben abandonar y apresuradamente la isla que estaban visitando por la inesperada y hostil presencia de un grupo de nativos que se muestran agresivos con ellos.

Capítulo 21. Unos días en tierra. El profesor Aronnax, Conseil y Ned Land pueden pasar unos días en tierra, aprovechando la ocasión para ampliar y variar su dieta con la rica flora y fauna que les ofrece la selva de la isla frente a la que ha quedado encallado el Nautilus.

Capítulo 20. El estrecho de Torres. El Nautilus llega a las peligrosas aguas del estrecho de Torres, que separa Australia de Nueva Guinea, y un desagradable incidente permite que el profesor Aronnax, Conseil y Ned Land puedan abandonar la nave para pisar tierra firme.

Capítulo 19. Vanikoro. El Nautilus navega por el sur del Pacífico, en torno a las islas de Polinesia, rememorando las aventuras de los navegantes del pasado por esa misma zona del océano. El capitán Nemo sorprende al profesor Aronnax con nuevos hallazgos de acontecimientos históricos poco claros hasta entonces.

Capítulo 17. Un bosque submarino. Continúa el paseo por el fondo del océano Pacífico, y el profesor Aronnax puede admirar la vegetación del bosque submarino del capitán Nemo al lado de la isla de Crespo.

Capítulo 16. Andando bajo las aguas. El profesor Aronnax, junto con Conseil, aceptan la invitación del capitán Nemo, y se aventuran en un paseo submarino sobre la superficie del lecho marino.

Capítulo 15. Una carta de invitación. El profesor Aronnax se inquieta por el comportamiento esquivo del capitán Nemo, hasta que recibe una carta invitándole a una cacería.

Capítulo 13. El capitán Nemo explica al profesor Aronnax cómo está construido el Nautilus, y su forma general de funcionamiento, dejándole asombrado.

Capítulo 12. El Nautilus sigue descubriendo sus secretos para el profesor Aronnax, que aprende cómo la electricidad proporciona sustento vital a la nave submarina.

Capítulo 11. El capitán Nemo muestra al profesor Aronnax algunas de las maravillas que alberga su nave submarina, el Nautilus.

Capítulo 9. A nuestros amigos Aronnax, Conseil y Ned Land empieza a faltarles el oxígeno. El arponero canadiense pierde la paciencia por permanecer más tiempo sin noticias de la tripulación de la nave submarina.

Capítulo 8. Aronnax, Conseil y Ned Land contactan con los misteriosos navegantes de la increible nave submarina que causó su caida al mar y su posterior rescate.