With more than 90% of global trade moving by ocean transport, maritime shipping is a major driver of the world economy. However, shipping has a serious pollution problem that threatens our climate, communities and the marine environment. If we are to avert climate catastrophe, the shipping sector must immediately begin to eliminate the 1 billion-plus metric tons of greenhouse gases it emits every year.
In response, the International Maritime Organization (IMO)—the United Nations body that governs global shipping—passed a new strategy to eliminate the sector’s greenhouse gas emissions in July 2023. The 2023 strategy is more ambitious than the earlier one it replaces and covers full life cycle (also known as well-to-wake or WtW) emissions of all greenhouse gases (GHG), not just those from burning fuel onboard and not just carbon dioxide (CO2). The ultimate goal is to reach net-zero emissions by 2050 through emission reductions of 30% by 2030 and 80% by 2040. To reach these targets, a massive energy transition from dirty conventional marine fuels to zero-emission energy (like wind-assisted propulsion) and fuels is imperative. There is no time to waste on false climate solutions like Liquified Natural Gas (LNG)—a fossil fuel with serious global warming and public health implications.
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Unfortunately, international shipping has been increasing its investments in LNG. What is behind the industry’s embrace of LNG, and what are the potential implications on efforts to reduce shipping’s GHG emissions? A new report from Ocean Conservancy and Energy and Environment Research Associates, “Analysis of Liquified Natural Gas as a Marine Fuel in the United States,” takes a comprehensive look at the full life cycle (i.e., extraction, production, transport, storage and use) of LNG to answer these questions.
What is LNG?
Liquified natural gas is not exactly “natural”. To produce LNG, natural gas, more than 80% of which comes from hydraulic fracturing (“fracking”) in the United States, is liquified by cooling it to -162o Celsius (-260oFarenheit). After this liquefaction process, LNG is transported via truck, rail or ship to receiving terminals, where it is regasified and stored before distribution to end-users.
The LNG Value Chain
LNG is a risky but growing maritime fuel choice
Given the intensifying focus on mitigating global shipping’s climate impact, the drift toward LNG may be baffling to many. Several regulatory and market drivers can help explain this conundrum. LNG has negligible sulfur content that supports low sulfur oxide (SOx) emissions. When the IMO’s regulation to cut SOx emissions went into effect in 2020, LNG became a growing alternative fuel choice for marine transportation. When combusted, LNG also has lower CO2 emissions and so was seen as a “transition” fuel for the sector when the initial IMO greenhouse gas strategy focused only on CO2emissions from burning fuels on vessels. These factors, along with LNG’s increasing availability and lower price compared to emerging zero-emission fuels, are behind much, if not all, of the shift to LNG.
Growth in the LNG Fleet
However, LNG is not a low greenhouse gas fuel and has serious climate implications. It is composed almost entirely of methane, which is 27-30 times more potent than CO2 as a greenhouse gas over a 100-year timeframe and is 82.5 times more potent than CO2 over the near term. Methane emissions from international shipping increased by approximately 150% between 2012-2018, primarily attributed to the increase in use of LNG as a propulsion fuel with LNG accounting for around 3.8 – 4.6% of energy consumed by international shipping per GHG4.
These are just the “tank-to-wake” onboard methane emissions of LNG. Methane leaks or slips and intentional venting of uncombusted methane for routine maintenance or maintaining storage pressures actually occur all along the LNG value chain.
The life cycle methane emissions of LNG matter. Our report presents evidence that in addition to their global warming implications, these emissions from increased LNG consumption also have impacts on human health and environmental justice.
Methane emissions, which can result from the production and consumption of LNG, are linked to significant impacts on air quality by influencing concentrations of ground-level ozone. Ozone exposure causes and exacerbates respiratory issues, including asthma, and has been linked to cardiovascular disease and premature death. Additionally, harmful pollutants are released during natural gas extraction, processing and liquefaction, potentially impacting the air and water quality of nearby communities.
The combustion of LNG generally has globally distributed risks, whereas the upstream (well-to-tank) emissions from processes to produce LNG can have a more localized effect. Communities near LNG production facilities may face health consequences resulting from exposure to pollutants, economic impacts due to fluctuations in property values, and socio-economic and cultural changes arising from their proximity to emerging natural gas projects. Our report documents links between LNG production and instances of environmental injustices tied to ethnicity, culture, gender and income.
For the maritime sector, policy decisions and implementation timelines can shape choices in engine, fuel and exhaust after-treatment and guide infrastructure development. We can see this in the growth in uptake of LNG in order to comply with earlier regulations. The IMO’s 2023 strategy marks a turning point toward mitigating all greenhouse gas emissions along the entire maritime fuel and energy value chain. The process is now underway to design and adopt the technical and economic policies to drive the maritime energy transition. Given the questions over the costs and feasibility of retrofitting LNG-fueled vessels and supporting infrastructure that is presented in the report, this growing inclusion of methane in regulatory frameworks will play a pivotal role in deterring LNG use.
It’s abundantly clear that LNG use as a marine fuel does not meet stated climate goals and can perpetuate environmental injustices. Political intervention, not only to better regulate methane but also to improve the economic viability of near-zero and zero-greenhouse gas fuels, is imperative to meet 2030, 2040 and 2050 climate timelines. This could take form in penalties to polluters through emissions pricing, or subsidies to support production of energy alternatives—or a combination of both. To reach zero-emission shipping, we need to bypass false fossil solutions like LNG and focus on maximizing efficiency to reduce fuel use and invest resources in true zero-emission solutions.
Maximize the value of “Analysis of Liquified Natural Gas as a Marine Fuel in the United States”
In its efforts to identify and advance ocean-based climate solutions, Ocean Conservancy is leading a global, multiyear campaign to completely eliminate the gigaton of GHG pollution that the maritime shipping sector emits each year. As a rapid transition to zero-emission marine fuels is essential, Ocean Conservancy partnered with Energy and Environment Research Associates to analyze the arguments that LNG is the best option for a “bridge” fuel. The report is the latest contribution to Ocean Conservancy’s growing body of research that is informing and advancing the maritime energy transition.
The LNG landscape—from fuel production and bunkering to vessel operations and environmental considerations—is rapidly evolving. This report covers all aspects of LNG as a marine fuel, including discussion of policies and regulations; LNG engine technologies and emissions; the global and U.S. LNG vessel fleets; production, import and export of LNG; and the health and equity implications of LNG. The main chapters are supported by additional detail in the Supplemental Information sections found at the end of the report.
- Bookmark the report: you may not read through from start to finish, but you’ll want easy access to this resource when questions about LNG arise.
- Check out the summary slides.
- Use the table of contents to direct you to the sections you most need.
- Share with others!
The post The Problems with Liquefied Natural Gas appeared first on Ocean Conservancy.
After a slight delay of the Maria S. Merian caused by late-arriving containers our research cruise MSM142 finally got underway. By last Tuesday (24.03.2026), the full scientific team had arrived in Nuuk, the capital of Greenland, and the ship reached port on Wednesday (25.03.2026) morning. That same day, scientists and technicians moved on board and immediately began preparations, assembling and testing our instruments. Although the mornings on Wednesday and Thursday were grey and overcast, the afternoons cleared up beautifully. This gave us valuable time to organize equipment on deck and store empty boxes back into the containers before departure.
Given the forecast of harsh conditions outside the fjord, we carried out the mandatory safety drill while still in harbour. This included practicing emergency procedures and boarding the lifeboat. After completing border control, we were finally ready to leave Nuuk. We set sail on March 27th, heading into the Labrador Sea to begin our mission. Even before starting scientific operations, we tested the setup for deploying our gliders without releasing them during the transit out of the fjord. Once we reached open waters, we were met by high waves the following morning. For some on board, this was their first experience under such rough sea conditions. Seasickness quickly became a challenge for a few, while scientific work had to be temporarily postponed due to the strong winds and sea conditions. Together with the crew, we discussed how best to adapt our measurement plans to the given weather conditions. On March 29th, we were finally able to begin our scientific program with the first CTD deployment. A CTD is an instrument used to measure conductivity, temperature, and depth, which are key parameters for understanding ocean structure.
During the following night, we continued with additional CTD stations and successfully recovered two moorings: DSOW 3 and DSOW 4, located south of Greenland. These moorings carry instruments at various depths that measure velocity, temperature, and salinity. DSOW 4 was redeployed on the same day, while DSOW 3 followed the next day. In addition, the bottles attached to the CTD’s rosette can be used to collect water samples from any desired depth. These samples can be used, for example, to determine the oxygen content, nutrient levels, and organic matter.
Both are part of the OSNAP array, a network of moorings spanning the subpolar North Atlantic. On these moorings are a few instruments, for example microcats which measure temperature, pressure and salinity.
We then conducted around 25 CTD stations spaced approximately 3 nautical miles apart across an Irminger ring identified from satellite data. This high-resolution sampling was necessary to capture the structure of an Irminger Ring, which had a radius of about 12 km wide.
The days leading up to April 2nd were marked by very rough weather conditions. Life on board became both challenging and, at times, unintentionally entertaining sliding chairs were not uncommon. During the night from April 1st to April 2nd, winds reached 11 Beaufort with gusts up to 65 knots, forcing us to pause our measurements. Fortunately, conditions improved by morning, allowing us to resume our work. As well as with the help of the crew we had to adapt to the harsh weather conditions to continue our scientific work. On the 3rd of April, we were able to deploy a few gliders and one float. An ocean glider is an autonomous underwater Vehicle, which you can steer remotely and send to different locations, while it is measuring oceanographic key parameters.
This research cruise focuses on understanding small-scale processes in the ocean and their connection to the spring bloom, an essential phase in marine ecosystem in subpolar regions. Despite the challenging start, we have already gathered valuable data and look forward to the weeks ahead in the Labrador Sea.
Despite their dramatic name, false killer whales aren’t an orca species. These animals are dolphins—members of the same extended family as the iconic “killer whale” (Orcinus orca). Compared to their namesake counterparts, these marine mammals are far less well-known than our ocean’s iconic orcas.
Let’s dive in and take a closer look at false killer whales—one of the ocean’s most social, yet lesser-known dolphin species.
Appearance and anatomy
False killer whales (Pseudorca crassidens) are among the largest members of the dolphin family (Delphinidae). Adults can grow up to 20 feet long and weigh between 1,500 and 3,000 pounds, though some individuals have been recorded weighing even more. For comparison, that’s roughly double the size of a bottlenose dolphin—and slightly larger than a typical sedan.
These animals are incredibly powerful swimmers with long, torpedo-shaped bodies that help them move efficiently through the open ocean in search of prey. Their skull structure is what earned them their name, as their head shape closely resembles that of orcas. With broad, rounded heads, muscular jaws and large cone-shaped teeth, early scientists were fascinated by the similarities between these two marine mammal species.
Although their heads may look somewhat like those of orcas, there are several ways to distinguish false killer whales from their larger namesake counterparts.
One of the most noticeable differences has to do with their coloration. While orcas are known for their iconic black-and-white pattern with paler underbellies, alternatively, false killer whales are typically a uniform dark gray to black in color—almost as if a small orca decided to roll around in the dirt. If you’ve ever seen the animated Disney classic 101 Dalmatians, the difference is a bit like when the puppies roll in soot to disguise themselves as labradors instead of showing their usual black-and-white spots.
Their teeth also present a differentiator. The scientific name Pseudorca crassidens translates almost literally to “thick-toothed false orca,” a nod to their sturdy, cone-shaped teeth that help these animals capture prey. Orcas tend to have more robust, bulbous heads, while false killer whales appear slightly narrower and more streamlined.
Behavior and diet
False killer whales are both highly efficient hunters and deeply social animals. It’s not unusual to see them hunting together both in small pods and larger groups as they pursue prey like fish and squid.
Scientists have even observed false killer whales sharing food with each other, a behavior that is very unusual for marine mammals. While some dolphin and whale species work together to pursue prey, they rarely actively share food. The sharing of food among false killer whales spotlights the strong social bonds within their pods. Researchers believe these tight-knit social connections help false killer whales thrive in offshore environments where they’re always on the move.
Maintaining these close bonds and coordinating successful hunts requires constant effective communication, and this is where false killer whales excel. Like other dolphins, they produce a variety of sounds like whistles and clicks to stay connected with their pod and locate prey using echolocation. In the deep offshore waters where they live, sound often becomes more important than sight, since sound travels much farther underwater than light.
Where they live
False killer whales are highly migratory and travel long distances throughout tropical and subtropical waters around the world. They prefer deeper waters far offshore, and this pelagic lifestyle can make them more difficult for scientists to study than many coastal dolphin species.
However, there are a few places where researchers have been able to learn more about them—including the waters surrounding the Hawaiian Islands.
Scientists have identified three distinct groups of false killer whales in and around Hawaii, but one well-studied group stays close to the main Hawaiian Islands year-round. Unfortunately, researchers estimate that only about 140 individuals remained in 2022, with populations expected to decline without action to protect them. This is exactly why this group is listed as endangered under the U.S. Endangered Species Act and is considered one of the most vulnerable marine mammal populations in U.S. waters.
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Current threats to survival
False killer whales are currently listed as Near Threatened on the IUCN Red List. From climate change-induced ocean acidification and harmful algal blooms to marine debris and fishing bycatch, false killer whales face the same mounting pressures that are impacting marine ecosystems around the world. As their prey becomes scarce due to increasing threats, populations of top predators like these decline, serving as a powerful signal that the ocean’s overall health is in critical need of protection.
Here at Ocean Conservancy, we’re working daily to confront these threats head-on and protect the ecosystems and wildlife we all cherish so dearly. But we can’t do it without you. Support from ocean lovers is what powers our work to protect our ocean, and right now, our planet needs all the help it can get. Visit Ocean Conservancy’s Action Center today and join our movement to create a better future for our ocean, forever and for everyone.
The post All About False Killer Whales appeared first on Ocean Conservancy.
https://oceanconservancy.org/blog/2026/03/31/false-killer-whales/
A lot has happened in the meantime: I became an Associate Professor at the University of Southern Denmark, we all lived through the Corona period, then slowly adjusted to the post‑pandemic stability, only to find ourselves again in turbulent political times. I am now affiliated with the Marine Research Center in Kerteminde, a beautiful coastal town on the island of Fyn. My plan is to share small updates on my research and activities every now and then. So let’s start with yesterday’s sampling trip for benthic phytoplankton, carried out by my colleague, Prof. Kazumasa Oguri. The sampling will help prepare for the first‑semester bachelor students who will join his small but fascinating project. This project is all about the benthic diatoms that form dense, photosynthetic communities on tidal‑flat sediments. Their daytime oxygen production enriches the sediment surface and allows oxygen to penetrate deeper, supporting diverse organisms that rely on aerobic respiration. The project will explore how oxygen distribution and oxygen production/consumption in sediments change under different light conditions (day, night, sunrise/sunset). The team will incubate benthic diatom communities in jars and measure oxygen profiles using an oxygen imaging system under controlled light regimes.
Yesterday, we visited several potential sampling sites where students can carry out their fieldwork. I encourage all PIs in our group to define at least one small project related to Kerteminde Fjord, where our laboratories are located. Over time, I hope we can build a more integrated dataset describing the marine and coastal ecosystems of the area.
Another activity currently in preparation is a project on marine invasive species in Kerteminde, which will feed into a course I will run in July and a master’s thesis project. More will come later.
Let’s hope for a more continuous blog from here on, keeping track of our activities, with or without jellyfish!
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