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.
Ocean Acidification
Chemie: macht das Unsichtbare sichtbar
English version below
Wenn man an Chemie denkt, denkt man wahrscheinlich schnell an explodierende Gläser, ätzende Säuren und verrückte Professoren, aber nicht an den Ozean. Hier an Bord wird unsere Wissenschaftsteam auch von zwei chemischen Ozeanographen begleitet, Tobias Steinhoff und Kristin Kampen.
Den beiden habe ich die Frage gestellt, „Was findet ihr an der chemischen Ozeanografie spannend?“: Es ist unglaublich interessant, was es alles an unsichtbaren Prozessen im Meer gibt, die unser aller Leben beeinflussen: In der chemischen Ozeanographie untersuchen wir, wie sich chemische Bestandteile im Meer verhalten, z.B. wie sich gelöste Gase (wie CO₂ und Sauerstoff), Nährsalze (wie Nitrat und Phosphat), Spurenmetalle und organische Verbindungen im Meerwasser verhalten und verteilen. Der Ozean nimmt CO₂ auf, produziert Sauerstoff und transportiert Nährstoffe durch den Ozean und überall wirken chemische Prozesse mit. Diese Zusammenhänge zu verstehen ist Grundlage unserer Arbeit.
Auf unserer Ausfahrt in der Labradorsee nehmen sie Seewasserproben und extrahieren gelöstes organisches Material (DOM). Dies umfasst alle organischen Verbindungen, die im Meerwasser gelöst sind, also nicht als Partikel vorliegen. Das sind zum Beispiel Zucker, Aminosäuren, Fette und komplexere Moleküle, die aus abgestorbenen Organismen, Ausscheidungen von Meereslebewesen oder dem Abbau von Algen stammen. Als einer der größten Kohlenstoffspeicher spielt DOM eine zentrale Rolle im marinen Kohlenstoffkreislauf. Die Labradorsee ist eine der wichtigsten Regionen für die Bildung des North Atlantic Deep Water (NADW). Oberflächenwasser sinkt in die Tiefe und nimmt dabei DOM mit. Das NADW verteilt dieses Material dann über Jahrhunderte durch die Weltmeere und entzieht so der Atmosphäre langfristig Kohlenstoff. Zusätzlich werden kontinuierliche Messungen von pCO₂/O₂ im Oberflächenwasser während der Fahrt durchgeführt, um sich den Austausch von CO₂ zwischen Ozean und Atmosphäre anzuschauen. Viele Prozesse sind hierbei immer noch nicht vollständig verstanden, wie z.B. der Gasaustausch bei hohen Windgeschwindigkeiten.


Da es hier auf See, besonders in dieser Region, oft sehr stürmisch zugeht, ist kein Geheimnis und es geht natürlich besonders in einem Chemie Labor dann doch mal etwas zu Bruch. Wie läuft diese Arbeit also bei 11bft und 6 Meter Wellen ab. Wasserproben müssen meist innerhalb von 24 Stunden verarbeitet werden. Da kann man nicht immer Rücksicht auf die Wetterbedingungen nehmen. Einige Arbeiten werden immer noch nasschemisch gemacht und unter Einsatz von Glasmaterial. Sowohl das genaue Abmessen von Reagenzien als auch das Zusammenhalten der Glasware ist nicht immer einfach bei einem rollenden Schiff (und auch nicht immer erfolgreich). Man versucht zwar den doch dann plötzlichen Bewegungen des Schiffes entgegenzuwirken und alle Proben Behälter, Kisten und Flaschen zu sichern. Man wird aber dann doch mal von einem umkippenden Mülleimer überrascht und die noch neu verpackten Plastikröhrchen oder andere Fliegengewichte im Regal finden bei der einen oder anderen Welle ihren Weg auf die gegenüberliegende Seite im Labor. Dazu kommt, dass beim Arbeiten mit chemischen Stoffen und Proben doch des Öfteren beide Hände für die Arbeit gebraucht werden. Wird man dann allerdings von einer Welle überrascht, erfordert das Festhalten mit der dritten Hand (Fuß falls man schnell genug ist), einiges an Bauchmuskeln.

Foto: Julia Pelle
Das Besondere an der Arbeit auf See ist, dass man neben der alltäglichen Schreibtischarbeit auch praktisch arbeiten kann. Dabei ist man auf die enge Zusammenarbeit mit seinen Kollegen angewiesen und lernt sie dabei viel besser kennen. Zusätzlich sind auch viele andere Forschungsbereiche mit an Bord, wodurch es einen spannenden Austausch zwischen den einzelnen Gruppen gibt.
Zum Schluss hier noch ein kleiner Tipp am Rande von unseren Chemikern und für deine erste Forschungsseereise: Laschen, laschen, laschen und immer ein Ohr am Bordfunk: Der Arbeitsplan ist bei den Wetterbedingungen eher ein Vorschlag und kann sich stündlich ändern (die nächste CTD Station ist immer um die Ecke).
Chemistry: Making the Invisible Visible
When you think of chemistry, you probably quickly imagine exploding glassware, corrosive acids, and crazy professors, but not the ocean. Here on board, our scientific team is also accompanied by two chemical oceanographers, Tobias Steinhoff und Kristin Kampen.
I asked them the question: “What do you find exciting about chemical oceanography?”
“It is incredibly fascinating how many invisible processes exist in the ocean that influence all of our lives. In chemical oceanography, we study the fate of various chemical components in the ocean: for example, how dissolved gases (such as CO₂ and oxygen), nutrients (such as nitrate and phosphate), trace metals, and organic compounds behave and are distributed in seawater. The ocean absorbs CO₂, produces oxygen, and transports nutrients through complex cycles, including chemical processes. Understanding these relationships forms the basis of our work.”
During our expedition in the Labrador Sea, they collect seawater samples and extract dissolved organic material (DOM). This includes all compounds dissolved in seawater, meaning they are not present as particles. Examples include sugars, amino acids, fats, and more complex molecules that originate from dead organisms, excretions from marine life, or the breakdown of algae. As one of the largest carbon reservoirs, DOM plays a central role in the marine carbon cycle.


The Labrador Sea is one of the most important regions for the formation of North Atlantic Deep Water (NADW). Surface water sinks into the depths, carrying DOM with it. NADW then distributes this material throughout the world’s oceans over centuries, thereby removing carbon from the atmosphere over the long term. In addition, continuous measurements of pCO₂ and O₂ in surface water are taken during the voyage to study the exchange of CO₂ between the ocean and the atmosphere. Many processes involved are still not fully understood, such as gas exchange under high wind speeds.
It is no secret that conditions at sea especially in this region are often very stormy, and in a chemistry lab, things can occasionally break. So how does this work at 11 Beaufort and 6-meter waves? Water samples usually need to be processed within 24 hours, so you cannot always take weather conditions into account. Some work is still done using wet chemistry and glass equipment. Accurately measuring reagents and holding glassware steady is not always easy on a rolling ship (and not always successful). Although efforts are made to counteract sudden ship movements and to secure all sample containers, boxes, and bottles, you may still be caught off guard by a tipping trash bin, and newly packaged plastic tubes or other lightweight items can suddenly fly across the lab with the next wave.
On top of that, when working with chemicals and samples, both hands are often needed. If a wave hits unexpectedly, holding on with a “third hand” (your foot, if you are quick enough) requires quite a bit of core strength. What makes working at sea special is that, alongside everyday desk work, you can also do hands-on work. This requires close cooperation with colleagues, allowing you to get to know them much better. In addition, many other research disciplines are on board, which creates exciting exchanges between different groups.
Finally, here is a small tip from our chemists for your first research expedition: strap everything down, strap everything down, strap everything down and always keep one ear on the ship’s radio. The work schedule is more of a suggestion under these weather conditions and can change hourly (the next CTD station is always just around the corner).
Ocean Acidification
Between Storms and Science: Easter in the Labrador Sea (04.04.26–13.04.26)
Between all the scientific work, we celebrated Easter on board, although the weather had other plans for us. Due to rough conditions, we weren’t able to carry out any CTD casts.

Easter itself was spent in a mix of rest and small celebrations. Some of us enjoyed a long Easter breakfast with traditional Easter bread, while others took the opportunity to sleep in. In the evening, we gathered with both crew and scientists for a small celebration. The ship’s cook even organized a quiz, and those who answered correctly were rewarded with Easter chocolate.
The next day, the weather improved, and we began early with the recovery of K1, a 3,495-meter-long mooring in the middle of the Labrador Sea.
We joined the nautical officers on the bridge before sunrise to search for it. Fortunately, K1 has a floating buoy with a light, so we were able to spot it even in the dark. The actual recovery started at first light, and it began to snow while we were working.


Amid all the CTDs and mooring operations, there was also a personal highlight: my (Sarah’s) birthday. Although I’ve spent birthdays away from home before, this one felt especially unique, being so far out at sea, with only limited internet contact.
Normally, I work the 4-8 shift, but my incredibly kind shift team gave me the morning off. That meant I could sleep in and even find time to call family and friends back home. In the afternoon, I was surprised with my favourite cake, baked by Julia.
Our work continued with the mooring array at 53°N, which consists of seven moorings. So far, we have recovered five (K7, K8, K9, DSOW1 and DSOW2), and three of them have already been redeployed (K7, K8 and DSOW1,).
Deploying K7 turned out to be particularly tricky. On our first attempt, sea ice drifted toward us faster than expected, forcing us to recover nearly half of the mooring again. While the ship itself can handle drifting ice, deploying a mooring is much more delicate: a long cable with instruments and floats is released behind the ship before the anchor is dropped, allowing the system to sink into place.
Two days later, we tried again and this time, the deployment was successful.

Afterwards, we moved closer to the sea ice, which was a highlight for many of us. Seeing the ice up close and even spotting a seal swimming nearby, made the experience unforgettable.


Due to the continuing harsh weather, the decision was made to return to K1 and make use of an upcoming weather window for deployment the following day.
German:
Zwischen Stürmen und Wissenschaft: Ostern in der Labradorsee (04.04.26 – 13.04.26)
Zwischen all der wissenschaftlichen Arbeit haben wir Ostern an Bord gefeiert, auch wenn das Wetter andere Pläne für uns hatte. Aufgrund der rauen Bedingungen konnten wir keine CTD-Messungen durchführen (Messungen von Leitfähigkeit, Temperatur und Tiefe im Ozean).

Ostern selbst war eine Mischung aus Erholung und kleinen Feierlichkeiten. Einige von uns genossen ein ausgedehntes Osterfrühstück mit traditionellem Osterbrot, während andere die Gelegenheit nutzten, etwas länger zu schlafen. Am Abend kamen Crew und Wissenschaftler*innen zu einer kleinen Feier zusammen. Der Koch organisierte sogar ein Quiz, und wer die Fragen richtig beantwortete, wurde mit Oster-Schokolade belohnt.
Am nächsten Tag besserte sich das Wetter, und wir begannen früh mit der Bergung von K1, einer 3.495 Meter langen Verankerung mitten in der Labradorsee. (Eine Verankerung ist eine lange, am Meeresboden befestigter Draht, der mit Instrumenten ausgestattet ist, um über längere Zeit Ozeandaten zu messen.)
Noch vor Sonnenaufgang gingen wir mit den nautischen Offizieren auf die Brücke, um nach ihr Ausschau zu halten. Glücklicherweise verfügt K1 über eine schwimmende Boje mit Licht, sodass wir sie bereits im Dunkeln entdecken konnten. Die eigentliche Bergung begann bei Tagesanbruch und es begann sogar zu schneien.


Zwischen all den CTD-Einsätzen und Verankerungsarbeiten gab es auch ein persönliches Highlight: meinen (Sarahs) Geburtstag. Obwohl ich schon öfter Geburtstage fernab von zu Hause verbracht habe, war dieser besonders, so weit draußen auf dem Meer und mit nur eingeschränktem Internetkontakt.
Normalerweise arbeite ich in der 4-8 Uhr Schicht, aber mein unglaublich nettes Schichtteam hat mir den Morgendienst freigegeben. So konnte ich etwas länger schlafen und hatte sogar Zeit, mit Familie und Freunden zu Hause zu telefonieren. Am Nachmittag wurde ich dann noch mit meinem Lieblingskuchen überrascht, den Julia für mich gebacken hat.
Unsere Arbeit ging weiter mit dem Verankerungs-Array bei 53°, das aus sieben Verankerungen besteht. Bisher haben wir fünf geborgen (DSOW1, DSOW2, K7, K8 und K9), von denen drei bereits wieder ausgebracht wurden (DSOW1, K7 und K8).
Das Ausbringen von K7 erwies sich als besonders schwierig. Beim ersten Versuch trieb das Meereis schneller auf uns zu als erwartet, sodass wir fast die Hälfte der Verankerung wieder einholen mussten. Obwohl das Schiff selbst gut durch treibendes Eis navigieren kann, ist das Ausbringen einer Verankerung deutlich anspruchsvoller: Dabei wird ein langer Draht mit Messinstrumenten und Auftriebskörpern hinter dem Schiff ausgesetzt, bevor am Ende der Anker gelöst wird und das gesamte System absinkt.
Zwei Tage später versuchten wir es erneut, diesmal mit Erfolg.

Anschließend fuhren wir näher an das Meereis heran, was für viele von uns ein besonderes Highlight war. Das Eis aus nächster Nähe zu sehen und sogar eine Robbe in der Nähe schwimmen zu beobachten, machte das Erlebnis unvergesslich.


Aufgrund der weiterhin rauen Wetterbedingungen wurde schließlich entschieden, zu K1 zurückzukehren, um ein bevorstehendes Wetterfenster für die Ausbringung am nächsten Tag zu nutzen.
Between Storms and Science: Easter in the Labrador Sea (04.04.26–13.04.26)
Ocean Acidification
Humans Just Flew Around the Moon This Week. But Would Babies Born There Ever Truly Feel Gravity? Ask Jellyfish Babies.
This week, NASA’s Artemis II crew made history by flying around the Moon and returning safely to Earth, the first human journey to the Moon’s vicinity in more than 50 years. It was a stunning reminder that humanity is no longer just dreaming about living beyond Earth. We are actively rehearsing for it.
And that leads to a much stranger, deeper question: even if one day we build skyscrapers on the Moon, raise families there, and turn space into a place to live, will babies born away from Earth develop a normal sense of gravity? Or will their bodies learn the universe differently?
To explore that question, NASA once turned to an unexpected stand-in for human babies: jellyfish babies. On the STS-40 mission, scientists sent thousands of tiny jellyfish polyps into space because jellyfish, like humans, rely on gravity-sensing structures to orient themselves. The experiment asked a simple but profound question: if a living body develops in microgravity, will it still know how to handle gravity later?
The answer was both fascinating and unsettling. The jellyfish developed in space in large numbers, but once back under Earth’s gravity, the ones that had developed in microgravity showed far more pulsing abnormalities than the Earth-grown controls. In other words, their bodies formed, but their sense of balance did not seem to work quite the same way.
That is why this old jellyfish experiment still matters today. Before we imagine lunar cities, schools, nurseries, and generations born off-world, we need to ask not only whether humans can survive in space, but whether developing there changes how the body understands something as basic as up, down, and movement. Jellyfish babies cannot tell us everything about human children, but they may have given us one of the first clues that life born beyond Earth might not come home unchanged.

Reference: https://nlsp.nasa.gov/view/lsdapub/lsda_experiment/0c10d660-6b12-573d-8c3b-e20e071aed3b
Image: GEOMAR, Sarah Uphoff
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