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CSA 2020: Scrubbers removing sulphur emissions ‘beyond legislation’

Members of CSA and shipowner panel share their experience with operating and maintaining scrubbers post IMO 2020.
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Clean Shipping Alliance panel

Members of the Clean Shipping Alliance (CSA) 2020 in February reported on the installation and performance of their respective exhaust gas cleaning systems during a technical seminar held in London. 

A shipowner panel comprising of Grimaldi Group, Genco Shipping and Trading, and Spliethoff informed delegates that, despite initial installation problems, there had been little by way of mechanical breakdown, corrosion or non-compliant operation during scrubber operations. 

All panel members said that their EGCS installations were removing substantially more sulphur emissions than the 0.50% required to comply with the global sulphur cap.

“We have not had any major problems; we don’t see any corrosion issues or any breakdown issues,” said Arne Hubregtse, technical director and a member of the Spliethoff executive board.

“We are satisfied with our decision to install scrubbers and we look forward to operating these systems for a long time. From an environmental perspective, if you look at the total picture, scrubbers are still the best intermediate solution we have until a zero-emission propulsion solution is found.”

Italy’s Grimaldi Group, which operates about 100 EGCS-fitted vessels, reported similar success.

“The company has fitted the technology to about 70% of its fleet, with installations capable of reducing sulphur emissions down to 0.10%,” said Dario Bocchetti, head of Grimaldi’s corporate energy saving and innovation department.

Bocchetti explained the decision to install the system was to “go beyond the legislation”. Grimaldi Group’s scrubber installations are achieving about 90% up-time.

Genco Shipping and Trading, which has installed open-loop EGCS to 17 Capesize bulkers, the most recent of which entered service in January, experienced similar success and highlights proper planning and maintenance as key..

“We’ve had no breakdowns. But a lot of that is due to good planning, planning for performance,” explained Capt. Robert Hughes, chief operating officer at Genco.

“You must do the mental heavy lifting ahead of time, choose the right supplier, and identify where there could be some limitations and vulnerability. We haven’t experienced any issues.”

Hughes also emphasised the importance of preventative maintenance and told delegates that Genco has elected to use an extra engineer onboard as a risk mitigation tool.

“We operate in a saltwater environment and things do rust out. If you’re working on anything in the marine environment, it will break down, so you need to have a plan of action in place as you would with any system,” advised Hugh.

“Ultimately the goal here is investing in a well-trained crew united in their focus on cleaner emissions.”

With exhaust gas cleaning systems weighing between 10t and 100t and taking up additional space, ship stability and cargo capacity must be carefully assessed. 

However, the panellists advised that only in limited cases, say on some smaller vessels, alternative emissions reducing technology may be the better option.

Bocchetti suggested that there can be some cargo capacity loss, but any losses would be significantly more with an LNG retrofit. He said that retrofitting scrubbers has almost always been possible for about 90% of the company’s vessels.

Spliethoff, which has a variety of ro-ro, multipurpose vessels, and heavy lift vessels fitted out with EGCS has, in some cases sacrificed a fuel tank to create more space for installation.

“Apart from a minor deadweight reduction we do not see any impact on cargo capability,” said Hubregtse.

The panellists went on to explain how Port State Control authorities are policing the IMO2020 requirement, following its entry-into-force in January.

“They are keen to come on board and have a tour of the system,” said Hughes. 

“They are very keen to understand the different systems and technologies out there and see how they work. They are interested in seeing how it’s done in China, in Singapore, in Australia, the Americas.”

“It’s all part of [the IMO2020] journey. That one vision. That one focus on improving global air quality.”

“So, although some ports may have restrictions about using open loop scrubbers, it is important that we demonstrate what’s going on, demonstrate how the technology works, and explain the science behind it. It is important to communicate that as a community.”


Photo credit: Clean Shipping Alliance
Date: 3 March, 2020

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Biofuel

BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

Bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier “Berge Lyngor”, which was bunkered in Singapore in early May.

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BHP and GCMD trial multi-feedstock B100 bio bunker fuel on bulk carrier

BHP and the Global Centre for Maritime Decarbonisation (GCMD) on Wednesday (3 June) said they have blended biofuels from two distinct feedstocks—used cooking oil and waste animal fats —and introduced the lower-emissions marine fuel into a BHP-chartered bulk carrier as part of a pilot project.

The bio-blend in the BHP and GCMD pilot is being used on a BHP-chartered bulk carrier Berge Lyngor, owned and operated by Berge Bulk, transporting BHP iron ore from Western Australia to China. When run on bio-blend, the vessel has the potential to reduce well-to-wake greenhouse gas emissions by approximately 79 per cent per voyage compared to sailing on very low sulphur fuel oil (VLSFO).

The vessel bunkered in Singapore in early May with a B100 bio-blend comprising 50 percent tallow-derived biodiesel, sourced and supplied by HAMR Energy, and 50 per cent used cooking oil (UCOME) supplied by Mitsui & Co Energy Trading Singapore (METS).

Mitsui also blended the fuel and Dan-Bunkering coordinated and executed the bunkering operation, which was performed by Global Energy’s barge MT Maple.

The BHP and GCMD pilot will assess how biofuels from multiple feedstocks can be blended, handled, and introduced under real-world operating conditions using existing used cooking oil bunkering infrastructure.

At the same time, insights from this pilot will help identify solutions to challenges related to fuel quality, handling, traceability, and onboard vessel performance.

Biofuels for global shipping today rely heavily on used cooking oil – a feedstock whose availability is approaching its projected limits. Biofuel from waste animal fats presents a promising option to expand the supply of lower-emissions marine fuels.

The outcomes of the pilot are expected to shed light on the practical steps to integrate biofuel blends from different feedstocks into existing supply chains. The diversity of biofuels will provide shipowners and operators with greater flexibility to optimise fuel procurement based on cost, availability, and lifecycle emissions performance.

Biofuels derived from different feedstocks can exhibit varying properties that may impact operations, including potential corrosion from oxidation, fuel system clogging caused by wax formation, which this pilot aims to assess.

The pilot will trace and verify the biofuel blend’s integrity aimed at bolstering confidence in emissions reductions reporting. The pilot will also provide insights into how robust tracing can support future marine fuel supply chains where biofuels from multiple feedstocks with varying lifecycle greenhouse gas emissions footprints are blended together.

This project is co-funded by the Maritime and Port Authority of Singapore under the Maritime Innovation and Technology Fund (MINT).

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 3 June, 2026

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Biofuel

NYK starts one-year B100 bio bunker fuel trial on car carrier

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices.
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June 3, 2026

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NYK starts one-year B100 bio bunker fuel trial on car carrier

Japanese shipping firm NYK on Tuesday (2 June) said it has commenced a one-year long-term trial involving the continuous use of 100% biofuel (B100) on an NYK-operated car carrier. 

In this trial, NYK will operate a car carrier continuously on B100 for one year to evaluate the impact on engines, fuel supply systems, and operational practices. High-purity biofuels such as B100 are known to be susceptible to degradation from oxygen, light, and heat, raising concerns about the stability of such fuels during long-term use.

In this trial, the biofuel primarily comprises FAME (Fatty Acid Methyl Ester) derived from used cooking oil and similar feedstocks.

The initiative is designed to evaluate the fuel’s effects on the vessel’s equipment and verify operational safety under real-world conditions. 

Through this effort, NYK seeks to accumulate technical expertise that will support the broader use of high-purity biofuels and further accelerate efforts to reduce greenhouse gas (GHG) emissions.

NYK has been advancing the use of biofuels through various initiatives. In 2024, the company conducted a trial using biofuel blend B24 and subsequently expanded practical usage to B30. However, the company said there remains limited global experience with the long-term continuous use of B100.

“By collecting long-term operational data through this trial, NYK aims to accumulate valuable technical insights to support both the safe operation of vessels and the wider adoption of high-purity biofuels,” it said. 

 

Photo credit: NYK
Published: 3 June, 2026

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Ammonia

AM Green plans to build green ammonia plant at Indian port

Initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes, says VOC Port Authority.

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June 3, 2026

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VO Chidambaranar (VOC) Port Authority on Friday (29 May) said it has signed a Memorandum of Understanding (MoU) with India’s ammonia producer AM Green Ammonia to collaborate in the development of a green ammonia production plant.

The plant will have a capacity of one million tonnes per annum (MTPA) at Tuticorin.

The initiative also includes development of green ammonia handling, storage and bunkering infrastructure, pilot bunkering operations, safety procedures and training programmes. 

The project is expected to support the development of green fuel corridors connecting VOC Port with major ports in Europe and Asia, thereby strengthening India’s position in the global green fuels value chain.

VOC Port also signed a Memorandum of Understanding (MoU) with Bureau Veritas (India) Pvt. Ltd., to collaborate on Green Port certification, emissions accounting, ESG reporting, safety validation, development of green bunkering practices, and establishment of a Centre of Excellence for green fuels and sustainability.

The port also plans for an upcoming 750 m³ green methanol bunkering facility.

 

Photo credit: Naveed Ahmed on Unsplash
Published: 3 June, 2026

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