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Fifty-year maritime industry veteran pledges for methanol as marine fuel

President of Sea Commerce highlights advantages of using methanol as bunkers when compared to other alternatives at the Methanol as a Marine Fuel seminar.
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The President of Houston-based maritime consultancy Sea Commerce (America), Inc. firm believes the consumption of methanol as a transportation fuel will bring about increased carbon reduction and cost savings for the shipping industry when compared to liquefied natural gas (LNG).

“As a 50-year maritime industry veteran, I strongly believe that, not just for the marine industry, but also, road transportation, that liquid methanol fuel is the way forward for us to achieve maritime industry’s emission reduction goals cost effectively and efficiently,” Captain Saleem Alavi told delegates during his presentation held at the commercial and technical seminar Methanol as a Marine Fuel at St. Regis hotel Singapore.

One of the questions that has been common from the audience in all five (Dubai, Mumbai, Piraeus, Rio de Janeiro and Singapore) Not-For-Profit Methanol as Marine Fuel seminars organised by Capatin Alavi and Sea Commerce over the past year is:

“Why Methanol is not known in the maritime industry?”

He opines that methanol as a marine fuel has been left behind LNG in terms of regulatory development and public awareness. It takes a number of pieces of the puzzle to be in place, such as regulatory framework, engine technologies and bunkering infrastructure for the take up of alternative fuels to begin and with that goes a need for early adopters and greater industry and public awareness.

“Regretfully the industry awareness is lacking and hence the reason I am doing these seminars. I reached out to partner with the FEDCOM (UAE), Methanol Institute and Methanex for these seminars, after I arrived at the logical conclusion that methanol produce with natural gas as feedstock is the bridging fuel of the future and bio-methanol is the sustainable and totally green fuel – best thing about methanol is being a liquid fuel (similar to existing fuel) is the ease of handling and that its ability to utilize the existing oil infrastructure with minor and cost effective modifications,” states Captain Alavi.

In an earlier presentation, Captain Alavi noted of LNG being susceptible to ageing or weathering, a process where the energy content and characteristics/specs of LNG is change due to Boil Off caused by heat ingress from its surroundings.

The temperature of LNG when freshly stored within terminals is about -162 Celsius at 1 bar, and usually increases to -130 Celsius at 8 bar when used as a fuel by clients such as vessels, he explained.

Smaller vessels such as tugs, pilot boats, ferries with a LNG bunker fuel capacity of 50m3 may experience a 5-hour duration loss in actual engine performance; however, a bigger ship such as a 10,000 m3 LNG bunker fuel capacity containership could instead see a 112-hour loss in steaming time.

LNG bunker tankers and facilities, when used frequently, are also vulnerable to complications from ice and moisture due to equipment not given time to dry by itself.

“If flanges and connectors are not warmed and dried sufficiently and if hoses not air free or filled with NG or nitrogen (inert gas) the condensed moisture, frost and ice may come into the LNG stream and into LNG tanks and further into the fuel systems,” points out Captain Alavi.

“LNG systems contain filters that shall capture ice. But if ice or moisture still gets into the LNG system, such as a tank, it will be a serious problem.”

The use of LNG as a bunker fuel will further unlikely eliminate harmful emissions to the atmosphere in the long run, he adds, quoting an example from a recent study on LNG-powered trucks commissioned by Dutch Government and produced by Transport & Environment a Netherland based firm. The study concluded that the LNG powered trucks emitted 5 times more NOx and does not eliminate PM when compared with the diesel trucks.

Captain highlighted few commercial and technical issues with LNG that have impact on time and costs.

“For example, there are accepted losses on custody transfer in LNG industry. Who will be paying for this owners, charterers or supplier? Since LNG characteristics changes due to aging/weathering, how will the LNG bunkers be traded, mass, density or energy?” He asks.

Further, the process of preparing for LNG bunkering takes more time over conventional bunkering which typically has a 3-page checklist.

Captain Alavi referenced a LNG Bunker Checklist for Ship to Ship, Truck to Ship, and Bunker Station to Ship produced by the International Association of Ports and Harbors which had page counts of 26 pages, 23 pages, and 26 pages for each respective document.

Methanol, although being a liquid fuel, is fully miscible in water and hardly poses any pollution and hazard to the environment, he informs.

It is 240 times less potent then diesel and 19,00 times less than gasoline when compared basis lethal concentration which basically results in no clean-up or any impact on marine life after a methanol spill.

“In comparison to LNG, methanol being liquid fuel (similar to existing fuel) is an easier to handle marine fuel and conversion and maintenance to use methanol as fuel is much less expensive. Methanol also has the potential to address further regulations to limit CO2 emissions to comply with IMO’s 2050 goals,” he says.

“I have worked extensively in the LNG space and understand the challenges posed on that front. I am not here to disparage one option over another, as the best option for your vessel will always be based on your trade routes, actual business and the strain on your wallet with reference to the payback period.”

“As an industry professional, this is my honest assessment. I have not been paid to arrive at this conclusion nor am I beholden to any special interests,” stated Capt. Alavi

“Shipowners need to get the complete picture and understand the fundamentals (commercial, technical and environmental of alternate fuels) before opting to spend millions on conversion,” he concludes.

Related: Methanol as Marine Fuel commercial and technical seminar held at Singapore

Photo credit: Sea Commerce (America), Inc.
Published: 20 November, 2019
 

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Methanol

World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Operation involved the delivery of approximately 2,800 MT of green methanol to “Arctic Tern” via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel “M/V Hai Gang Zhi Yuan”.
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July 22, 2026

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World Fuel and partners complete first green methanol bunkering of car carrier in Shanghai

Marine fuel provider World Fuel on Tuesday (21 July) said it successfully completed the first green methanol bunkering of M/V Arctic Tern, with EUKOR Car Carriers and SIPG Energy at the Port of Shanghai. 

Arctic Tern is the first vessel in the new Shaper Class series of car carriers. 

The operation involved the delivery of approximately 2,800 MT of green methanol to Arctic Tern via a ship-to-ship transfer using SIPG Energy’s dedicated methanol bunkering vessel M/V Hai Gang Zhi Yuan, the largest vessel of its kind in operation. 

The bunkering operation was carried out at Haitong Terminal, Waigaoqiao Port Area, Shanghai Port, with cargo handling operations conducted simultaneously during bunkering.

This marks EUKOR Car Carriers’ first green methanol operation and the first time Arctic Tern has bunkered methanol since its delivery on 9 July. The operation marked the first bunkering at Shanghai Port of green methanol produced locally in Shanghai for an international PCTC operator. 

It also demonstrated the city’s integrated green methanol value chain, spanning local production, storage and bunkering, and established a replicable “Shanghai Model” for green methanol supply.

World Fuel arranged the supply and delivery of the fuel on behalf of EUKOR Car Carriers, working with SIPG Energy as the physical supplier at the Port of Shanghai.

The green methanol supplied was produced from municipal solid waste, ISCC-EU certified, and had a carbon intensity value below 25 gCO₂e/MJ.

Arctic Tern is the first of fourteen Shaper Class vessels ordered by Wallenius Wilhelmsen. With a capacity of 9,300 car equivalent units and methanol dual-fuel capability, the vessel will be operated by EUKOR Car Carriers, jointly owned by Wallenius Wilhelmsen and Hyundai Motor Group. Following her first green methanol bunkering, Arctic Tern will continue her maiden voyage from Asia to Europe.

Xavier Leroi, COO Shipping Services at Wallenius Wilhelmsen and CEO of EUKOR Car Carriers, said: “Completing Arctic Tern’s first green methanol bunkering shortly after delivery is a significant milestone towards our decarbonisation ambition for both EUKOR Car Carriers and Wallenius Wilhelmsen. It demonstrates how investments in next-generation vessel technology and fuel flexibility are being translated into real-world operations. 

“This achievement reflects the strong collaboration between all parties involved. Together, we have shown how partnerships across the maritime value chain can help make lower-emission fuels available and operationally viable at scale.”

Mark Tamsitt, SVP Global Marine Sales at World Fuel, said, “The first bunkering event with a new fuel is a significant moment for any shipowner, and our role is to make it as seamless as possible. By connecting EUKOR Car Carriers with SIPG Energy’s proven green methanol capability at the Port of Shanghai, we were able to deliver on reliable supply, fuel quality, and safe processes. As more of our customers bring methanol dual-fuel tonnage into service, we are committed to being the partner that makes these kinds of operations routine.”

Mr. Zhang Da, General Manager of SIPG Energy, said, “Welcoming Arctic Tern to the Port of Shanghai for her first green methanol bunkering demonstrates the strength and maturity of our supply capability. Building on our well-established methanol ship-to-ship bunkering services for container vessels, we have already extended such services to pure car and truck carriers (PCTCs). This bunkering sets a new record for the largest single SIMOPs green methanol bunkering for PCTCs in China, marking another step in building Shanghai’s position as a global green energy hub for international shipping.”

This operation follows Wallenius Wilhelmsen’s announcement on 9 July that Arctic Tern would complete her first methanol bunkering shortly after delivery. The vessel entered service on routes between Asia and Europe immediately following handover from China Merchants Jinling Shipyard in Nanjing.

 

Photo credit: World Fuel
Published: 22 July, 2026

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Ammonia

HPA and MB Energy develop safety concept for STS ammonia bunkering

HPA says the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.
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HPA and MB Energy develop safety concept for STS ammonia bunkering

The Hamburg Port Authority (HPA) and integrated energy company MB Energy on Tuesday (21 July) said they have completed a comprehensive risk analysis and developed a dedicated safety concept for ship-to-ship ammonia bunkering.

MB Energy said the analysis lays the groundwork for the safe introduction of ammonia as a future marine fuel.

“With our planned ammonia import terminal in Hamburg-Blumensand, MB Energy intends to provide the reliable land side supply infrastructure needed to support this transition across northern German ports,” it said in a social media post. 

Mabanaft Group was renamed to MB Energy last year and merged over 50 existing brands under one identity. 

Separately, HPA said the Port of Hamburg will become “bunker ready” for ammonia, laying the groundwork for safe and reliable ammonia bunkering in the future.

“The focus is in particular on container ships, cruise ships as well as RoRo and ConRo (Container/RoRo) ships,” it said. 

“We expect ammonia to establish itself as an alternative marine marine fuel in the coming years. With our preparatory work, we are already creating the conditions to welcome the first ammonia-powered ships in Hamburg and to bunker them safely.:

HPA added that the import terminal for ammonia planned by MB Energy from 2029 will make a decisive contribution to ensuring the reliable availability of ammonia as a bunker fuel in northern German ports in the long term. 

“The use of an ammonia bunker barge is considered a possible addition to the landside infrastructure to enable ship bunkering in the port and beyond in the future,” it said.

Related: Mabanaft Group renames as MB Energy, merging over 50 brands under one identity

 

Photo credit: Hamburg Port Authority
Published: 22 July, 2026

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LNG Bunkering

PIL’s LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on LNG and low-sulphur fuel oil that helps reduce our greenhouse gas emissions.

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July 21, 2026

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PIL's LNG dual-fuel boxship “Kota Elok” arrives in Singapore on maiden call

Singapore-based Pacific International Lines Pte Ltd on Monday (20 July) said its first 13,000 TEU LNG dual-fuel container vessel, Kota Elok, recently made her maiden call to Singapore on 15 July.

As the first of 13 new 13,000 TEU vessels joining its fleet, Kota Elok is equipped to operate on liquefied natural gas (LNG) and low-sulphur fuel oil that helps reduce our greenhouse gas emissions. 

The vessel also incorporated energy-saving features and digital technologies to reduce fuel consumption and enhance operational performance, as well as a bow windshield to improve aerodynamics, contributing to improved fuel efficiency and lower emissions over the course of long-haul voyages.

“Following Singapore, Kota Elok will continue her voyage on our East Coast Service 1 (ES1) route to South America, calling at ports in Brazil, Uruguay, and Argentina before returning to Asia,” the company said in a social media post. 

Kota Elok also became PIL’s first vessel to receive Lloyd’s Register certification for compliance with the IACS UR E26 and UR E27 cyber security requirements.

Developed by the International Association of Classification Societies (IACS), UR E26 and UR E27 are mandatory cyber resilience requirements for newbuild vessels contracted from 1 July 2024. 

 

Photo credit: Pacific International Lines
Published: 21 July, 2026

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