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Royal IHC: Is there a future for internal combustion engines?

In the short term, internal combustion engines will power all larger ocean-going vessels and the dual fuel engine looks set to be the prime choice for the coming years, it said.
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Netherlands-based maritime equipment company Royal IHC published an article discussing the role of internal combustion engines in the maritime energy transition; it was written by Benny Mestemaker, Senior Research Engineer for New Fuels & Drive systems.

In previous blogs, we wrote about the innovative and complex drive systems that are required for the maritime energy transition. Fuel cells were mentioned as the prime mover for the future and yet, you may wonder if internal combustion engines still have a role in future drive systems?

For me, the answer is “yes”. At IHC, we think that internal combustion engines will continue to have a role to play in the maritime energy transition. In the short term, internal combustion engines will still power all larger ocean-going vessels. At the moment, only some vessels with very specific operational profiles and work areas may be fully powered by batteries or hydrogen-fuelled fuel cells (see figure 1).

Ocean-going vessels require more energy-dense hydrocarbon fuels and/or ammonia, and the maritime solid oxide fuel cells (SOFCs) required for these fuels are still in development. This is the gap in which the internal combustion engine can show its potential until SOFCs – or other more efficient prime movers – become available.

Screen Shot 2020 08 19 at 12.20.11 PM

Dual fuel (DF) engines
The recent uptake of liquefied natural gas (LNG) necessitated the application of DF engines. When these engines operate in gas mode, it results in a significant reduction of the nitrogen oxide (NOX) emissions. In turn, lower emissions have a positive impact on the air quality in coastal areas and near harbours.

The DF engine concept could also be applied in the future to other renewable fuels, such as hydrogen or e-methane. This makes the DF engine a ‘fuel flexible’ power generation solution, capable of adapting to several types of new fuels. It is expected that LNG will be the most suitable fuel for the next 20 years, until one or more renewable alternatives are available to fuel the maritime sector. And so, the DF engine looks set to be the prime mover of choice for the coming years.

Gas-diesel (GD) engines
However, existing DF engines are limited to fuels with a high Octane number (the indication of a fuel’s ‘knock resistance’), such as methane and hydrogen. Combusting other fuels, such as ammonia and methanol with (near) zero emissions, requires new developments. 

The GD engine is capable of combustion methanol and other fuels in a Diesel-like process, such as on the STENA GERMANICA. However, this process is not able to achieve the low NOX emissions of the DF engine, regardless of the applied fuel. Therefore, additional measures, such as water injection or the application of exhaust gas after treatment, are required. 

New engines based on the GD concept are currently in development and may be ready for application in five years. Manufacturers are approaching the construction of engines in a more modular way, allowing for the conversion of a new diesel or DF engine into a GD engine with limited effort.

Advanced combustion engines
An engine with the potential to produce lower emissions is the reactivity-controlled compression ignition (RCCI) engine. This has the ability to control the combustion process with more precision, resulting in a high efficiency, and lower NOX and soot emissions (see figure 2). 

The RCCI engine promises a low emission combustion process for low reactivity fuels such as methanol, without the need for additional measures. However, it is currently in development and a time to market is not yet known. Alongside the RCCI engine, there are other concepts in development, including two-stage turbocharging and hybrid electric turbochargers.

Screen Shot 2020 08 19 at 12.20.30 PM

Figure 2: Regions of NOX and soot formation with several compression ignition engine types, such as conventional diesel combustion, homogeneous charge compression ignition (HCCI), premixed charge compression ignition (PCCI) and l ow temperature combustion (LTC) (Agarwal et al., 2017)

Summary
The table below contains an overview of the above-mentioned prime movers and two main fuel cell types. The DF engine in combination with LNG seems to be the preferred low (harmful) emission solution for vessels with a high power requirement and a large autonomy for the coming 10 to 20 years.

For vessels operating close to the coast or inland, and therefore requiring a short autonomy, a hydrogen fuel cell system and/or a battery electric system is the most likely candidate.

Screen Shot 2020 08 19 at 12.20.45 PM

Our role
IHC is actively participating in national and international research projects, such as JOULES, ShipDrive, GasDrive, Green Maritime Methanol, NEON and Zero JIP . We do this to gain knowledge, contribute our know-how and stimulate new developments. In combination, this helps us to provide the most optimal long-term solution for our customers. If you are interested in collaborating with us in this field, we look forward to hearing from you.


Photo credit and source: Royal IHC
Published: 19 August, 2020

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Winding up

Singapore: Annual general meetings scheduled for Xihe Holdings subsidiaries

Annual general meetings of companies/creditors will be held electronically from between 21 July to 5 for 11 subsidiaries of Xihe Holdings.

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July 7, 2026

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Several notices were published on the Government Gazette on Tuesday (26 May) regarding the annual general meetings of the companies and creditors to be held electronically from between 21 July to 5 August for 11 subsidiaries of Xihe Holdings. 

Annual general meetings for Xin Dun Shipping are to be held on 21 July at the following time:

  • For the company and creditors: 4pm

Annual general meetings for Xin Ya Shipping are to be held on 24 July at the following time:

  • For the company and creditors: 3pm

Annual general meetings for Xin Chun Shipping are to be held on 21 July at the following times:

  • For the company: 2pm
  • For the creditors: 3pm

Annual general meetings for Nan Sia Maritime are to be held on 24 July at the following time:

  • For the company and creditors: 2pm

Annual general meetings for Nan Hai Maritime are to be held on 23 July at the following time:

  • For the company and creditors: 3pm

Annual general meetings for Hua Xin Shipping are to be held on 4 August at the following time:

  • For the company and creditors: 3pm

Annual general meetings for Hua Kang Shipping are to be held on 23 July at the following time:

  • For the company and creditors: 2pm

Annual general meetings for Hua Gang Shipping are to be held on 4 August at the following time:

  • For the company and creditors: 2pm

Annual general meetings for Hua An Shipping are to be held on 22 July at the following time:

  • For the company and creditors: 4pm

Annual general meetings for Dong Fang Shipping are to be held on 22 July at the following times:

  • For the company: 2pm
  • For the creditors: 3pm

Annual general meeting for Nan Ya Maritime is to be held on 5 August at the following time:

  • For the company: 2pm

The agenda for all the meetings are:

  • To receive an update on the liquidation.
  • To receive an account of the Liquidators’ acts and dealings, and of the conduct of the winding up.

The following are the details of the liquidator: 

Ho May Kee
Liquidator
c/o 8 Marina View
#40-04/05 Asia Square Tower 1
Singapore 018960

 

Photo credit: Benjamin Child
Published: 7 July, 2026

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Methanol

CRI delivers world’s largest e-methanol reactor to Liaoyuan project in China

First phase of the project has a production capacity of 170,000 mt of renewable methanol annually, supporting demand for low-carbon fuels in shipping, chemicals, and other sectors.
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CRI delivers world’s largest e-methanol reactor to Liaoyuan project in China

Carbon Recycling International (CRI) has recently delivered the largest of its kind e-methanol reactor for the Liaoyuan E-Methanol Project in Jilin Province, China. 

CRI, a company that develops and deploys technology that converts carbon dioxide emissions into renewable methanol, said the delivery and successful installation of CRI’s proprietary methanol converter reactor is a major construction milestone. 

“The project continues to progress according to plan toward commissioning and start-up later this year,” it said. 

The Liaoyuan project is being developed by CRI’s client Tianying Group (CNTY) and once commissioned will become the largest e-methanol facility in operation globally. 

The first phase has a production capacity of approximately 170,000 metric tonnes (mt) of renewable methanol annually from green hydrogen and captured biogenic carbon dioxide, supporting the growing demand for low-carbon fuels in shipping, chemicals, and other sectors seeking practical and scalable pathways to decarbonisation.

The methanol converter reactor forms the core of CRI’s proprietary Emissions-to-Liquids (ETL) technology. Designed and supplied by CRI, the reactor is where renewable hydrogen and captured carbon dioxide are converted into renewable methanol through the company’s proven industrial-scale process. It has been specifically designed and constructed with operational flexibility as a key feature and represents the third generation of CRI’s e-methanol reactor design.

The successful installation represented a significant construction milestone and marked the transition to the final stages of project execution.

“The installation of the methanol converter reactor is an important milestone for both Tianying and CRI,” said John Milner, Project Manager at Carbon Recycling International. 

“The reactor is the core of our ETL technology and embodies nearly two decades of innovation, engineering development, and commercial operating experience. Seeing this equipment installed at one of the world’s most ambitious renewable energy projects is a proud moment for our team and a major milestone as the Liaoyuan facility advances toward commissioning and start-up.”

CRI’s technology is already deployed at commercial scale at the company’s reference plants in Anyang and Lianyungang, and the Liaoyuan project represents the next step in the continued deployment of carbon recycling technology to support the production of renewable fuels and chemicals.

 

Photo credit: Carbon Recycling International
Published: 7 July, 2026

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Business

Bunker Oil inks four-year bunker fuel supply deal with Norwegian Defence Materiel Agency

Framework agreement, which entered into force on 1 July, is for the supply of fuel to vessels belonging to the Navy, Coastal Hunter Command, Coast Guard and Governor of Svalbard, among others.
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July 7, 2026

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Bunker Oil inks four-year bunker fuel supply deal with Norwegian Defence Materiel Agency

Norwegian marine fuel supplier Bunker Oil on Friday (3 July) said it has signed a new four-year framework agreement with the Norwegian Defence Materiel Agency for the supply of marine fuel.

The fuel will be supplied to vessels belonging to the Navy, the Coastal Hunter Command, the Coast Guard, the Governor of Svalbard, the Norwegian Coastal Administration, the Institute of Marine Research and the Norwegian Defence Research Establishment, among others.

The new agreement entered into force on 1 July, following the expiry of the current agreement on 30 June 2026. 

The agreement covers the delivery of fuel from Bunker Oil’s plants, tankers and tankers along the entire Norwegian coast – from Kirkenes in the north to Egersund in the south.

The company said Bunker Oil’s strong presence along the coast has been a decisive factor. 

“The authorities have signalled increased activity and presence from the Navy and the Coast Guard in the waters off Troms and Finnmark,” the company said.

“With large facilities in Kirkenes, Båtsfjord, Honningsvåg, Hammerfest and Tromsø, in addition to several smaller facilities, Bunker Oil is well equipped for increased activity in the High North. The facilities in Tromsø, with their proximity to Olavsvern, will be particularly important during the agreement period.”

The deliveries will vary in size – from a few thousand litres for the Coastal Ranger Command’s smaller vessels, to several hundred cubic metres for the Navy’s other fleet.

The contract’s financial framework is estimated at NOK 1.2 to 1.5 billion (USD 122.59 million to USD 153.24 million), and the agreement will have a major impact on activity at Bunker Oil’s facilities along the entire coast.

A renewal of the Navy’s fleet is also underway, and Bunker Oil said it is looking forward to supplying fuel to the new vessels as well.

“We look forward to four more years as a supplier of fuel to the Norwegian Defence Materiel Agency,” said Tore Slinning, contract manager at Bunker Oil.

“The agreement is of great importance to Bunker Oil, in addition to the fishing fleet, which is still by far our largest and most important customer group.”

 

Photo credit: Bunker Oil
Published: 7 July, 2026

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