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Decarbonisation developments and challenges by Standard Club: examining emerging bunker fuels

Standard Club elaborates on methanol and ammonia as emerging marine fuels and discusses the benefits and challenges for each in this article.
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The Standard Club on Thursday (9 January) said it has published an article elaborating the results of its 2022 Alternative Fuels survey to look one step further – to 2030 and 2050 – and examine the emerging fuels that may feature heavily in the shipping industry’s route to decarbonisation:

Examining emerging fuels

The changing backdrop only ramps up the pressure on shipping to continue its course towards decarbonisation. With the timescale to net-zero potentially set to move forward, shipowners and operators would need to act fast and look beyond the short and mid-term goals and look forward to long-term solutions.

Our 2022 Alternative Fuels survey revealed that methanol and ammonia are at the forefront of members’ thinking when it comes to meeting IMO-2050 targets. So, what benefits do each have to offer, and what challenges may shipowners and operators face, should they choose to adopt one of these emerging fuels?

Methanol

Methanol (CH3OH) is one of the commonly shipped chemical commodities. It is produced from carbon, typically from natural gas and coal. However, carbon can also be sourced from a variety of renewable sources, including ‘biomass’, such as food crops, agricultural waste, forestry residue, used cooking oil and other waste products – supporting methanol’s green credentials.

From a regulatory aspect, the IMO interim guidelines for ships using methyl or ethyl alcohol as fuel (MSC.1/Circ.1621) along with the IGF Code for ships using low-flashpoint fuels provides detailed goal-based and prescriptive requirements for application of methanol as marine fuel.

Methanol has several benefits, including:

  • Liquid at ambient temperatures, so no need to heat or cool.
  • Relatively easier to store and handle than cryogenic fuels.
  • Possible to convert existing engines from conventional fuel to methanol.
  • Relatively minor modifications needed to existing storage and bunkering facilities.
  • Already widely traded, well-understood and readily available in some ports for bunkering.
  • Water-soluble and biodegradable, with a lower impact on the environment if a spill happens.
  • Comparatively more energy-dense than hydrogen and ammonia.
  • Clean burning fuel with low levels of sulphur oxide (SOx), nitrous oxide (NOx) and particulate matter.

However, it also presents a number of challenges:  

  • Production is still currently mainly via processing natural gas (grey methanol) or coal (brown methanol), limiting the reduction of CO2 emissions.
  • Only when methanol is produced using renewable sources like biomass, and if the power used to produce it comes from renewable energy, it is considered to be green methanol.
  • Lower energy density than conventional fuel oil.
  • Large fuel volume is almost 2.5 times fuel oil, so requires larger storage tanks and/or more frequent bunkering.
  • Low flash point of well below 60°C is a fire risk, requiring extra fire prevention measures when handled and stored.
  • Toxic if inhaled, ingested or handled.
  • Increased corrosion risks Apart from larger volume of fuel tanks, additional cofferdams will be needed to prevent any potential leak into machinery spaces.

Ammonia

Ammonia (NH3) is typically created by extracting hydrogen from hydrocarbon fuels and combining it with nitrogen extracted from liquified air. Under ambient conditions, it is a colourless gas with a characteristic pungent smell.

Essentially, ammonia is a carrier of hydrogen. However, compared to hydrogen, ammonia storage is more practical due to its energy density and liquefaction temperature.

It is currently produced from natural gas but there is potential for carbon capture to reduce the emission footprint (blue ammonia), or for production from renewable sources (green ammonia).

Benefits of ammonia include: 

  • Since ammonia doesn’t contain any molecular carbon, during its combustion there are no CO2 emissions.
  • ‘Green’ production, using green hydrogen and renewable power for the conversion process, is possible. However, this process may influence its cost competitiveness.
  • Currently produced in substantial volumes for the chemical industry and distributable using existing infrastructure.
  • Commonly transported as cargo, so issues around handling and carriage are already understood.
  • Compared to hydrogen or LNG, ammonia is relatively easier to handle in terms of temperature, as it is stored at around -33oC.
  • Low fire risk due to its relatively narrow flammability range, as compared to other fuels.
  • However, it also poses a variety of challenges, such as:
  • Its toxicity. Being extremely soluble, even at extremely low concentrations, ammonia can be absorbed by body fluids (sweat, tears, saliva) and may cause severe chemical burns. Therefore, using ammonia fuel will require additional safety systems.
  • Apart from toxicity, ammonia also poses enhanced corrosion risk of certain metals such as copper, brass and zinc and various alloys.
  • Although ammonia is commonly carried as a cargo, it is still in the early stages of development as a fuel the regulatory frameworks are still being worked out. The IGF Code currently does not provide prescriptive requirements to cover toxic fuels like ammonia.
  • Ammonia’s lower volumetric efficiency and energy density means much more storage capacity will be required on board. The additional space for fuel may require larger vessel sizes, decreased cargo space or more frequent bunkering.
  • Tanks will need to be designed for temperature and/or pressure control if ammonia is stored in a refrigerated condition, as ammonia continuously evaporates and generates boil-off gas due to heat gain, which increases pressure in tanks if not managed. This storage at low temperatures will require energy.
  • Ammonia burns much more slowly than other fuels and has higher autoignition temperature than conventional fuel oil. This means that sustaining combustion once it gets started is going to be more difficult with ammonia than with other fuels. It will require an initiator/ igniter (combustion promoter) to enhance the burn, and this may cause difficulties in increasing engine output.
  • While carbon-free, ammonia contains nitrogen, and burning it will result in nitrogen oxide (NOx) and nitrous oxide (N2O) emissions. GHG impact of N2O emissions is nearly 300x greater than CO2.

As we highlighted in our previous blogs, members will need to take some key factors into account, regardless of whether they opt for methanol, ammonia, or other potential alternative fuels.

Training personnel onboard and on shore will be critical, as will be continued close collaboration with partners and peers. The shipping industry has traditionally been reluctant to share information, while a lack of clarity and direction has caused some inertia.

To combat this, especially with increasingly stringent deadlines looming on the horizon, members must share innovations, insight, and advice for the benefit of all.

 

Photo credit: Shaah Shahidh on Unsplash
Published: 12 January, 2023

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Alternative Fuels

MPA and MSC ink MoU to support adoption of alternative bunker fuels

MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency.
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MPA and MSC ink MoU to support adoption of alternative bunker fuels

The Maritime and Port Authority of Singapore (MPA) on Wednesday (3 June) said it signed a Memorandum of Understanding (MoU) with MSC Mediterranean Shipping Company to strengthen collaboration in maritime decarbonisation, digitalisation, innovation, and manpower development. 

The MoU was signed on 25 May 2026 by Mr Ang Wee Keong, Chief Executive of MPA, and Mr Soren Toft, Chief Executive Officer of MSC.

The MoU underscores the shared commitment of MPA and MSC to foster a sustainable, digital, and future-ready maritime sector, while enhancing MSC’s operational and business activities in Singapore. This year also marks the 30th anniversary of MSC establishing its Asia Regional Office and local office in Singapore.

Under the MoU, MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency and operational performance.

MPA and MSC will also collaborate on maritime digitalisation initiatives to improve operational efficiency, including streamlining vessel arrivals and port operations. 

On manpower development, MSC will support internship and scholarship opportunities through Singapore Maritime Foundation’s Maritime Outreach Network (MaritimeONE) platform, an industry-led tripartite partnership comprising industry, government and institutes of higher learning that aims to raise awareness of the maritime industry and attract quality talent into the maritime sector.

Mr Ang Wee Keong, Chief Executive of MPA, said: “This partnership reflects the strong collaboration between MPA and MSC in driving sustainability and digitalisation in the maritime sector. By working together on decarbonisation, operational efficiency and talent development, we aim to strengthen Maritime Singapore’s position as a trusted and future-ready global maritime hub.”

Mr Soren Toft, Chief Executive Officer of MSC, said: “Singapore is a strategically important hub for MSC and a key gateway to the broader Asia region. As we mark 30 years in Singapore, this MOU reinforces our long-term commitment to strengthening our presence here. MSC and Singapore are closely aligned on the priorities shaping the future of global shipping, and we look forward to deepening this partnership to drive the continued growth and resilience of the maritime industry.”

 

Photo credit: Maritime and Port Authority of Singapore
Published: 4 June, 2026

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Methanol

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Following “Seaspan Yangtze”, the remaining vessels planned for retrofit under the methanol retrofit programme are “Seaspan Amazon”, “Seaspan Ganges”, “Seaspan Thames”, and “Seaspan Zambezi”.
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Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Seaspan Corporation (Seaspan) and Hapag-Lloyd on Wednesday (3 June) announced the successful completion of the first of the five vessel conversions under their methanol retrofit programme with the delivery of Seaspan Yangtze.

From the early SAVER (Seaspan Action for Vessel Energy Reduction) programme to today’s CleanBlue initiative, Seaspan has committed over USD 230 USD million across 86 vessels, executing more than 550 efficiency and retrofit projects.

Following Seaspan Yangtze, the remaining vessels planned for retrofit under the programme are Seaspan Amazon, Seaspan Ganges, Seaspan Thames, and Seaspan Zambezi. Each retrofit is expected to reduce well-to-wake CO₂e emissions by approximately 30,000 to 50,000 metric tonnes per vessel annually when operating on low-carbon methanol, while also extending vessel lifespan and enhancing fuel flexibility.

“Decarbonisation is not just about building the fleet of tomorrow, it is also about unlocking the full potential of the fleet we have today. Retrofitting and upgrades on existing fleets play a practical, immediate, and economical role in accelerating shipping’s decarbonization journey,” said Bing Chen, Chairman, President and CEO of Seaspan. 

“Project SAVER CleanBlue highlights Seaspan’s strong customer partnerships, deep technical expertise, and unique platform integrated with JV partners, such as WattSpan Maritime Technology, in executing complex and large-scale retrofit projects.”

“The successful conversion of the Seaspan Yangtze together with the planned retrofit of its four sister vessels is another important step on our ambitious path towards net-zero fleet operations by 2045,” said Silke Lehmköster, Managing Director, Fleet, Hapag-Lloyd. 

“Together with Seaspan, we are demonstrating that retrofitting existing vessels for low-carbon methanol can be a practical way to reduce emissions in shipping.”

 

Photo credit: Seaspan
Published: 4 June, 2026

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Nuclear

South Korean-led nuclear car carrier design secures LR backing

LR is working with HHI, KSOE, Hyundai Glovis, G- Marine Service and KAERI on a joint development project exploring an advanced small modular reactor (SMR) installation on a PCTC.

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South Korean-led nuclear car carrier design secures LR backing

Classification society Lloyd’s Register (LR) on Tuesday (2 June) said it has teamed up with South Korean shipbuilding, marine services and nuclear research organisations to advance the development of a nuclear‑assisted car carrier concept. 

LR is working with Hyundai Heavy Industries, Korea Shipbuilding & Offshore Engineering (KSOE), Hyundai Glovis, G- Marine Service and the Korea Atomic Energy Research Institute (KAERI) on a joint development project (JDP) exploring an advanced small modular reactor (SMR) installation on a pure car and truck carrier (PCTC). 

The study focused on how a Molten Salt Reactor (MSR) could be physically and operationally integrated into a large vehicle carrier. Work examined the internal arrangement and segregation of the reactor system, shielding requirements, and the impact on cargo deck layout and vehicle capacity, alongside stability and trim implications linked to the reactor’s weight and positioning. 

The partners also assessed propulsion system configuration and power delivery, as well as operational flexibility compared with conventionally fuelled PCTCs, where trade routes and port calls can be tightly constrained. 

A key focus of the project has been safety. LR led hazard identification (HAZID) and preliminary risk assessment work, focusing on containment, onboard safety systems and potential operability constraints tied to nuclear technology at sea. 

The partners will mark the project milestone with an Approval in Principle (AiP) granting ceremony on 2 June at the LR stand during Posidonia 2026. 

Sung-Gu Park, President – North East Asia, Lloyd’s Register, said: “While nuclear propulsion is still at an early stage of development, this project shows the importance of building technical understanding now to support future progress. 

“Establishing feasibility at concept stage is a valuable step forward, particularly in areas such as cargo optimisation, vessel stability and integrated safety design.” 

Hong-Ryeul Ryu, CTO and Senior Executive Vice President at HD HHI, said: “With global environmental regulations becoming increasingly stringent and no definitive net-zero fuel yet available, SMR-powered ships can serve as a highly effective alternative, representing a pioneering next-generation maritime technology capable of complying with GHG emission regulations while allowing lifetime operation without refuelling, and HD HHI will remain at the forefront of sustainable maritime technology development.”

 

Photo credit: Lloyd’s Register
Published: 4 June, 2026

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