Alternative Fuels

Interview: IRClass answers key questions on alternative bunker fuels

Mr. P.K. Mishra of Indian Register of Shipping, goes into details on new bunker fuels including challenges they pose on classification societies and expertise IRClass offers to overcome them.

Published

2 years ago

September 23, 2024

Admin

Interview: IRClass answers key questions on alternative bunker fuels

Singapore-based bunkering publication Manifold Times recently interviewed Mr. P.K. Mishra, Managing Director of Indian Register of Shipping (IRClass), on alternative bunker fuels including challenges they pose on classification societies and expertise IRClass offers to overcome them.

He also touched on the viability of nuclear for commercial maritime:

MT: Can you describe the new challenges IMO2030/2050 bring for classification societies, specifically in approving the new breed of vessels using alternative bunker fuels?

The IMO climate goals bring several challenges for classification societies, particularly in approving vessels using alternative fuels. One of the main challenges is ensuring the safety, reliability, and environmental compliance of these fuels, such as hydrogen, ammonia and methanol. Each alternative fuel has unique properties and hazards, requiring updated safety protocols, risk assessments, and design standards.

Classification societies are working towards developing new rules and guidelines for the construction, operation, and maintenance of vessels utilising such alternate fuels.

Another challenge is ensuring global uniformity and consistency in safety standards while addressing regional regulatory differences, which requires extensive collaboration with stakeholders, including shipowners, shipyards, equipment manufacturers, and regulatory bodies.

Sustainability is another aspect – though taken up at IMO level, the classification society has to provide the correct input/understanding to the ship owners and ship operators with regards to its compliance/usage on board and also about the benefits on CII and other incentives as will be decided at IMO.

MT: What are the expertise and solutions IRCLASS offers to overcome these challenges, and how do they differ from the competition?

Indian Register of Shipping brings a wealth of expertise in addressing the challenges posed by the new fuel ecosystem. Our approach is characterized by a deep understanding of both traditional and emerging technologies, while addressing specific needs.

We provide comprehensive services that include risk assessment, feasibility studies, and technical guidance for the integration of alternative fuels into vessel design and operations. Our unique differentiation lies in our commitment to innovation and our proactive approach to developing guidelines and rules for new technologies. IRS invests extensively in research and development to stay ahead of industry trends and regulatory requirements.

Additionally, our global presence combined with local expertise allows us to offer customized support, ensuring compliance with both international and regional regulations. This dual advantage of global reach and local presence, along with our strong industry partnerships, sets us apart from our competitors.

Mr. P.K. Mishra, Managing Director of Indian Register of Shipping (IRClass)

MT: In your opinion, which alternative bunker fuel offers the best solution for shipowners in meeting future IMO2030/2050 and FuelEU/EU ETS requirements? What are its pros and cons?

There isn’t a one-size-fits-all answer when it comes to the best alternative fuel for meeting decarbonisation goals. However, each fuel option has its own advantages and disadvantages:

LNG (Liquefied Natural Gas) is currently the most mature and widely available alternative fuel, with an existing bunkering infrastructure. It offers a significant reduction in CO2 emissions and virtually eliminates sulphur oxides (SOx) and particulate matter.
However, LNG still emits methane (a potent greenhouse gas) during extraction and transport, which poses environmental concerns. It is also a fossil fuel, which may limit its long-term viability under future decarbonization goals and therefore may be considered as a transitionary fuel.
Hydrogen has the potential for zero-emission shipping when produced from renewable sources. It is versatile and can be used in fuel cells or internal combustion engines.
The storage and handling of hydrogen pose significant challenges due to its low energy density and high flammability. The production of green hydrogen is also currently energy-intensive and costly.
Ammonia does not emit CO2 when burned, making it a promising zero-carbon fuel. It is easier to store and transport than hydrogen and has a well-established production and distribution network. Ammonia is however toxic and poses serious safety risks if not handled properly. The combustion process needs to be optimized to minimize nitrous oxide emissions.
Methanol is easy to handle, biodegradable, and has a lower carbon footprint compared to conventional fuels. It can be produced from renewable sources like biomass and captured CO2. Methanol has a lower energy density than traditional fuels, which could affect ship range. It also still emits CO2, although at a reduced rate.

At this point in time when no green fuel is under production at scale and available, it is difficult to guess which future fuels will survive, or which of ammonia, hydrogen, methanol, LNG, LPG or additives-rich biofuels might dominate. Rather than one fuel, the industry will select different fuels for different types of ship, and it is important not to eliminate any of the current options too early as an industry.

MT: Taking into consideration future environmental regulations, what variables should a bunker tanker owner/operator, based in different regions around the world, take into consideration when choosing newbuilding criteria?

When choosing newbuilding criteria, bunker tanker owners/operators should consider several key variables in light of future environmental regulations:

Fuel Type and Flexibility: The choice of primary and secondary fuels is critical. Owners/operators should consider fuels that are compliant with current and anticipated future regulations, including IMO2030/2050 and regional requirements like the EU’s FuelEU and ETS. Flexibility to switch between fuels could provide a competitive advantage.

Design and Technology: The vessel’s design should incorporate energy-efficient technologies, such as hull optimization, advanced propulsion systems, and waste heat recovery systems. Hybrid or dual-fuel engines may provide flexibility and compliance advantages.

Operational Region: Regional regulations and fuel availability will play a significant role. Understanding the environmental regulations of the operating regions and the availability of compliant fuels and bunkering infrastructure is essential.

Lifecycle Costs: Consider the total cost of ownership, including capital expenditure (CapEx) and operating expenditure (OpEx). Investments in more sustainable technologies may have higher upfront costs but could result in lower operational costs over time due to fuel efficiency and reduced emissions penalties.

Safety and Compliance: Ensuring the vessel meets all international and regional safety and environmental regulations is paramount. This includes having the necessary certifications and adopting best practices for environmental performance.

MT: Taking into consideration future environmental regulations, what variables should a shipowner operating in different maritime sectors take into consideration when choosing newbuilding criteria?

Different maritime sectors (e.g., bulk carriers, container ships, tankers) have unique operational profiles, which impact fuel consumption and emissions. Shipowners should select designs and technologies that best align with their specific operational needs and regulatory requirements.

Fuel Type and Future-Proofing: Selecting the right fuel is critical, considering not only current but also anticipated future regulations. Ships that can operate on multiple fuel types may have a competitive advantage, providing flexibility as fuel availability and prices change.

Energy Efficiency Measures: Implementing energy-efficient technologies, such as advanced hull designs, air lubrication systems, and energy recovery devices, will help reduce fuel consumption and emissions, contributing to compliance with future regulations.

Technology and Innovation: Incorporating advanced digital tools for fuel optimization, emissions monitoring, and predictive maintenance can enhance operational efficiency and regulatory compliance.

Environmental Impact: Consideration of the vessel’s overall environmental footprint, including emissions, noise pollution, and waste management, is increasingly important. Compliance with stricter environmental standards may require additional investment in technologies that reduce emissions and improve sustainability.

Cost Impact: The costing and future availability of fuel depending upon the vessel’s operating profile plays a major role in selecting a new building project.

MT: Would nuclear power ever be considered a viable solution to power commercial maritime trade? What are its technological challenges to become a mainstream energy source for powering sea-going vessels, and how could they be resolved?

Nuclear power has the potential to be a viable solution for powering commercial maritime trade due to its high energy density, zero emissions during operation, and ability to provide continuous power over long durations without refuelling.

However, there are several technological, regulatory, and societal challenges that need to be addressed for nuclear power to become a mainstream energy source for sea-going vessels. Resolving these challenges would require significant advancements in nuclear technology, robust international collaboration on safety and regulatory frameworks, and addressing public and political concerns about the use of nuclear power in commercial shipping.

The challenges also involve economic viability compared to conventional ships, infrastructure deficit such as for port infrastructure required for nuclear ships.

Photo credit: Indian Register of Shipping
Published: 23 September, 2024

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Port & Regulatory

Singapore: MPA issues circular on resolutions adopted by IMO MEPC 84

MPA urges the shipping community to prepare for the implementation of these resolutions, which includes use of multiple engine operational profiles for a marine diesel engine.

Published

48 minutes ago

July 14, 2026

Admin

The Maritime and Port Authority of Singapore (MPA) on Tuesday (14 July) issued Shipping Circular No. 7 of 2026 to inform on the resolutions adopted by MEPC 84, which was held from 27 April to 1 May 2026:

This circular informs the shipping community of the resolutions adopted by MEPC 84 and urges the shipping community to prepare for the implementation of these resolutions.

MEPC 84 adopted the following mandatory resolutions:

Resolution MEPC.407(84) – Amendments to MARPOL Annex VI (Clarification of entries in data reporting required by Regulations 27 and 28, designation of the North-East Atlantic as an Emission Control Area for Nitrogen Oxides, Sulphur Oxides and Particulate Matter, accessibility to the IMO Ship Fuel Oil Consumption Database, and review clause of the short-term GHG reduction measure)

This resolution adopts amendments to MARPOL Annex VI, concerning the clarification of entries in data reporting required by regulations 27 and 28, the designation of the North-East Atlantic as an Emission Control Area for Sulphur Oxides, Particulate Matter and Nitrogen Oxides, the accessibility of the IMO Ship Fuel Oil Consumption Database (IMO DCS), and the review clause of the short-term GHG reduction measure. The amendments will enter into force on 1 September 2027 and will be given effect through the Prevention of Pollution of the Sea (Air) Regulations.

Resolution MEPC.408(84) – Amendments to MARPOL Annex VI (Use of multiple engine operational profiles for a marine diesel engine, including clarifying engine test cycles)

This resolution adopts amendments to MARPOL Annex VI concerning the use of multiple engine operational profiles for a marine diesel engine, including clarifying the engine test cycles. The amendments will enter into force on 1 September 2027 and will be given effect through the Prevention of Pollution of the Sea (Air) Regulations.

MEPC 84 also adopted the following resolutions:

Resolution MEPC.406(84) – Actions to ensure the protection of the marine environment in the Arabian Sea, Sea of Oman and the Gulf Region, particularly in and around the Strait of Hormuz, resulting from the unlawful activities of the Islamic Republic of Iran

This resolution condemns the attacks against commercial and merchant vessels and maritime infrastructure in the Gulf region. The resolution expresses deep concern over the risks these attacks pose to the marine environment, while encouraging member States to strengthen pollution preparedness and response cooperation.

Resolution MEPC.409(84) – 2026 Guidelines for Ballast Water Management (BWM) and Development of BWM Plans (G4)

This resolution adopts the 2026 Guidelines for BWM and development of BWM Plans, as part of the BWM Convention review. The Committee resolves to revoke the Guidelines for ballast water management and development of BWM Plans adopted by resolution MEPC.127(53) and amended by resolutions MEPC.306(73) and MEPC.370(80) when the amendments to the BWM Convention approved at MEPC 84 enter into force.

Resolution MEPC.410(84) – Amendments to the 2022 Guidelines on the Method of Calculation of the Attained Energy Efficiency Design Index (EEDI) for New Ships

This resolution adopts the amendments to the 2022 Guidelines on the method of calculation of the attained EEDI for new ships, to address dual-fuel engines using two liquid fuels, particularly methanol and ethanol, in the EEDI framework.

Resolution MEPC.411(84) – 2026 Guidelines on Survey and Certification of EEDI

This resolution adopts the 2026 Guidelines on survey and certification of the EEDI, to address dual-fuel engines using two liquid fuels, particularly methanol and ethanol, in the EEDI framework.

These Guidelines supersede the 2022 Guidelines on survey and certification of the EEDI (resolution MEPC.365(79), as amended by resolutions MEPC.374(80) and MEPC.403(83)).

Resolution MEPC.412(84) – Amendments to the 2022 Guidelines on Operational Carbon Intensity Indicators and the Calculation Methods (CII Guidelines, G1)

This resolution adopts the amendments to the 2022 CII Guidelines, G1, relating to the clarification of CII calculation obligations in the context of enhanced IMO DCS granularity reporting, specifically on “Transport work (W)”.

Resolution MEPC.413(84) – Amendments to the 2024 Guidelines for the development of a Ship Energy Efficiency Management Plan (2024 SEEMP Guidelines)

This resolution adopts amendments to the 2024 SEEMP Guidelines, relating to the clarification of CII calculation obligations in the context of enhanced IMO DCS granularity reporting, specifically on the “Distance travelled”.

Resolution MEPC.414(84) – 2026 Guidelines for test-bed and onboard measurements of methane (CH4) and/or nitrous oxide (N2O) emissions from marine diesel engines

This resolution adopts the 2026 Guidelines for test-bed and onboard measurements of methane (CH4) and/or nitrous oxide (N2O) emissions from marine diesel engines, and supersede the earlier Guidelines adopted by resolution MEPC.402(83).

Resolution MEPC.415(84) – Guidelines for engine load monitoring (ELM) and calculation of emission values

This resolution adopts the Guidelines for ELM and calculation of emission values, to specify the method for ELM to establish factors that reflect the actual operation of a marine diesel engine, and for the calculation of emission values.

Resolution MEPC.416(84) – Guidelines for continuous emission monitoring systems (CEMS) used to quantify methane (CH4) and/or nitrous oxide (N2O) emissions from marine diesel engines

This resolution adopts the Guidelines for CEMS used to quantify methane (CH4) and/or nitrous oxide (N2O) emissions from marine diesel engines, which aim to provide a uniform framework for the onboard measurement and mass basis quantification of emissions.

Resolution MEPC.417(84) – 2026 Strategy and the Action Plan to Address Marine Plastic Litter from Ships

This resolution adopts the 2026 Strategy and the Action Plan to Address Marine Plastic Litter from Ships.

Any queries relating to this circular should be directed to MPA Shipping Division via email at [email protected].

Photo credit: Maritime and Port Authority of Singapore
Published: 14 July, 2026

Alternative Fuels

Port of Santos hosts Brazil’s first bioethanol bunkering of deep-sea containership

Copersucar, CMA CGM Group, AGEO Terminais, Santos Brasil and Bunker One completed a bioethanol bunkering operation for “CMA CGM IRON”, the first 13,000 TEU tri-fuel certified engine containership.

Published

1 hour ago

July 14, 2026

Admin

Port of Santos hosts Brazil's first bioethanol bunkering of deep-sea containership

Sugar and bioethanol trading company Copersucar on Monday (13 July) said the company and its partners successfully completed a bioethanol bunkering operation for the CMA CGM IRON, the first 13,000 TEU tri-fuel certified engine containership, at the Port of Santos on 12 July.

The partners are CMA CGM Group, AGEO Terminais, the largest liquid bulk storage operator at the Port of Santos; Santos Brasil, the biggest container terminal in Brazil; and Bunker Holding subsidiary Bunker One.

Copersucar said the operation represents a major milestone for the decarbonisation of maritime transport, positions Brazil among the countries capable of carrying out this type of bunkering operation, and reinforces bioethanol as a readily available solution to reduce greenhouse gas emissions from the shipping sector.

The bioethanol supplied by Copersucar benefits from a certified supply chain. Sugarcane expansion takes place mainly on degraded pastureland, while Brazil’s RenovaBio program establishes stringent sustainability and zero-deforestation requirements.

The bunkering required logistical and operational coordination among multiple stakeholders across the value chain, involving the transport of bioethanol to the Port of Santos, its storage in dedicated infrastructure, and its transfer to the vessel via a specialized barge.

“The operation provides practical evidence that bioethanol offers the attributes needed to accelerate the decarbonisation of maritime transport,” the company said.

Beyond this first demonstration, the Port of Santos and Santos Brasil container terminal are positioning themselves and Brazil as a future low-carbon marine fuels hub for South America. As the continent’s largest port and a major gateway for global trade, Santos has the potential to connect Brazil’s renewable energy resources with international shipping demand.

The CMA CGM IRON, delivered in 2025, is the Group’s first vessel in a series of twelve 13,000 TEU containerships, equipped with the world’s first tri-fuel engine certified to operate on bioethanol: Everllence-B&W G95ME-C10.5-LGIM.

“Together with our partners, we have shown that innovation can move from the laboratory to real maritime operations. The certification of our first tri-fuel vessel is a major technological milestone for CMA CGM. It opens the way for the broader use of lower-carbon fuels and gives us new options to accelerate the decarbonisation of our shipping activities” said Christine Cabau Woehrel, Executive Vice President Assets & Operations, CMA CGM.

“This operation demonstrates Copersucar’s ability to connect production, logistics and markets to enable bioenergy solutions at scale. More than a pioneering bunkering operation, we are creating the conditions for bioethanol to become a competitive component of the maritime energy mix, further strengthening Brazil’s leadership in the transition to a low-carbon economy,” said Tomás Manzano, CEO of Copersucar.

“This operation can be considered a milestone in the global maritime industry’s energy transition, as the sector begins to adapt to this new model. Today, Around 70 vessels of the global fleet are capable of operating on methanol and, consequently, with bioethanol. Over the next few years, however, an additional 400 vessels are expected to be delivered from shipyards ready to sail using a non-fossil fuel,” said Flavio Ribeiro, CEO of Bunker One.

Photo credit: Copersucar
Published: 14 July, 2026

Alternative Fuels

Peninsula supplies bio-LNG bunker fuel to Royal Caribbean cruise ship

Company has successfully completed the delivery of bio-LNG to Royal Caribbean Group’s newest Icon-class cruise ship, “Legend of the Seas”, in Cádiz, Spain.

Published

1 hour ago

July 14, 2026

Admin

Peninsula completes delivery of bioLNG bunker fuel to Royal Caribbean cruise ship

Marine fuel supplier Peninsula on Monday (13 July) said it has successfully completed the delivery of bio-LNG to Royal Caribbean Group’s newest Icon-class cruise ship, Legend of the Seas, in Cádiz, Spain.

This marked Peninsula’s first bioLNG distribution in the Port of Cádiz. The milestone was met with amplified significance as the company has now supplied all three Icon-class vessels, further strengthening its long-standing relationship with Royal Caribbean Group.

Nacho de Miguel, Head of Alternative Fuels and Sustainability at Peninsula, said: “This supply highlights the strength of our planning, coordination and execution at scale. As cruise operators introduce increasingly advanced vessels, our focus remains on delivering safe, reliable and efficient fuel supply, aligned with evolving operational and environmental demands.”

The delivery was carried out through coordination with all stakeholders, including the Port of Cadiz and Royal Caribbean Group.

Photo credit: Peninsula
Published: 14 July, 2026