Alternative Fuels

PowerCell: Hydrogen fuel cells with methanol reformer tech offers solution to net-zero shipping

Fuel cells with methanol reformer tech can convert methanol into hydrogen onboard, producing energy from methanol 30% more efficiently than internal combustion engines, says Dr. Andreas Bodén.

Published

1 year ago

February 6, 2025

Admin

PowerCell: Hydrogen fuel cells with methanol reformer tech offers solution to net-zero shipping

Dr. Andreas Bodén, Senior Vice President and Chief Technology Officer of fuel cell systems developer PowerCell shares with Manifold Times the potential of hydrogen fuel cells with methanol reformer technology as a solution in maritime industry’s transition towards net-zero-emission:

As the maritime industry transitions towards net-zero emissions, renewable fuels have been at the forefront in advancing sustainable shipping. According to Hydrogen Europe’s “Long-term outlook on zero-emission mobility” survey, e-fuels hold the most promise for various ship types, including ferries, cruise ships, and container vessels.

Among these e-fuel options, methanol reformer technology is emerging as a potential solution in this transition. This technology can convert methanol into hydrogen onboard through steam reforming, enabling proton-exchange membrane (PEM) fuel cells with 30% greater efficiency than internal combustion engines, paving the way for compact, high-power, and net-zero energy solutions without relying on pure hydrogen infrastructure.

Hydrogen, often dubbed the building block of the energy transition, emerges as a viable option for certain vessels with fixed or shorter routes, such as passenger ferries and service vessels. However, its practicality for wider-scale use in deep-sea shipping has significant challenges related to supply of green molecules and energy density, as well as storage, transport, and handling.

Methanol addresses these challenges by serving as an easy and efficient liquid hydrogen carrier. It is easy to handle, store, and transport at ambient temperature and pressure. By serving as a hydrogen carrier, methanol overcomes the logistical obstacles of hydrogen fuel while still enabling the use of high-efficiency fuel cells. This symbiosis positions methanol and fuel cells as key players in scaling renewable fuels for the maritime industry.

Dr. Andreas Bodén, Senior Vice President and Chief Technology Officer of PowerCell

Efficient use of scarce resources

Green fuels like renewable methanol face significant hurdles, from scaling production to securing offtake agreements. Marine economist Dr. Martin Stopford warns that shipping might lag behind other sectors, such as road transport and chemicals, in accessing renewable fuels. At the same time, the Methanol Institute tracks nearly 90 green methanol projects aiming to produce 9 million tons annually by 2027, some of which will benefit the marine industry.

Despite the level of optimism, renewable methanol will be a scarce and a costly resource for the foreseeable future. Lloyd’s Register estimates its initial cost at around $1,000 per ton, which is significantly higher than conventional fuels. Shipowners must therefore maximise efficiency, reducing the volume of renewable fuel required and mitigating operating expenses.

Methanol’s energy density surpasses hydrogen and ammonia but falls short of hydrocarbon fuels. Lloyd’s Register highlights that ship operators would require two and a half times more methanol than traditional fuel oil for equivalent energy output. This disparity underscores the necessity of adopting more efficient propulsion systems.

Fuel cells: A pathway to efficiency

Fuel cells with methanol reformer technology offer a solution. These systems can convert methanol into hydrogen onboard through steam reforming, producing energy from methanol 30% more efficiently than internal combustion engines. PEM fuel cells which can use this technology stand out for their compact size, efficiency, and high-power density. These technologies enable net-zero energy generation without the need for pure hydrogen infrastructure.

For smaller vessels like ferries and towboats, fuel cells can serve as the primary propulsion system, reducing renewable methanol consumption by up to 30%. Larger ships, such as container vessels, can use fuel cells to power auxiliary engines, eliminating emissions from fossil-fuel generators during port operations. Renewable methanol further curbs nitrogen oxide (NOx) emissions by up to 80%, while eliminating sulphur oxide (SOx) and particulate matter (PM) emissions. These benefits can be enhanced when using an internal combustion engine (ICE) or a fuel cell with reformer technology specifically designed to reduce local pollutants.

Beyond methanol, fuel cell reformer technology can be developed for ammonia. This adaptability offers a pathway to the efficient use of ammonia as a future zero-carbon solution. This flexibility also allows shipowners to adopt renewable methanol now and transition to other fuels as they become viable.

Balancing sustainability and efficiency

The IMO’s revised GHG strategy targets net-zero emissions for international shipping by 2050, with interim milestones for 2030 and 2040. Achieving these goals requires efficient use of renewable fuels and innovative propulsion systems. PowerCell’s Methanol to Power Solution, M2Power 250, exemplifies the potential to enhance fuel efficiency and reduce operational costs.

As the maritime industry is responsible for 3% of global GHG emissions, fuel cells with methanol reformers represent a practical solution. Whether powering smaller vessels or auxiliary systems on deep-sea ships, this technology bridges the gap between the current fuel limitations and the future of sustainable shipping.

The marine industry must embrace innovative solutions to achieve net-zero emissions. Fuel cell technology, with its unparalleled efficiency and fuel optionality, positions many shipowners best to navigate the challenges of the energy transition.

Photo credit: PowerCell
Published: 6 February, 2025

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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