Alternative Fuels

NorthStandard: Ethanol makes its case in maritime decarbonisation

NorthStandard expects to see an increase in the use of ethanol in the marine industry as demand increases for lower carbon fuels to meet maritime regulatory requirements, says Mark Smith.

Published

1 year ago

June 6, 2025

Admin

NorthStandard: Ethanol makes its case in maritime decarbonisation

Mark Smith, Loss Prevention Director Decarbonisation of global marine insurer NorthStandard explored the maritime case for a sustainable biofuel that is widely used as an automotive fuel additive:

In October, the International Maritime Organization is set to adopt a legally binding framework to reduce greenhouse gas (GHG) emissions from ships over 5,000 GT, pending entry into force in 2027.

Including a new fuel standard and a global pricing mechanism for emissions, the framework is highly significant for the UN agency’s targets for global shipping to achieve net-zero emissions close to 2050, and interim carbon intensity targets for 2030 and 2040.

In the immediate term, however, ship operators looking to decarbonise by using sustainably sourced biofuels or similar alternatives could find that growing demand may outpace current supply. Ethanol, a sometimes overlooked-alternative fuel type, may therefore merit further consideration as the shipping industry seeks additional options.

Ethanol is already an established ingredient in automotive industry fuels. Forecourt pumps and fuel filling caps on many petrol engine cars now display E5 or E10 notation to indicate ethanol content of up to 10% (E10). New cars even have E25 on their petrol caps. Evidently car makers are confident engines can cope with up to 25% (E25) ethanol content to create a lower carbon footprint.

Given these developments, it is worth considering the potential for ethanol to play a larger role in the maritime industry.

Ethanol (CH₃CH₂OH), also known as ethyl alcohol, is a colourless, volatile and flammable organic compound commonly used as a fuel, solvent and in alcoholic beverages. It is also used as a biofuel (bioethanol) when made from renewable resources like corn, sugarcane, or agricultural waste. It is mostly produced by fermenting sugars derived from such crops, where yeast converts the sugars into ethanol and carbon dioxide. In principle, the carbon dioxide emitted when bioethanol is burnt is offset by the carbon absorbed in growing the plants.

NorthStandard expects to see an increase in the use of ethanol in the marine industry as demand increases for lower carbon fuels to meet FuelEU Maritime requirements and IMOs legally binding framework.

Unlike some biofuels, bioethanol can be considered both renewable and sustainable as it is sourced from widely available crops. It burns cleaner than fossil fuels, thereby reducing CO2 emissions as well as SOx and particulate (PM) emissions. Lower GHG emissions are particularly the case when it is made from renewable sources including biomass and waste.

In addition, there is already available infrastructure for use – as ethanol is widely used in land-based transportation. Some fuelling and storage facilities could be adapted for marine use.

As in the automotive industry, ethanol can be blended with other fuels and blending with marine fuels is set to be tested shortly.

However, there are acknowledged challenges when it comes to its use in the marine sector. As is the case with most alternative fuels, ethanol has a 50% lower energy density than fossil fuels. Its energy density is also about 40% lower than biodiesels which could have an impact on engine performance and reduce operational range as vessels may not be able to carry enough fuel without higher volume tanks.

Any lower range would likely require consideration in time charter party terms including speed and performance warranties.

Ethanol is also hygroscopic and can corrode tanks, engines, and pipelines not specifically designed for its use. Purification plants, filtration and transfer systems also need to be specifically designed to handle ethanol.

Biodiesels are more compatible with existing ship’s engine types (as “drop-in fuels”), but ethanol may require purpose built or modified ethanol-specific engines as a result. Operating these engines when built may also be a learning curve.

Crew training and safety have also to be considered.

Ethanol has a low flashpoint fuel (13-15 °C), and vapours can accumulate, increasing explosion risk if there is improper ventilation.

The fuel also creates toxicity and health risks which require scenario-based training, including vapour leakage and emergency response. Ethanol fires also develop differently to hydrocarbon fires and require specialised firefighting equipment, procedures and personal protective equipment.

Pollution and spill behaviour are also factors.

Ethanol is water-soluble and disperses quickly in the marine environment but, unlike oil, it does not form a surface slick, making physical recovery challenging. It is biodegradable, but rapid breakdown can deplete oxygen in the water leading to hypoxic (low oxygen) conditions that are harmful to marine life.

The IMO and other maritime bodies are still developing guidelines for the regulation of alternative fuels such as ethanol and further clarity will be essential to encourage investment and its adoption as part of the IMO’s Zero or Net Zero (ZNZ) emissions technology strategy.

While ethanol may not be a perfect alternative fuel to help decarbonise shipping, short supplies of biodiesel to meet the demand created by FuelEU Maritime and the IMO ZNZ strategy suggest it can be part of the mix.

In summary, as biofuels continue to find a place in maritime decarbonisation, ethanol is a viable option worth considering for open-minded ship operators.

Photo credit: NorthStandard
Published: 6 June, 2025

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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”.

Published

11 hours ago

July 22, 2026

Admin

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

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.

Published

11 hours ago

July 22, 2026

Admin

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.

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

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.

Published

1 day ago

July 21, 2026

Admin

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