Singapore bunker supplier Golden Island Pte Ltd on Monday (21 September) said it has signed a strategic framework agreement with Qingdao Port International Co Ltd to collaborate on the supply of alternative marine fuels.

The agreement covers green methanol, green ammonia and bio-LNG, with cooperation spanning fuel production and transportation through to storage, sales and bunkering.

“By combining our MPA-licensed bunkering capabilities with Qingdao Port’s incredible logistics and strategic hub position, we are building something truly robust for the global shipping industry’s low-carbon future,” the company said in a statement. 

Qingdao Port International, which operates five major port areas in China, will bring its logistics network, storage facilities and customs clearance capabilities to the partnership.

Golden Island is licensed by the Maritime and Port Authority of Singapore (MPA) to conduct methanol bunkering and is ISCC EU-certified.

The companies are also engaging with container liners, bulk carriers, oil tankers and cruise ships regarding the adoption of alternative marine fuels.

Photo credit: Golden Island Pte Ltd
Published: 22 September, 2026

Classification society DNV on Monday (21 September) highlighted progress made on several regulatory and technical matters at the 12th session of the IMO Sub-Committee on Carriage of Cargoes and Containers (CCC 12), held from 14 to 18 September. 

This includes alternative fuels, cargo securing, onboard carbon capture systems, and battery carriage: 

Amendments to the IGF Code and development of guidelines for alternative fuels and related technologies

Methyl/ethyl alcohols

CCC 12 finalized the revision of the Interim Guidelines for the Safety of Ships Using Methyl/Ethyl Alcohol as Fuel (MSC.1/Circ.1621). The amendments revise all sections of the existing guidelines, taking into account experience gained to date.

The revised guidelines:

• provide more flexibility in fuel tank placement and leakage-handling arrangements;
• introduce a new concept for ventilation of fuel spaces;
• expand guidance on the design of bunkering stations and fire extinguishing; and
• add new guidance on bunkering operations and personal protective equipment.

Low-flashpoint oil fuels

CCC 12 continued work on the interim guidelines for ships using low-flashpoint oil fuels (fuel with a flashpoint between 52°C and 60°C). It was agreed not to develop detailed provisions for the “temperature-controlled engine room concept” but focus on a safety concept more aligned with the existing guidelines under the IGF code, however with major simplifications of the safety barriers. Work on the interim guidelines will continue in a Correspondence Group aiming for finalization at CCC 13 in 2027.  

Fuel cell power installations and IGF Code amendments

The revision of the Interim Guidelines for the Safety of Ships Using Fuel Cell Power Installations (MSC.1/Circ.1647), and other proposals for amendments to the IGF Code were not discussed in detail, but work will continue in a Correspondence Group reporting to CCC 13 in 2027.  

Development of a safety regulatory framework to support the reduction of GHG emissions from ships using new technologies and alternative fuels

Onboard carbon capture and storage (OCCS)

CCC 12 started the discussion to develop guidelines for the safety of ships fitted with OCCS. The guidelines should contain a technology-neutral main body for common ship-level requirements, while technology-specific safety requirements will be placed in individual annexes. Work on the guidelines will continue in a Correspondence Group reporting to CCC 13 in 2027. The guidelines are expected to be finalized in 2028.

Note: The full technical and regulatory news by DNV can be found here. 

Photo credit: Chris Pagan on Unsplash
Published: 22 September, 2026

Classification society DNV on Thursday (17 September) published a Maritime Impact article, examining why interest in ethanol is growing, drawing on insights from cargo owners, engine manufacturers, and other industry stakeholders. 

The article explores recent vessel projects, technology developments, and the factors that will influence future uptake, including economics, fuel availability, sustainability, and regulation:

For years, ethanol sat on the periphery of the maritime fuel debate. Whilst the orderbook shows that LNG and, more recently, methanol have seen growing uptake in the global fleet, ethanol has remained largely confined to regional discussions despite being the world’s most widely produced liquid biofuel.

That picture is beginning to change.

Why interest is growing in ethanol as marine fuel

Part of ethanol’s appeal is its maturity outside shipping. Decades of use in road transport have created extensive production capacity, established supply chains, and well-developed fuel logistics. At the same time, increasing focus on lifecycle emissions and regulations such as FuelEU Maritime are directing attention towards fuels capable of delivering meaningful well-to-wake greenhouse gas reductions.

However, production scale and emissions performance alone do not explain the growing interest. Ethanol is entering the maritime conversation at a time when the industry is searching for practical pathways that can support decarbonization without locking companies into a single long-term fuel choice.

Why cargo owners are investing in ethanol-powered ships

Among those exploring ethanol’s potential is VALE, a mining company and cargo owner which sees the fuel as part of its broader decarbonization strategy.

That commitment is already translating into projects. VALE has partnered with Shandong Shipping to build at least two Guaibamax vessels equipped with rotor sails and powered by ethanol, with delivery expected in 2029, and is evaluating the conversion of methanol-fuelled vessels into tri-fuel ships capable of operating on methanol, ethanol, and conventional fuel.

For VALE, a central focus of these projects is how they support the company in maintaining flexibility, thus creating options in an uncertain market. This reflects a broader industry trend towards preserving fuel flexibility whilst continuing to reduce emissions.

“Designing and constructing new ships is the most cost-effective and integrated opportunity to incorporate technological advances in our decarbonization program,” says Rodrigo Bermelho, Shipping Director at VALE. “This approach provides flexibility during regulatory and market uncertainty, enabling VALE to advance decarbonization whilst maintaining different strategic options.”  

Shared technology, greater flexibility: the growing ethanol–methanol opportunity

One of the most interesting aspects of ethanol’s emergence is that it is not developing in isolation.

The fuel enters the maritime conversation at a time when investments in methanol technology are accelerating. The two alcohol fuels share several characteristics, creating opportunities to build on existing engine developments, fuel systems, and operational experience rather than requiring a completely separate technological pathway.

“Ethanol shares some characteristics with methanol and may offer additional flexibility for certain vessel applications over time,” says Mario Barbosa, General Manager Latin America at Wärtsilä.

This connection could prove important as shipowners seek to maintain flexibility in an increasingly uncertain fuel landscape. Rather than committing to a single fuel pathway, they may be able to leverage technologies and vessels capable of accommodating multiple future fuel options.

Ethanol requires own technical assessment

Whilst the similarities between methanol and ethanol create opportunities, industry experts stress that the two fuels should not be treated identically. Safety considerations also remain important. However, ethanol benefits from the fact that alcohol fuels are already covered by established IMO safety frameworks, whilst growing operational experience with methanol is helping the industry better understand the safe handling and use of alcohol-based marine fuels.

“Engine parameters, fuel injection, fuel system specifications, and safety considerations need to be carefully assessed for each vessel and application,” says Barbosa. “Ethanol brings its own characteristics, including differences in energy content, which means optimization is important to support reliable and efficient operation.”

In practice, this means that ethanol benefits from lessons learned through methanol adoption but still requires its own technical assessment. Fuel system design, engine configuration, and operational requirements must all be considered when evaluating ethanol for a specific vessel or trade.

Note: The full article by DNV can be found here. 

Photo credit: Venti Views on Unsplash
Published: 21 September, 2026