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An Inconvenient Truth – Marine Gas Scrubbers Are Greener Than Using LSFO

Environmental Protection Alliance reporting of MV Helena Oldendorff crippling leans towards sensationalism.
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Scrubber technology firm Pacific Green Technologies (PGT) on Wednesday (18 September) published the following article informing the shipping industry on the benefits of using scrubbers when compared to LSFO in meeting IMO 2020 regulations:

As everyone in shipping knows, the IMO’s new sulphur emissions cap takes effect in less than four months’ time.

IMO 2020 has placed major demands on shipowners to find a solution that will comply with the new rules being implemented on 1 January next year.

This has been challenging in many ways, but especially financially. Switching to low-sulphur fuel oil (LSFO) represents a huge leap in vessel operating costs, unaffordable to many smaller operators, while the price of converting to LNG propulsion is, for most owners, prohibitively expensive.

Even fitting a scrubber has a significant price tag attached, though the cost can potentially be earned back within a year or less, hence the IMO’s decision to permit multiple compliance solutions.

Knowing that IMO 2020 would have a major impact on the maritime industry, the regulatory body needed to provide viable options to make compliance possible for as many operators as possible.

Scrubbers form a critical piece of this puzzle.

Yet, despite the IMO’s continued acceptance of exhaust gas cleaning systems, some are still insistent that this is only because “greedy ship owners” have somehow exploited the system and put “both seafarers AND the environment at risk.”

Such detractors place themselves in the intellectually compromising position of endorsing the IMO’s environmental policy, while openly declaring that IMO is not capable of doing its job properly.

Stories like the EPA’s leans towards sensationalism, positioning rhetoric as fact

The Environmental Protection Alliance’s (EPA’s) recent reporting on the crippling of the MV Helena Oldendorff, unfortunately, displays this type of self-contradictory stance.

It makes nonsensical claims about scrubber unreliability and concomitant threats to shipping operations and human life, infusing the isolated example of a malfunctioning scrubber on the Oldendorff with wild and portentous meaning.

No, what happened on the Oldendorff does not represent the reality of the thousands of vessels globally that are fitted with scrubbers.

And, even in this specific case, disaster could have been averted with better maintenance (as any shipowner knows) and the correct after-sales care and onboard crew education.

Far more damaging, however, than the inaccuracies of vessel operation expressed in this article is the contribution it makes to a tide of misinformation.

Media like the EPA’s leans towards sensationalism, positioning rhetoric as fact while making no attempt to substantiate these views with science.

The science lands squarely in support of scrubbers

The EPA expresses popular, but ungrounded, views on open loop scrubbers specifically, fuelling an epidemic of ignorance that is misdirecting the IMO 2020 conversation and sowing pernicious doubt in policymakers’ minds.

We have seen this in the recent open loop scrubber bans by Singapore, Fujairah, China and Ireland, none of which were supported by scientific evidence.

That may be because the science lands squarely in support of scrubbers.

A recent report released by Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) concluded that the operation of open loop scrubbers with high sulphur fuel oil is not only safe, it is also preferable to burning low sulphur fuel alone.

At the same time, more than 20 ports worldwide indicated that they will not oppose the use of open loop scrubbers.

Earlier this year, a study based on the largest washwater data analysis in maritime history concluded that the scrubber waste water consistently adhered to IMO regulations, as well as numerous international standards.

This was strong scientific method at work.

More than 280 samples were assessed against 54 different test parameters by ISO accredited independent laboratories. The results were then evaluated by classification Society DNV GL’s Maritime Advisory Services and the data compared to various water quality standards.

Burning high-sulphur fuel oil with a scrubber is greener than using LSFO

The research was a timely reminder that the IMO already has its own strict standards by which it judges environmental safety.

These standards form the cornerstone of Marpol Annex VI and were developed by marine and environmental experts.

They are not, as some radicals propose, the work of self-serving lobbyists bent on corrupting the IMO’s environmental agenda.

Scrubbers are an important IMO 2020 compliance solution because they work. And they will contribute to a better environment beyond the sulphur oxide and nitrous oxide focus of current legislation.

The IMO has committed to reducing the marine sector’s output of greenhouse gases (GHG) by 50% over the next 30 years.

That is a tall order and we can expect some stringent policy on carbon emissions in future. Owners who have fitted scrubbers are already well-positioned for this.

In addition to removing particulate matter, another future focus for the IMO, and black carbon, a severe threat to the polar regions, scrubbers are advantageous in combating global warming.

A new study published by independent Norwegian research organisation SINTEF confirms that burning high-sulphur fuel oil with a scrubber has a lower carbon footprint than using LSFO.

For many, such findings are counterintuitive and, therefore, dismissed as invalid.

But, this habit of building policy on “common sense” rather than science is a worrying trend that threatens to destabilise constructive debate and, ultimately, the spirit of IMO 2020.

Photo credit and source: Pacific Green Technologies
Published: 19 September, 2019
 

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Methanol

GENA Solutions: Total renewable and low-carbon methanol project pipeline increases from 61.8 to 62.2 Mt by 2032

Information shared by MI – the Global Methanol Alliance meant to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.
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MI – the Global Methanol Alliance recently shared with Manifold Times the renewable and low-carbon methanol project pipeline August 2026 release produced by GENA Solutions Oy.

Information from the release is meant to provide the bunkering publication’s readers with insight on renewable methanol availability, and to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.

Key takeaways from GENA’s August 2026 Methanol release are as follows:

  • As of the end of August 2026, GENA tracks 286 renewable and low carbon methanol projects, representing 62.2 Mt of capacity by 2032. This includes 25.1 Mt of e-methanol, 25.9 Mt of biomethanol, and 11.2 Mt of low carbon methanol capacity.
  • Two new projects were added to Project Navigator last month, while one frozen project was excluded. The project pipeline increased by 0.4 Mt month on month.
  • Four new offtake agreements were registered during August, including two biomethanol and two e-methanol agreements.
  • About 8% of the cumulative renewable methanol project pipeline capacity has reached FID so far, with another 11% at the FEED stage.
  • Considering the current uncertainty around regulatory developments and demand growth, GENA projects that renewable methanol capacity could reach 6 Mt to 12 Mt by 2031.

Note: The full article can be viewed here.

Renewable methanol project pipeline 4 Renewable methanol by feedstock 8 Renewable methanol by region 7 Project pipeline by status Methanol capacity scenarios

 

Photo credit: GENA Solutions
Published: 4 September, 2026

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Business

Singapore: MPA urges maritime firms to prepare for potential haze with plan

MPA encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

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August 31, 2026

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The Maritime and Port Authority of Singapore (MPA) on Monday (31 August) issued Port Marine Circular No. 9 of 2026 on steps for maritime companies to take for potential haze affecting Singapore:

BUSINESS CONTINUITY PLAN FOR HAZE

This circular supersedes Port Marine Circular No. 09 of 2023.

With reference to the National Environment Agency’s (NEA) joint media release issued on 9 August 2026, hotspots were observed in parts of Sumatra and Kalimantan, with prevailing winds potentially bringing smoke haze towards Singapore. The dry conditions may further increase the likelihood of haze affecting Singapore. The Maritime and Port Authority of Singapore (MPA) encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

MPA advises all maritime companies to monitor the PSI level through the media and the NEA’s website (www.haze.gov.sg), keep at least a one-week supply of N95 masks for workers especially those who work outdoors, and observe the Ministry of Manpower’s (MOM) Haze guidelines and advisory for work which can be found on their website (www.mom.gov.sg/haze). The latter include guidelines to ensure that stocks of N95 masks are periodically inspected, remain serviceable, and not expired.

The visibility in the Singapore Strait and port waters could be significantly reduced in the event of haze. During periods of restricted visibility, shipmasters are advised to keep a proper lookout and navigate with caution. They are also advised to comply with the International Regulations for Preventing Collisions at Sea and in particular Rule No. 19, Rule No. 20 and Rule 35 concerning conduct of vessels in restricted visibility, exhibition of navigation lights and sound signals in restricted visibility, respectively.

In the interest of safety of navigation and life at sea, the Port Master may restrict the movement of harbour craft and pleasure craft in the port waters during reduced visibility conditions.

 

Photo credit: Manifold Times
Published: 31 August, 2026

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Alternative Fuels

DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Report examines four regulatory scenarios, ranging from adoption of IMO NZF in its current form to its outright rejection, energy efficiency uptake, and long-term bunker fuel and technology strategies.
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August 28, 2026

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DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Regulatory uncertainty is increasing pressure on shipowners to make investment decisions that remain viable across multiple future scenarios, said classification society DNV on Thursday (27 August). 

According to DNV’s 10th Maritime Forecast to 2050, stronger global regulatory signals could accelerate the uptake of energy-efficiency measures, enabling the global fleet to consume up to 25% less energy by 2050 compared to a scenario where regulation is driven by regions.

The report examines four regulatory scenarios, ranging from adoption of the IMO Net-Zero Framework (NZF) in its current form to its outright rejection, which could lead to a period of prolonged regulatory gridlock, and explores the implications of these outcomes for fuel demand, energy efficiency uptake, and long-term fleet fuel and technology strategies.

Cristina Saenz de Santa Maria, CEO Maritime, DNV, said: “Ships ordered today will operate well beyond 2050, but many of the factors shaping their future performance remain uncertain. Regulatory requirements are advancing faster than the fuel, infrastructure, and technological systems needed to support them, making long-term investment decisions increasingly complex. The industry therefore needs greater clarity and alignment among all stakeholders to provide the confidence required for long-term investment. In the meantime, shipowners need strategies that deliver benefits today while remaining resilient across a range of regulatory and market outcomes.”

Energy efficiency is one of the most immediate and practical levers available to shipowners, delivering value across regulatory outcomes whether implemented at the newbuild stage or as a retrofit. A case study of a hydrodynamic measures retrofit on a 5,000 TEU container vessel showed potential annual fuel savings of 16%, with a payback time of around one to four years depending on future fuel prices. Retrofits can add similar value across many ship types and with sufficient planning can typically be completed during a standard class-renewal dry docking.

The development of the marine low-GHG fuel market remains a key challenge. While significant progress has been made in expanding alternative-fuel capabilities of vessels, scaling fuel production depends on confidence that demand will materialize. DNV projects shipping demand for low-GHG fuels to range from 4 to 22 Mtoe by 2030 and 33 to 185 Mtoe by 2050, depending on regulatory outcomes, with uptake also shaped by future uptake of shore power, plug-in hybridization, nuclear power, and onboard carbon capture systems.

Current project pipelines indicate a maximum global supply of 270 Mtoe by 2030, although actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share. However, the cost of reducing emissions varies significantly between fuel pathways, with abatement costs ranging from about 180 to 1,290 USD per tonne of CO₂ avoided, highlighting the importance of regulation and market incentives in enabling low-GHG fuel markets to develop.

Øyvind Sekkesæter, lead author of Maritime Forecast to 2050, said: “Scenarios explored in this year’s report show how different regulatory futures can lead to very different outcomes in energy efficiency uptake, fuel demand, and consequently, GHG emissions. By testing fuel and technology choices across multiple scenarios, shipowners can identify strategies that create value today while preserving flexibility as regulation, fuel availability, prices, and technologies evolve. Strategies that each owner chooses will also be dependent on their fleet type and operating context.”

Key findings from the report: 

  • Several regulatory futures remain possible as the IMO continues negotiations on the Net-Zero Framework, with these outcomes shaping investment decisions, low-GHG fuel uptake, and energy-efficiency deployment across the global fleet.
  • With global regulatory incentives in place, the world-fleet could consume 25% less energy by 2050 than under a scenario limited to regional regulations.
  • Energy efficiency can pay off regardless of regulatory outcome – 5,000 TEU container ship case study shows 16% annual fuel savings from hydrodynamic measures retrofit.
  • Shipping demand for low-GHG fuels could range from 4 to 22 Mtoe by 2030, and 33 to 185 Mtoe by 2050, depending on regulatory outcomes and the availability of these fuels in a competitive global market.
  • Current project pipelines indicate that a maximum of 270 Mtoe of supply could be available by 2030, though actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share.
  • Testing fuel and technology strategies across different scenarios can help shipowners identify robust choices for an uncertain transition. Testing, piloting, and verifying technologies can provide the trusted performance data needed to make investment decisions with greater confidence.

Note: DNV’s 10th Maritime Forecast to 2050 can be found here. 

 

Photo credit: DNV
Published: 28 August, 2026

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