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Clean Arctic Alliance urges IMO to prohibit ‘super pollutant’ VLSFO and LSHFO

VLSFO and LSHFO usage will contribute to a massive increase of Black Carbon emissions which represent 7% to 21% of shipping’s overall GHG equivalent impact on the climate.
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The Clean Arctic Alliance, a coalition made of non-profit organisations (NGO), on Monday (27 January) called for the International Maritime Organization (IMO) to support an immediate switch to distillate fuels for ships in the Arctic and develop a global rule prohibiting fuels with high Black Carbon emissions.

VLSFO and LSHFO usage will contribute to a massive increase of Black Carbon emissions which represents 7% to 21% of shipping’s overall GHG equivalent impact on the climate, it says. 

Clean Arctic Alliance is calling for IMO to support an immediate switch to distillate fuels for ships in the Arctic.

“If immediate action isn’t taken by the International Maritime Organization, the shipping industry’s use of very low sulphur fuel oil (VLSFO) – introduced to comply with the 2020 sulphur cap – will lead to a massive increase in Black Carbon emissions, and this will both accelerate the melting of Arctic sea ice and have a major impact on Earth’s climate,” said Clean Arctic Alliance Lead Advisor Dr Sian Prior. 

A paper submitted by Germany and Finland to the IMO’s PPR7 meeting in February found these new blends contain high levels of aromatic compounds which, when combusted, lead to an increase in emissions of Black Carbon when compared with heavier fuels and distillate fuels.

Black carbon is a short-lived climate forcer (SLCF), second only to CO2 in terms of international shipping’s contribution to global climate.

Seas at Risk Senior Policy Advisor John Maggs commented there are serious questions to be answered about how these blended super pollutant ‘Frankenstein’ fuels ever came to market. 

“It beggars belief that amidst a global climate crisis, the marine fuel industry could develop these VLSFOs without knowing their effect on Black Carbon emissions and the climate, particularly in the Arctic – especially as the IMO has spent almost a decade considering how to reduce Black Carbon emissions from shipping,” he added.

The Clean Arctic Alliance has written a letter containing the following questions to representatives of the marine fuel industry who prepared the definitive guidance on the supply and use of 0.5% sulphur marine fuel only months ago, to ask:

  • Were you aware that these new low sulphur heavy fuel blends had higher aromatic content?
  • Were you aware of the link between higher aromatic content in fuels and higher BC emissions?
  • If the answer to the above questions is “yes”, then why did you not immediately seek to halt the production of these fuels and alert the IMO?

The letter was sent to IACS, IBIA, IPIECA, IMarEST, IUMI, OCIMF, and the Royal Institute of Naval Architects – all of whom have consultative status to the IMO. The letter was also sent to ARA, Concawe, CIMAC and JPEC. All of the organisations are named as co-authors of of the Joint Industry Guidance on “The supply and use of 0.50%-sulphur marine fuel” published in August 2019.

“At next month’s PPR 7 meeting in London, the IMO must support an immediate switch to distillate fuels for ships in the Arctic and agree to develop a global rule prohibiting fuels with high Black Carbon emissions; in addition, IMO Members must adopt a resolution calling on shipowners, charterers, and fuel providers and other stakeholders to implement these measures on a voluntary basis while new regulations are developed and enter into force,” concluded Prior.

How the Super Polluter Fuels Were Discovered

Germany and Finland have submitted a paper to February’s Sub-Committee on Pollution Prevention and Response (PPR7) at the International Maritime Organization detailing the results of a measurement campaign which analysed the impact of different fuel oil qualities on Black Carbon emissions, including new low sulphur heavy fuel oil (LSHFO) which comply with the 2020 sulphur cap. The paper states that the findings “clearly indicate that new blends of marine fuels with 0.50% sulphur content can contain a large percentage of aromatic compounds which have a direct impact on Black Carbon emissions”, and “demonstrated that the combustion of fuels with higher aromatic content emits higher concentrations of Black Carbon”.

The Joint Policy Guidance on the supply and use of 0.5% marine fuel published by the marine fuel industry in August 2019, makes no mention of low sulphur fuel blends containing high levels of aromatic compounds nor of an increase of Black Carbon emissions of potentially up to 2.45 times that of distillate fuel.

When burnt these new fuel blends resulted in a 10 to 85% increase in Black Carbon emissions compared to heavy fuel oil and between 67% to 145% (a 2.45 times increase) when compared to DMA – the highest quality distillate fuel (along with DMZ) that is normally supplied for marine use. This work has profound implications for IMO’s efforts to reduce the impact of Black Carbon emissions on the Arctic, and for the shipping and oil refinery sectors’ response to climate change.

Did the fuel suppliers know that this would happen?

There were warning signs. The 2017 update of the IMO 2012 study Investigation of Appropriate Control Measures (Abatement Technologies) to Reduce Black Carbon Emissions from International Shipping (PPR 5/INF7) stated that “fuel factors such as heavy metal, oxygen, asphaltene and poly-aromatic hydrocarbon and ash content contribute to combustion characteristics” and thus Black Carbon emissions. Moreover, high aromatic content of fuels was recognized as likely having an influence on Black Carbon emissions, and was one of the contributors to the variability in Black Carbon reductions, i.e. 33% and 45%, when switching from residual to distillate fuels.

What’s the history of Black Carbon as a policy issue for shipping?

In 2011, the United Nations Economic Cooperation for Europe (UNECE) urged the IMO to act on Black Carbon, while in 2013/14 the Climate and Clean Air Coalition (CCAC) renewed a call for action on ship Black Carbon. In 2017, the Arctic Council established a target of a 25 – 33 percent reduction in Black Carbon emissions below 2013 levels by 2025 for all sources.

 

Photo credit: International Maritime Organisation
Published: 28 January, 2020

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LNG Bunkering

MOL and Seaspan sign annual LNG bunkering deal for car carriers in Port of Vancouver

MOL says North America is one of the key trade lanes for car carriers, and with recent delivery of new LNG-fuelled vessels, securing a stable LNG fuel supply in the area has become increasingly important.
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May 22, 2026

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MOL and Seaspan sign annual LNG bunkering deal for car carriers in Port of Vancouver

Mitsui O.S.K. Lines, Ltd. (MOL) on Thursday  (21 May) announced that MOL and Seaspan Energy have signed the first annual contract for LNG bunkering for car carriers at the Port of Vancouver, Canada. 

On 29 April, MOL completed the first LNG bunkering under this contract. Since completing the first LNG bunkering on the West Coast of North America on 1 March 2025 – the first by a Japanese shipping company – MOL has conducted several additional LNG bunkering operations in the region. 

North America is one of the key trade lanes for car carriers, and with the recent delivery of new LNG-fuelled vessels, securing a stable LNG fuel supply in the area has become increasingly important. This contract underscores the company’s commitment to establishing a stable and seamless regional LNG fuel procurement framework.

Seaspan expanded its LNG bunkering capabilities in 2026 from Vancouver to Long Beach, California, and continues to proactively support the growth of a clean marine supply chain.

Seaspan Energy President Harly Penner, said: “The relationship between Seaspan Energy and MOL is highly valued. MOL was the first car carrier operator to receive LNG bunkering services in the Port of Vancouver, and we are proud to continue supporting their operations in Vancouver through this annual LNG bunkering agreement. 

“This partnership reflects our shared commitment to advancing lower-emission marine transportation and supporting the industry’s transition toward net-zero GHG emissions.”

Marine Fuel GX Division General Manager Daisuke Fujihashi, said: “We are very pleased to further strengthen our partnership with Seaspan Energy through this contract for LNG fuel procurement. 

“Looking ahead, we will continue to deepen our collaboration with Seaspan Energy in the field of clean fuels, including bio LNG, and remain committed to offering our customers more pathways toward cleaner supply chains.”

 

Photo credit: MOL
Published: 22 May, 2026

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Ammonia

MMMCZCS: MAGPIE Project confirms operational feasibility of ammonia bunkering

MAGPIE consortium completed a successful ship-to-ship ammonia bunkering simulation in Rotterdam on 12 April, proving that ammonia can be bunkered safely within an operating port.
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MMMCZCS: MAGPIE Project confirms operational feasibility of ammonia bunkering

The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS) on Thursday (21 May) said a new demonstration project in the Port of Rotterdam showed that ship-to-ship ammonia bunkering can be carried out safely within an active port environment. 

The demonstration is part of the EU-funded MAGPIE (sMArt Green Ports as Integrated Efficient multimodal hubs) project, and the report is now available, providing concrete learnings that industry can use to guide future ammonia bunkering and accelerate global port permitting.

The shipping sector must transition away from fossil fuels to meet climate targets. Ammonia is considered a promising alternative fuel, but its specific hazards pose significant safety, operational, and regulatory challenges. Without competent operators, fit-for-purpose equipment and robust safety and regulatory frameworks, ammonia bunkering cannot take place safely in ports.

Within the MAGPIE project, a full-scale simulation of a ship-to-ship ammonia bunkering operation was conducted in the Port of Rotterdam on 12 April 2025. The demonstration showed that ammonia bunkering within port limits is operationally feasible when carefully planned and executed within a robust safety and regulatory framework.

The learnings from the demonstration have now been consolidated by the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping and project partners in a comprehensive ammonia bunkering demonstration report. This publication provides the industry with practical lessons and a validated port safety framework and tools that other ports can use as a blueprint for ammonia bunkering.

A key outcome of the project is the validation of the Port of Rotterdam’s port safety framework for ammonia as a fuel, as well as the International Association of Ports and Harbours’ (IAPH) Port Readiness Tool. The results demonstrate that these frameworks are fit-for-purpose instruments for ports considering the introduction of new alternative fuels.

“The project delivers practical learnings, validation sheets and recommendations that can be used by ports globally to build confidence in ammonia bunkering and to inform future port permitting and regulatory processes. The results support the EU’s ambition for green ports and the safe deployment of alternative fuels in the maritime sector,” said Bo Cerup-Simonsen, CEO, Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping.

“The energy transition requires new, integrated value chains. This ammonia bunker pilot is an important step in developing a complete value chain for alternative fuels, from import to application in shipping. Together with our partners, we demonstrate that innovation, safety, and scalability can go hand in hand. Rotterdam plays a connecting role as an energy and logistics hub for Northwest Europe,” said Boudewijn Siemons, CEO, Port of Rotterdam.

The learnings from MAGPIE contribute to a broader effort to accelerate sustainable, smart and multimodal port systems and results will be shared with the wider industry to support the global transition of the shipping sector.

Note: The report titled ‘Ammonia Bunkering Demonstration Report’ can be found here. 

 

Photo credit: Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping
Published: 22 May, 2026

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Environment

OliOil selects Elomatic as partner for autonomous oil spill response container design

A unique feature of the solution is that the container can be placed on both oil-carrying vessels and in ports, enabling rapid response capability.
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May 15, 2026

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OliOil selects Elomatic as partner for autonomous oil spill response container design

Finnish startup OliOil recently said it is developing an oil spill response container that enables advanced prevention of oil spread immediately after an incident occurs. 

Elomatic will design the system to meet performance and operational reliability requirements under challenging conditions.

The collaboration between Elomatic and OliOil focuses on developing the oil spill response container technology from pilot phase toward industrial manufacturing. 

In the preliminary design phase, the aim is to create a concept for a functional system where containerized boats deploy autonomously during an oil spill, using AI and robotics to position containment booms.

OliOil’s oil spill response container was created from a LUT University research project focused on Baltic Sea protection. 

What makes the solution advanced is that the container can be placed on both oil-carrying vessels and in ports, enabling rapid response capability. Boom deployment is the critical first step in any spill response, preventing the oil’s spread and enabling efficient oil recovery with specialized collection equipment.

Elomatic’s scope covers container design, boat hoisting systems, electrification, and ventilation. The team is also defining the boats’ technical specifications and designing their propulsion systems.

“Elomatic’s expertise in both industry and marine technology is valuable. It’s also important to us that Elomatic has experience in commercializing innovations in addition to engineering expertise,” said Kristian Laiho, Chair of the Board at OliOil.

“It’s great to work with a company bringing new solutions to environmental challenges. Utilizing our broad expertise in OliOil’s product development and commercialization is meaningful to us,” said Karoliina Joensuu, Head of Industry Business Unit at Elomatic.

 

Photo credit: OliOil
Published: 15 May, 2026

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