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Alternative Fuels

DNV paper outlines bunkering infrastructure of alternative fuels for boxships

Paper titled ‘Alternative Fuels for Containerships’ examines use of LNG and methanol in the container sector including bunkering tech and infrastructure for LNG and methanol.





Classification society DNV on Thursday (29 September) released a new paper that gathers DNV’s experience in the use of alternative fuels on containerships including outlining bunkering technology for liquified natural gas (LNG) and bunkering infrastructure for methanol.

The paper titled Alternative Fuels for Containerships is the second edition of the paper which now considers methanol. In the first edition, DNV focused on the technical and commercial implications of LNG as a ship fuel in the sector.

In the paper, it was highlighted that the biggest lever for shipping to reduce emissions is to shift to low and zero-carbon fuels.

“With many new options emerging, however, the future fuel and technology picture for the industry is complex and becoming even more so. Picking the wrong fuel today could result in a significant competitive disadvantage tomorrow, due to customer preferences and tightening regulations,” said DNV.

“In the container sector, this is complicated due to greater fuel consumption by the vessels, relative to other ship types, and their long trading distances.”

The report added the vast majority of the fleet today runs on Heavy Fuel Oil / Low Sulphur Fuel Oil (HFO/LSFO) but significant recent newbuilding orders have been made with alternative fuels. These are LNG to a large extent, but methanol has also come into focus. Newbuildings running on methanol have already been realised or are under discussion.

“LNG is a proven and available fuel solution, with an ever-increasing number of infrastructure projects planned along the main shipping lanes, but methanol is picking up. For both options, we look at the regulations, engine and tank technology, bunkering infrastructure and operations, the commercial implications for newbuildings and retrofits,” according to the report.

“We examine the cases for LNG and methanol as bridging fuels away from HFO/LSFO and towards lower and zero-carbon options.”

“With this report and the series to follow, we will examine the most relevant new fuel options for the container sector. We hope to offer an overview of the most relevant factors to consider when shifting to alternative fuels, to help guide your decisions and turn uncertainty into confidence.”

The report highlighted that the LNG bunker fleet is also increasing to serve such ships all around the world in response to the growing fleet of vessels using LNG as fuel.


Picture49Figure 35 gives an overview of bunker vessels with different tank capacities, and the number of vessels operating in different areas

“Asia and Europe are the main areas of operation. The fleet of LNG bunker vessels is growing rapidly, and these vessels cover most major shipping hubs today. Further developments are expected in the next few years, quickly bridging the gap between supply and demand. Approximately half of the LNG bunker vessels have a capacity of 5,000–10,000 m3, while the rest are smaller,” the paper added.

However the paper said although methanol is well positioned to reliably supply the global marine industry, dedicated bunkering infrastructure for ships is currently limited.

“The location of bunker stations must be carefully considered, with several factors in mind, to ensure safe and efficient transfer of fuel from the bunker source,” it said.

Note: The full paper titled Alternative Fuels for Containerships can be found here


Photo credit: DNV
Published: 30 September, 2022

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Alternative Fuels

Argus Media: New ISO 8217 eyes wider scope for alternative bunker fuels

New edition will incorporate specification standards for a wide range of Fame-based marine biodiesel blends up to B100, 100pc HVO, as well as synthetic and renewable marine fuels.





resized argusmedia

The 7th edition of ISO 8217, to be published in the second quarter of this year, will outline a broader integration of marine biodiesel blending, delegates heard at the International Bunker Conference (IBC) 2024 in Norway.

24 April 2024

Tim Wilson, principal specialist fuels of Lloyds Register's fuel oil bunkering analysis and advisory service (FOBAS), presented on the upcoming iteration of the ISO 8217 marine fuel specification standard, which will be released at IBC 2024. 

The new edition will incorporate specification standards for a wide range of fatty acid methyl ester (Fame)-based marine biodiesel blends up to B100, 100pc hydrotreated vegetable oil (HVO), as well as synthetic and renewable marine fuels. 

This will also include additional clauses to cover a wider scope, and briefly touch on biodiesel specifications that do not entirely align with road biodiesel EN-14214 specifications. This follows the emergence of widening price spreads for marine biodiesel blends because of specification differences and the lack of a marine-specific standard for the blends.

The new edition of ISO 8217 is also expected to remove the limit of 7pc Fame when blended with distillate marine fuels such as marine gasoil (MGO) which was in place in the previous ISO 8217:2017. 

Other changes to distillate marine biodiesel blends include changes to the minimum Cetane Index, oxidation stability alignment to be connected to either ISO 15751 for blends comprising 2pc or more of Fame biodiesel and ISO 12205 for blends comprising a Fame component of under 2pc. 

Cold-filter plugging point (CFPP) properties will be determined by the vessel's fuel storage tanks' heating capabilities and requirements will be set in place to report the CFPP for distillate marine biodiesel grades, according to the new edition of the marine fuel specification standard.

Wilson said that a minimum kinematic viscosity at 50°C will be in place for various forms of residual bunker fuel oil along with a viscosity control alerting suppliers to inform buyers of the exact viscosity in the supplied fuel. He said they have seen delivered fuel viscosity come in at much lower levels than ordered by the buyers, which was the reasoning behind the viscosity control monitoring requirement.

By Hussein Al-Khalisy


Photo credit and source: Argus Media
Published: 25 April 2024

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Methanol Institute welcomes StormFisher as newest member

Company produces clean hydrogen, e-methane, e-methanol, and green ammonia, creating local energy security, and providing export opportunities to Asia Pacific and European markets.





Methanol Institute welcomes StormFisher as newest member

The Methanol Institute (MI) on Monday (22 April) welcomed StormFisher Hydrogen Ltd. as its newest member. 

According to Mi, StormFisher Hydrogen Ltd. develops, owns, and operates electrolysis-based clean fuel production facilities in North America. 

“With its track record in developing and operating clean fuel facilities, StormFisher serves its customers with a sustainable and reliable fuel supply, to meet the needs of traditionally hard to decarbonize sectors,” it said. 

The company produces clean hydrogen, e-methane, e-methanol, and green ammonia, creating local energy security, and providing export opportunities to Asia Pacific and European markets.

MI CEO Greg Dolan, said: "With their expertise in developing and operating clean fuel facilities, StormFisher is a valuable addition to MI's membership. As the clean energy transition continues to gain pace, StormFisher's e-methanol production will be part of the net-carbon neutral future."

"Our company is excited to join the Methanol Institute and collaborate on developing the eMethanol market and shaping supportive policies globally," said StormFisher CEO Jud Whiteside. "Working together, we can drive methanol's potential as a key solution for decarbonization and sustainability."

Related: Methanol Institute: Progress as a marine fuel continues across supply chain (Week 15, 8-14 April 2024)
Related: Methanol Institute and SEA-LNG unite against EU trade barriers to biomethane and biomethanol fuels\


Photo credit: Methanol Institute
Published: 25 April 2024

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Alternative Fuels

SMW 2024: All hands on deck to overcome net-zero fuel transition challenges, says panellists

Ammonia is touted as the long-term fuel solution, but safety concerns and novel technology could hinder its widespread application.





SMW 2024: All hands on deck to overcome net-zero fuel transition challenges, says panellists

The article ‘All hands on deck to overcome net-zero fuel transition challenges: panellists’ was first published on Issue 4 of the Singapore Maritime Week 2024 Show Dallies; it has been reproduced in its entirety on Singapore bunkering publication Manifold Times with permission from The Nutgraf and the Maritime and Port Authority of Singapore:

By Matthew Gan

Ammonia is emerging as the key net-zero fuel of the future, but the maritime industry faces several challenges in its large-scale adoption.

A critical concern is safety. Ammonia poses safety  risks because of the high volume of explosive engine combustions, and the gas’ toxicity.

“Safety is the most crucial thing – both environmental and operator safety,” said Mr Hiroki Kobayashi, Chief Executive Officer at heavy industries firm IHI Asia Pacific, at the Net-Zero Fuel Pathways Panel during the Accelerating Digitalisation and Decarbonisation Conference on Wednesday.

Given the focus on safety, a substantial proportion of resources should be spent on ensuring ammonia technology is safe, added Mr Nicolas Brabeck, Managing Director at energy provider MAN Energy Solutions Singapore.

What will help, noted Mr Kenneth Widell, Senior Project Manager (Smart Technology Hub) at marine and energy solutions provider Wartsila, is having stakeholders share information on safe ammonia usage.

Another challenge is training seafarers to use novel technology. But panellists agreed that it should not deter the industry from pursuing the widespread adoption of ammonia.

“All this is new to us, but we can start training early, collect feedback, and adjust accordingly,” said Mr Leonardo Sonzio, Vice-President and Head of Fleet Management and Technology at global shipping company Maersk.

Stakeholders should also collaborate more, said Mr Robert van Nielen, Vice-President (Growth) at liquid storage logistics provider Advario. “There are many things to set up – supply chains, logistics, safety protocols and training – but we need to transition. And if we want to make this change in time, we must work together,” he said.

As moderator Mr Knut Orbeck-Nilssen, Chief Executive Officer (Maritime) at registrar and classification society DNV, put it in his closing remarks: “The fuel of the future, really, is collaboration.”

Singapore Maritime Week 2024 was organised by Maritime and Port Authority of Singapore from 15 to 19 April. 


Photo credit: Knut Orbeck-Nilssen / DNV
Article credit: The Nutgraf/ Maritime and Port Authority of Singapore
Published: 24 April 2024

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