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Rotterdam and Oslo to develop green corridor with Samskip hydrogen-fuelled boxships

MoU has been signed by the city of Rotterdam and the city of Oslo to create a new Green Corridor for short sea shipping that will be served by Samskip’s next generation zero-emission SeaShuttle vessels.





Short sea operator Samskip on Tuesday (10 October) said a Memorandum of Understanding (MoU) has been signed by the city of Rotterdam and the city of Oslo to create a new Green Corridor for short sea shipping that will be served by Samskip’s zero-emission SeaShuttle vessels. 

The agreement also sees two of Europe’s hub ports commit to accelerate green transition in shortsea shipping, to support the debut of Samskip’s green hydrogen-fuelled container ships.

Samskip Holding BV CEO Kari-Pekka Laaksonen, said: “Samskip celebrates both the cooperative endeavors of this partnership, as well as this momentous occasion and the positive results that come from the green transition efforts. We all must take responsibility for the future of our industry and planet and contribute to a cleaner and brighter future for everyone. We at Samskip continue to support such initiatives whole-heartedly.”

“This signing brings us one step closer toward the exciting launch of SeaShuttle, the zero-emission hydrogen vessels which will be utilised in this project, and we look forward to continuing to nurture the relationship we have built between Rotterdam and Oslo.”

Both cities have invested in decarbonisation initiatives as part of their commitments to the advancement of the maritime industry. As part of the largest multimodal network in Europe, Samskip has major terminals in both cities.

Two Samskip next generation zero-emission SeaShuttles will be utilised to service the new green corridor. These vessels will be among the first zero-emission short sea container vessels in the world to use green hydrogen as fuel. The operation will include weekly loops between Rotterdam and ports in the Oslofjord region establishing true end-to-end corridor services.

Samskip Director, Business Development Magnús Salberg Óskarsson, said: “We are so proud to be a part of such a project. This is a perfect example of different companies and entities pulling together to accelerate greener logistics to help us achieve our ambitious decarbonisation targets for the upcoming years. Our partners have very similar objectives and goals to Samskip, and we are happy to work with hands-on contemporaries that help us make a real difference.”

Photo credit: Samskip
Published: 13 October, 2023

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Infineum: Using liquid methanol fuels in heavy-duty and marine engines

Paul Cooper and Joanna Hughes from Gane Energy talk about advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome challenges of using methanol as a fuel.





Infineum marine fuels additives receive performance recognition from Lloyd’s Register

International fuel additives company Infineum on Tuesday (9 July) published an article on its Insight website of Paul Cooper and Joanna Hughes from Gane Energy, sharing about the advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome some of the challenges of using methanol:

End users and OEMs in both the maritime and heavy-duty vehicle/engine industries are exploring the ways alternative fuels, such as methanol, ammonia and hydrogen, can help them to meet tightening emissions regulations and decarbonisation targets. 

Gane Energy, a fuel development and licensing company based in Melbourne, Australia, has a vision to provide a clear pathway to carbon neutrality through a cost-effective, readily available, low-risk alternative to diesel which can leverage existing infrastructure. To that end it has developed a liquid methanol fuel, for use in heavy-duty and marine engines, that it is now working to commercialise. Gane Energy's fuel is made from methanol (CH3OH), water,  a small amount of di-methyl ether (CH3OCH3) along with performance fuel additives. So, given Gane Energy's work in this area, we asked them what they consider to be the environmental benefits of using liquid methanol fuel instead of diesel fuel or marine fuel oils?

Joanna said: “Now methanol is the simplest alcohol. It does not have any carbon-carbon bonds and fundamentally does not produce any soot when it combusts. Furthermore, the temperature of combustion of methanol in an engine is lower than with the classic long chain hydrocarbon fuels. And that lower temperature of combustion means that you produce dramatically lower NOx.”

“And that has a natural advantage of course in terms of emissions to air, but what it also means is that for end users or customers, the exhaust aftertreatment that you have to carry on your ship or implement with your engine are significantly reduced. Or in some cases, for example using Gane Fuel, they can be avoided altogether and still meet regulated emissions levels.”

“If methanol is made from renewable sources, then effectively the CO2 that is captured in the fuel is then released when it's burned in the ship. And so from a net basis, the methanol as a fuel is carbon neutral, so not adding any net CO2 to the atmosphere.”

One of the challenges associated with methanol use, particularly in marine applications, has been the need to use a pilot fuel to ignite it in the engine. While the majority of the energy to power the vessel is supplied by methanol this approach still uses a significant quantity of conventional fuel, which means it is not ideal in a world looking to decarbonise. But, as Paul explains, progress has been made on this front and, by using a different approach, they have been able to remove the need for a pilot fuel.

Paul, said: “So the approach we've taken is that we take a small quantity of the methanol in Gane Fuel and we pass it over a catalyst and we convert it through that process to dimethyl ether.”

“What we do with that is we put that in the inlet air as a fumigant, and that comes in with the air and creates the conditions that when the piston rises and that creates the heat, the DME ignites, and then the methanol, which is in our fuel, is supplied under high pressure into the cylinder, and that creates the event to enable the methanol to combust. So we achieve through the use of Gane Fuel, a combustion of methanol without requiring a diesel pilot fuel.”

Methanol vs hydrogen and ammonia

Methanol is not the only alternative fuel option available to the maritime and commercial vehicle industries. Ammonia and hydrogen are also being explored by many OEMs as potential options to cut greenhouse gas emissions, and it looks likely that we can expect a multi-fuel, multi technology future. Currently, Joanna estimates that some one billion tonnes a year of diesel-like products are used, that could potentially be substituted with such alternatives. To achieve the progress that is needed in terms of decarbonisation, she believes it's important that there are multiple solutions available. With this in mind we asked her to share some of the benefits methanol has vs hydrogen and ammonia.

“I think one of the most important points is the technology readiness level. Methanol is in use today as a marine fuel, and so our speed at which we can transition to net carbon neutrality is greatly enhanced through adopting and continuing to accelerate the adoption of methanol in these industries,” said Joanna. 

“I think the other point in terms of methanol versus ammonia and hydrogen that's important to bring out is the supply chain. Methanol is a liquid at ambient conditions. So in terms of the fuel suppliers, but also very importantly in terms of the end users, the ability to transport and store methanol is significantly easier and lower cost than the same task as required for ammonia or hydrogen.”

Future directions

There has been a good uptake of methanol in the marine industry and the order book for new methanol capable vessels is growing. Data published by DNV shows that almost 16% of the ships on order are alternatively fuelled vessels with methanol out in front in new contracts in the last 12 months. However, cutting the data by how much the ship can carry (DWT), excluding LNG carriers, then almost 32% on order are alternatively fuelled vessels.

Infineum: Using liquid methanol fuels in heavy-duty and marine engines

But, it’s not only these new vessels that can benefit from the emissions reduction benefits that running on methanol brings. Joanna says that the fact ships can be retrofitted to run on methanol is important for two reasons.

“One is in terms of the potential to accelerate our transition to carbon neutrality, and the second is the efficiency or the economic efficiency, but also in terms of materials of being able to leverage existing infrastructure. And by that I mean existing infrastructure in terms of a liquid fuel to transport and store. And also in terms of the existing infrastructure in terms of the engines,” said Joanna. 

Additives support alternative fuels

As the use of methanol grows in various transportation applications, the use of high quality fuel additives will be vital to ensure hardware protection.

“Methanol as a fuel offers many advantages in terms of the combustion properties, the emissions. It does give rise to certain issues that need to be addressed, specifically lubricity and potentially corrosivity as well. And I think these are the two key areas where additives can be helpful,” said Paul.

Lubricity improver additives create a protective film on the metal surfaces, which reduces friction and wear. This not only ensures smoother engine operation but also prolongs the lifespan of engine components. Corrosion inhibitor additives form a barrier between the methanol fuel and the surface of the metal to prevent corrosion-related damage.

Alternative fuels, such as methanol, ammonia and hydrogen will have a key role to play in the drive to decarbonise the internal combustion engine. Infineum is fully committed to ensuring that suitable fuel and lubricant additives are ready to support the introduction of these alternative fuels to the global market.

Note: Watch the videos featuring Paul Cooper and Joanna Hughes from Gane Energy and read full article here


Photo credit: Infineum
Published: 11 July 2024

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Classification Society

DNV rules create new in-operation class framework, enable hydrogen vessels and OCCS

New in-operation class notations seek to bring clarity to the responsibilities of class customers for notations that have a mix of design and operational requirements.





DNV rules create new in-operation class framework, enable hydrogen vessels and OCCS

Classification society DNV on Tuesday (9 July) published updates to its rules for classification of ships and offshore structures.

In addition to rules supporting the development and deployment of decarbonization technologies, the new in-operation class notations seek to bring clarity to the responsibilities of class customers for notations that have a mix of design and operational requirements.

“One of the most striking aspects of the maritime industry today, is the huge diversity of challenges and opportunities where our customers are looking for classification support,” said Geir Dugstad, DNV Maritime’s Global Technical Director. 

“It’s not just new fuels, but ways for owners and managers to demonstrate their own efficiencies, new vessel types to unlock new markets, through to advanced technologies like on-board carbon capture.”

With the in-operation notations, DNV has developed the first classification framework with dedicated Fleet in service notations that enables owners and operators to showcase how they are differentiating themselves in the market by deploying advanced procedures and reporting processes for greater safety and efficiency. 

The new notation clearly shows the split of responsibilities between the yards for the new building phase and the owners and operators in the operational phase of the vessel.

Designed to unlock innovation in the shipping industry while enhancing safety, the new rules also build on DNV’s leading expertise in maritime decarbonization with the introduction of two new class notations, Gas fuelled hydrogen and OCCS (for carbon capture and storage on board vessels).

While hydrogen is a potential zero-carbon fuel for shipping it is presently not covered by international regulations. The Gas fuelled Hydrogen notation, sets out the requirements for the ship's fuel system, fuel bunkering connection, and consumers, providing owners a practical path to develop hydrogen fuelled newbuildings.

Onboard carbon capture and storage (OCCS) systems are currently being trialled and offer a way for vessels to reduce emissions and contribute to greater sustainability and regulatory compliance. The OCCS notation offers a framework and requirements for these new systems, including exhaust pre-treatment, absorption, after-treatment systems, liquefaction, CO2 storage, and transfer ashore.

Some of the additional highlights of the rules include:

  • The new BOG (boil-off gas) notation provides requirements for the design and installation of pressure and temperature control systems for liquefied gas tanks,
  • New notation for the transport of live fish creates a new vessel type for this growing industry,
  • New class notation for stability pontoons provides guidance and requirements for pontoons used in heavy lift operations to increase stability,
  • Introduction of a new qualifier “NC” for the notation Hatchcoverless, enables vessels not intending to transport combustible materials to reduce investments in fire detection and fire-fighting equipment,
  • New service notation for Floating spaceports sets requirements for units and installations intended for launch and/or recovery of spacecraft,
  • New qualifier “EV” for the class notation Additional fire safety, specifically developed to target vessels transporting electrical vehicles,
  • Revised rules and standards for diving systems aligned with IMO 2023 diving code.

The publication of the new rules took place on 1 July and the new rules will enter into force on 1 January, 2025. 

Note: To find out more head to

Related: Decarbonizing Asian shipping: The potential of Onboard Carbon Capture


Photo credit: DNV
Published: 10 July, 2024

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Alternative Fuels

Waiver reinstated at Port of Gangavaram for vessels using green bunker fuels

Port will offer a 50% waiver on port dues only for vessels using green marine fuels such as LNG, ammonia, hydrogen or electrical power as their main propulsion source, according to GAC.





RESIZED william william on Unsplash

Adani Ports and Logistics has reinstated a concession scheme for vessels using alternative bunker fuels at the port of Gangavaram in India, with effect from 1 July, according to GAC Hot Port News on Thursday (27 June). 

The port will offer a 50% waiver on port dues only for vessels using green fuels like LNG, ammonia, hydrogen or electrical power as their main propulsion source.

The waiver scheme is also applicable for all vessels which have dual fuel main ending and use LNG, ammonia, hydrogen or electrical power as their main propulsion source.

To qualify for the applicable waiver, the vessel must produce the IAPP ore similar objective evidence in certificate form prior to arrival at Gangavaram port limits and upon departure, which must indicate the specification of the vessel’s engine and fuel details.

All other vessel related charges will apply as per the Adani Gangavaram Port BPTS.


Photo credit: william william on Unsplash
Published: 28 June, 2024

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