CHIMBUSCO Jiangsu on Tuesday (3 December) said it successfully refuelled the new methanol dual-fuel powered 1,300TEU container ship NCL VESTLAND at Taizhou Sanfu Marine Engineering.

The total amount of methanol bunker fuel delivered to the boxship was 79.5 metric tonnes.

CHIMBUSCO Jiangsu said the implementation of bunkering operation marked a major breakthrough for the company in the application of alternative fuels for ships, marking its ability to supply methanol marine fuel to ships on a regular basis.

A mobile methanol bunkering skid jointly developed by CHIMBUSCO Jiangsu and COSCO (Lianyungang) Liquid Loading & Unloading Equipment was used for the bunkering operation, which was successfully completed in 2.5 hours. 

In a separate statement, COSCO Shipping said the bunkering operation represented CHIMBUSCO Jiangsu’s first marine methanol fuel supply onshore.

The mobile methanol filling skid operates using the pump as its power source to facilitate simultaneous unloading and refuelling tasks. 

This skid includes several key functional modules, each of which is highly integrated. This integration ensures a safe and efficient process for transferring methanol fuel from tankers to a vessel’s fuel bunker, while also enabling seamless operation and intelligent management. 

The mobile methanol filling skid offers flexibility, requires low initial investment, and boasts a rapid bunkering rate of 180 cubic metres (m3) per hour. 

“It stands as an optimal solution for methanol bunkering in the era before widespread adoption of methanol bunkering vessels. Additionally, it can provide bunkering support for shipyards to test new vessels and meet the bunkering requirements of the shipyard,” it added. 

Photo credit: CHIMBUSCO Jiangsu
Published: 6 December, 2024

Industry coalition SEA-LNG on Thursday (5 December) said that while the approximately 2,200 LNG-fuelled vessels and LNG carriers represent only ‘two minutes into the hour’ of the global fleet of approximately 60,000 deep sea vessels, it remains an adolescent fuel that is maturing significantly faster than other alternative bunker fuels. 

However, it said the LNG pathway still needs more investment, especially in landside facilities for liquefaction near ports, bio and synthetic methane production and bunkering capacity worldwide.

This year has witnessed unprecedented investment in the maturing and scaling of LNG from ship owners.  LNG is starting to dominate as the preferred future fuel pathway. 

However, the bunker market, while growing substantially, is lagging and concerns persist regarding the ability to supply the rapidly growing fleet of LNG-fuelled vessels.

Peter Keller, Chairman, SEA-LNG, said: “With high profile owners now choosing the LNG pathway, we anticipate this trend will continue and accelerate through 2025 and beyond.”

“As the various alternative fuel pathways mature, there is a growing realisation that, despite previous aspirations, some alternative fuel pathways – like the LNG pathway – are more practical and realistic than others.”

“While investment in newbuild LNG-fuelled ships is robust, we need to see the same for bunker vessels, supply and liquefaction infrastructure. As the LNG pathway continues to mature and the use of liquefied biomethane and eventually e-methane increases, the delivery of the fuel to vessels must be assured and the investment gap closed.”

Keller added: “There are approximately 60,000 deep sea ships on the water and, today, we’re looking at around 600 LNG capable ships afloat with a further 600 on order. There are another 1,000 LNG cargo carriers and bunker vessels of varying sizes.”

“While that’s a small percentage of the global fleet, as the clock ticks towards shipping’s emissions reduction targets, the LNG pathway is maturing far faster than other alternative fuels.”

According to DNV there are currently 54 methanol vessels and 2 ammonia vessels on the water.

There are aspects of LNG usage that are fully mature – safety for one. LNG is easy to transport, poses minimal, if any, risk to marine environments, has a low flammability range and is non-toxic. Effective regulations, standards and guidelines for safe operations are widespread, and LNG has been shipped around the world for almost 60 years without any major incidents at sea or in ports.

Keller continued: “When compared to traditional fuels, LNG is more of a teenager with all the growing pains, challenges and victories associated with adolescence.”

“But it is maturing all the time as the market continues to grow, new build orders continue to rise, and the LNG pathway with biomethane and eventually e-methane produced from renewable hydrogen, gains acceptance globally.”

“Shipping stakeholders are investing in LNG because it provides a low risk, incremental pathway for decarbonisation, starting now.  The other alternative fuels are basically toddlers by comparison.  And when it comes to safety, some are mere newborns!”

Another critical need in the maturing process during a period of increased regulation of carbon emissions is the adoption of standardised chain of custody models on a worldwide basis. 

Chain of custody models are becoming increasingly important to maritime decarbonisation as they provide mechanisms to verify that the fuels used are low carbon. 

Such verification creates investor confidence in new fuel supply chains and accelerates the transition to low-carbon fuels, enabling early adoption in conditions of limited supply. 

“They will create a market for green fuels by connecting buyers to fuel producers away from bunker ports enabling faster scaling and providing flexibility to shipping companies at lower cost,” SEA-LNG added.

Photo credit: SEA-LNG
Published: 6 December, 2024

Sweden leads Europe in developing alternative fuels, driven by its 2045 net-zero emissions target and the IMO’s 2050 decarbonisation goal, and it is now making bold advances in renewable fuel options for commercial shipping. 

It is also investing heavily in infrastructure to support the development of biofuels, liquefied biogas and natural gas, and synthetic fuels like eMethanol. Many of these projects, although relatively nascent, showcase the country’s bold vision to lead the alternative fuel development pack.

Groundbreaking

In May 2023, Sweden broke ground on the FlagshipONE facility in Örnsköldsvik, targeting annual production levels of 50,000 tonnes of carbon-neutral eMethanol by combining carbon dioxide and green hydrogen for commercial shipping.

In February 2024, Jämtkraft AB launched NorthStarH2, with the goal of producing up to 100,000 tonnes of eMethanol each year to support Sweden’s green electricity supply and maritime needs.

But the development of alternative fuels goes beyond eMethanol. In August 2024, ScanOcean partnered with Vegoil to introduce a marine fuel derived from hydrotreated vegetable oil produced in Sweden. The tanker vessel Key Fjord successfully took on that product as bunker fuel at the Port of Oskarshamn, marking a step towards making biofuels commercially viable for maritime use.

Such developments highlight Sweden’s leadership in the development of greener fuel options for maritime use. But supply issues could put the brakes on by limiting their market reach.

The risk of oversupply

Shipping faces a ‘Catch-22’ scenario with alternative fuels: low adoption limits the infrastructure development while companies delay investing in newbuilds or retrofits until fuel supply chains expand. 

This production-market access disconnect risks oversupply in Sweden’s alternative fuel market, restricting access to the wider European maritime sector.

Nils Igelström, Managing Director at GAC Sweden, highlighted the challenge of balancing production and demand for renewable marine fuels: "Sweden is producing some of the most advanced renewable marine fuels, but cargo owners are unwilling to pay higher freight costs. Without buyers, the environmental benefits remain unrealised, stalling progress towards decarbonisation."

Despite interest from shipowners, low demand highlights the need for better market access. 

“Companies like Preem, lead the development of alternative fuels, but oversupply persists,” added Igelström. “With heavily investments in refineries and fuel development, these facilities will continue producing fuels regardless of current demand. However, the priority now is ensuring these fuels reach the market effectively.”

Nils Igelström Managing Director, GAC Sweden

Beyond the Baltic

Supply chain bottlenecks of alternative fuels, including logistical challenges and limited port infrastructure in other parts of Europe, hinder the export of surplus alternative fuels and can lead to higher costs and regulatory complexities. This uneven distribution particularly affects vessels that do not have easy or regular access to the North and Baltic seas. 

“If a vessel calls at Gothenburg regularly, fuel supply isn’t an issue,” said Igelström. “But in areas lacking necessary infrastructure, accessing Sweden’s alternative fuel supplies is challenging. With availability limited to Sweden or Finland or Germany, shipping companies hesitate to invest in greener vessels without certainty of supply.” 

Igelström also emphasised the need to improve accessibility across Europe to encourage investments and support the maritime sector’s green transition. 

The cost factor

Logistical challenges raise costs, with bunkering accounting for up to 50% of a vessel’s daily operating costs. Greener alternatives, according to the World Economic Forum, can cost up to four times more than traditional heavy fuel oil. For an industry with tight margins and volatile freight rates, zero-emission shipping significantly increases the cost of goods. 

A study by Drewry estimated that switching to green methanol would increase fuel costs by 350%, equivalent to an additional US$1,000+ per 40 feet container shipped from Asia to Europe.

“There is a big price gap between renewables and fossil fuels. Exporting Sweden’s alternative fuels further increases costs, but that’s a necessary step to achieve shipping’s green potential,” Igelström said.

Collaboration and clarity

Shipping thrives on clarity, but gaps in regulatory goals, infrastructure, and environmental policies hinder the development of an effective green fuel supply chain.

“Shipping companies need certainty,” Igelström noted. “With tight margins, they can’t risk fuel unavailability, especially where delivery points are scarce. Collaboration across Europe is essential to build a uniform supply chain that ensures renewable-powered ships can operate globally. Policymakers, industry leaders, and international organisations must unite to create conditions for renewable fuels to succeed.”

Sweden is working with partners in Finland, Iceland and the Faroe Islands, leading the charge in devising a supply chain that can support the maritime sector’s access to green fuels. 

In May 2024, the Nordic Maritime Transport and Energy Research Programme launched the STORM project to address supply barriers, assess fuel suitability, and propose solutions to accelerate the green transition. Sweden’s leadership in this initiative highlights its commitment to not only fuel development, but also market accessibility. 

“Sweden is doing its part to drive shipping’s fuel transition through fuel development and regulatory frameworks. However, Europe must collaborate to efficiently distribute surplus renewable fuels across the continent,” Igelström concluded.

Photo credit: GAC Sweden
Published: 6 December, 2024