Sustainable Shipping Fuels

Is #shipping the new #EV 🤠 frontier? New Dutch Solar ship cuts 80k pounds in emissions. Can the industry convert and what will it take? The shipping industry is no small fry: • There are roughly 100 000–120 000 merchant ships cruising today—about 106,700 in 2023, including 12,300 oil tankers, 5,855 container ships, and 20,500 general cargo vessels . • Ships pump out about 3% of global CO₂, which translates to roughly 940 million tonnes a year—more than many countries . • They also emit between 9–30% of global sulphur oxides and nitrogen oxides, major contributors to smog and respiratory illness . ⚓ Alternatives for Big Ships: • Methanol: ~100 methanol-capable or ordered vessels already, including dual-fuel retrofits. Green methanol is still pricey and scarce . • Ammonia & Hydrogen: Tugboats and ferries have braved ammonia fuel; hydrogen-burning ferries and prototypes are rolling out . Still hurdles with fuel infrastructure and safety. • LNG / Bio-LNG: Can slash sulphur emissions by 90–99%. Bio-LNG gets CO₂ down by up to 90% . • Electric & Hybrid: Fully electric vessels—mostly short‑haul—are on the rise (e.g., electric ferries with hydrofoils in Sweden). But long‑haul electric? Batteries just don’t cut it for transoceanic routes . Hybrids could trim emissions ~17% on shorter legs . • Wind & Solar Aid: Think Oceanbird sails, Seawing kites… and yes, your Dutch solar ship cutting 80 000 lbs of emissions—this is legit momentum. ⸻ So is #shipping the new #EV frontier? Kinda. It’s not about swapping every transatlantic route to plug-in—yet. It’s about bold tech mixes: solar, sails, ammonia, methanol, hybrid-electric—all depending on ship type and voyage. What it’ll take: 1. Fuel infrastructure overhaul at ports worldwide. 2. Engine retrofits or newbuilds across massive fleets. 3. Clear regulations & carbon pricing—IMO’s got non-binding targets; some green coalitions are pushing hard . 4. Serious capital investment—from governments, charterers (hello Amazon & Hapag-Lloyd’s biomethane deal ), and startups like Amogy. Bottom line: if EVs rewrote our road‑trip story, decarbonizing big ships is rewriting global trade. It’s messy, expensive—and long overdue. But with hybrid shields, greener fuels, and solar sails, we’ve got a shot. ⸻ #ShippingRevolution #GreenMaritime #Decarbonization #Methanol #Ammonia #HybridShipping #SolarPower #OceanInnovation #NetZero2050 #EVFrontier Dutch vessel - https://lnkd.in/gCkx2qpy

🌊 The tide is turning: $40B to fuel Ocean Innovation 🚢 The world just agreed to a global price on shipping emissions. ⚡ It's a much needed regulatory shift - and a powerful catalyst for maritime innovation. What does this mean in practice? 💰 Starting in 2028, ships that exceed emissions thresholds will face financial penalties up to $380 per ton of CO₂. For some large vessels, this could mean $70,000+ in daily carbon costs, finally embedding the cost of climate pollution into global trade. For too long, the environmental cost of ocean freight has been an externality. By internalizing these costs, we will see a surge in ingenuity focused on creating a more sustainable future for our seas. Why does this matter? 💵 Economic Incentive: Putting a price on carbon creates a direct economic incentive to reduce emissions - its a direct incentive to invest in cleaner technologies and operational efficiencies. 💡 Think wind-assisted propulsion, alternative fuels like green hydrogen and ammonia, and advanced hull designs – these are no longer niche concepts but increasingly viable solutions. 🌱 Leveling the Playing Field: A global price helps to level the playing field for companies that have already been investing in sustainability, preventing a scenario where environmentally conscious players are at a competitive disadvantage. ✅ Confidence to investors and funders: The certainty of a carbon price signals a long-term commitment to decarbonization, attracting crucial investment into research, development, and deployment of innovative solutions. Investors are already taking note and moving smart capital is moving to ocean tech. In 2024 alone, over $12.5 billion flowed into Ocean Positive investments 🤝🏻 Fostering Collaboration: The challenge of decarbonizing shipping is immense and requires collaboration across the value chain. Carbon pricing can act as a unifying force, encouraging partnerships between shipowners, technology providers, ports, and fuel producers to develop and implement groundbreaking solutions. Personally I think the impact of this will be far-reaching, touching everything from ship design and fuel production to supply chain management and port infrastructure. This isn't just about compliance; it's about fostering a culture of innovation and building a truly sustainable maritime industry for generations to come. What innovative solutions are you seeing emerge in response to carbon pricing in shipping? Tagging some #ocean innovation leaders in my network: Keith Tuffley Sylvia Earle Daniela V. Fernandez Catherine Jadot, PhD Keri Browder Martin Koehring Fred Puckle Hobbs #OceanInnovation #ShippingEmissions #Decarbonization #Maritime #Sustainability #GreenShipping #CleanEnergy

#DYK that ammonia is more than just an ingredient in fertilizer and chemical products? Scientists think it could actually power a new renewable fuel for the #maritimeindustry. But how can this be true, when the commercial production of ammonia uses a heavily fossil fuel-reliant process? Well, “green” ammonia production leverages renewables like solar and wind to drastically reduce or even eliminate greenhouse gas emissions. I recently came across a startup, Amogy, whose proprietary clean liquid-ammonia tech might help #decarbonize a sector responsible for around 1 billion annual tons of #carbonemissions. Founded in 2020 by four Massachusetts Institute of Technology alumni, in a span of three years (from seed to Series B funding rounds), they’ve already raised $219 million. Investors include:  SK Innovation, AP Ventures, Amazon’s Climate Pledge Fund, and Saudi Aramco Energy Ventures. In a smart, hybrid approach, they are also tapping the #publicsector to get ahead. Their whitepaper urges policymakers to launch incentives for the industry’s transition. By the end of this year, a retrofitted tugboat (pictured below) will become the world’s first ammonia-powered vessel! And, according to their current projections, their ammonia-to-power commercial products will launch for maritime shipping by 2024-2025. But there is a catch… or two. Until clean ammonia production increases, they envision their solution will primarily help with onboard propulsion and auxiliary power (e.g. it won’t be a primary fuel source... at least for now). Also, their tech is branded as “emissions-free at the point of use.” To me, this indicates that there may be work needed to ensure a truly sustainable supply chain. So, it’s not a perfect solution. But neither is green methane or wind-powered tech. Either way, I welcome progress and will be keeping an eye on this innovative startup as they persuade the industry to integrate clean liquid ammonia into their short and long-term plans.   Let me know in the comments what obstacles and opportunities you envision they’ll face in scaling.

Today is a turning point in the maritime shipping sector’s decarbonization journey. For the first time, cargo owners have a mechanism to invest in the zero-emission (ZE) fuels and technologies needed to decarbonize this sector and keep 1.5℃ Paris Agreement goals alive. Through the Zero Emission Maritime Buyers Alliance (ZEMBA), over 20 global companies have launched a first-of-its-kind advanced market commitment aimed at accelerating shipping's decarbonization. The ZEMBA Request for Proposals (RfP) is seeking bids for 600,000 twenty foot equivalent unit (TEU) containers on ocean vessels powered by ZE fuels over 3 years. At this volume, ZEMBA members will reduce nearly 1M metric tonnes of GHGs, equivalent to taking 215K cars off the road. The ZEMBA RfP is historic in a few ways: (1) Members are seeking bids powered by fuels that have the potential to achieve GHG emissions reductions ≥ 90% CO₂ eq on a lifecycle basis. This target pushes the boundaries of maritime fuel innovation/supply and ensures that ZEMBA incentivizes fuels/tech that offer a credible pathway to an absolute zero future. (2) ZEMBA is seeking a 3-year contract. Cargo owners understand that longer commitments help the maritime value chain de risk investments in new ZE fuels/tech. (3) This is a forward-procurement process - deployment of the 600K TEUs will take place over 2025-2027. By entering into contracts now, members are giving the rest of the value chain time to meet ZEMBA requirements. (4) The ZEMBA RfP is geography-neutral and decouples members’ actual freight movement from their willingness to pay a premium for ZE services. Through a robust, highly credible chain of custody verified book and claim approach, being developed by partner organizations, the winning bidder will be able to offer the lowest possible green premium by deploying in the most economically viable location, regardless of ZEMBA member freight routes. Such systems are crucial in the early stages of commercial deployment before significant scale is achieved. I’m eternally grateful for the leadership of our initial group of ZEMBA members, including Amazon, BAUHAUS Deutschland, Brooks Running, Chewy, Electrolux Group, Flexport, Green Worldwide Shipping, LLC®, IKEA, Levi Strauss & Co., lululemon, Meta, Moose Toys, New Balance, Nike, Patagonia, Philips, Schneider Electric, Sport-Thieme & Tchibo, especially fellow ZEMBA Directors Laura Bowen Wegener and Sina-Maria Schoenlein. Thank you also to our army of experts who helped build the ZEMBA RfP - Alexander Hueser, Francesca Satturley, Lloyd's Register, Neoteric Energy & Climate, and Pillsbury Winthrop Shaw Pittman LLP, along with my teammates at the Aspen Institute. Bidders please reach out and express your interest at rfp.zemba@aspeninstitute.org. For media and other general inquiries, please reach out to zemba@aspeninstitute.org. https://lnkd.in/g95iQNin

Can the EU fuel shipping’s descarbonization? WSC EU Shipping Decarbonisation Report 2025. The World Shipping Council’s latest report underscores the need for effective European and Global regulatory action to accelerate the transition to renewable marine fuels. The liner shipping industry is making strides toward decarbonisation, with 69% of the liner sector order book by vessel count and 79% by deadweight tonnes (DWT) being renewable-fuel capable. This report also shows that European production of renewable fuels is no longer hypothetical, but fast becoming a reality. However, there are uncertainties about how much of this fuel supply will be dedicated to marine consumption. Critically, the report highlights that while global renewable fuel supply could meet demand and 2030 EU targets, the large price gap threatens adoption. With bio-methane costing 169% more than fossil LNG and e-methanol 626% more expensive than conventional alternatives, uptake is unlikely without targeted regulations. The EU can both implement regional policy changes and take a leadership role in global regulations to support shipping’s decarbonisation. https://lnkd.in/exe3xjdD

DNV's Alternative Fuels Insights platform show methanol newbuilds eking out LNG in the month of April, 24 to 20 respectively. For methanol, there is continued strong support in the container segment with 14 ships ordered, and growing orders in RoPax with 9 vessels. DNV's Jason Stefanatos notes: “Methanol and LNG going head-to-head this month reflects how fuel choices are evolving. Methanol has rebounded quickly after a quieter start to the year, while LNG remains strong with uptake diversifying beyond the container segment.   “Seeing LNG and methanol fuelled vessels ordered at similar levels shows how owners are weighing flexibility, fuel availability, and segment-specific needs when ordering.”  “Continued strength in the alternative-fuelled vessel market stands out, even amid a broader slowdown in newbuild activity.” Kristian Hammer https://lnkd.in/eua37w_F

🚢 IMO 2028: Pay the Carbon Fee or Switch Fuels? With the International Maritime Organization’s $380/ton CO₂ fee approaching in 2028, shipowners face a defining decision: Do you keep burning VLSFO and absorb the penalty—or switch to alternative fuels? I just released a publication that answers this using real operational data from a 60 MW vessel model. We evaluated the total daily cost of VLSFO (with carbon tax) against green fuels like methanol, ammonia, hydrogen, biodiesel blends, and LNG—including fuel prices, CapEx amortization, retrofit penalties, and carbon fee exposure. 🔍 Key Findings: ✅ LNG is the only green fuel cheaper than VLSFO + tax in 2028 ❌ RD20, B30, and Green Methanol avoid the tax, but still cost ~$28,000–$30,000/day more 💰 The IMO carbon fee could generate over $100B/year in the early 2030s ⏳ The revenue generated by the fuel fees could help scaling green fuels faster. ⚠️ The carbon fee isn’t permanent—it’s a front-loaded financial lever. If we don't reinvest that money quickly into port infrastructure and CapEx support, we risk “greening” marine margins without ever fully decarbonizing. 📘 Read the full publication here on Ship&Bunker: https://lnkd.in/ew9ney5q

World's first ammonia-fueled container vessel designs launched More on it 👇 The world's first 3,500 TEU ammonia-fueled container vessel design receives dual-class approval. This collaborative milestone proves ammonia-powered shipping is moving from concept to reality. The design was optimized to achieve the required safety levels while limiting reductions in cargo capacity. ➡️Key design specifications: • 212 meters length, 35 meters breadth • 4,000 cbm ammonia tank capacity • Dual-fuel ammonia engine technology • Full secondary barrier storage system • Two independent reliquefaction units Safety innovations implemented: • Dividing fuel preparation areas into smaller rooms to limit crew exposure • Positioning vents based on fluid dynamics analysis • Equipping tanks with dual reliquefaction plants Concept design of a 3,500 TEU ammonia-fueled container vessel Critical systems including bunker station and tank connection space are located midship to reduce crew risk. The bridge functions as gas-tight refuge during emergencies. When produced with renewable energy, ammonia reduces well-to-wake emissions by up to 97% compared to fuel oil. Partners include Maersk, MAN Energy Solutions, Deltamarin, and Eltronic FuelTech. Both ABS and Lloyd's Register awarded Approval in Principle. At least 800,000 maritime workers need specialized training to handle ammonia fuel safely. P.S. Repost this to your network ♻️

According to Riviera Maritime Media Ltd editor John Snyder, #methanol as a #marine fuel emerged as the biggest story of 2023, with a contracting spree pushing the order book to 205 newbuilds as of mid-December, according to DNV Alternative Fuels Insight. Overall, 51.3% of the ships on order have the capability of burning alternative fuel, with LNG representing 40.3%, methanol 8.0%, LPG 2.2%, and battery/hybrid 0.8%. A.P. Moller - Maersk’s container ship Laura Maersk served as the poster child for methanol in 2023, making its maiden voyage from South Korea to Copenhagen in September. Bunkered with green methanol produced by OCI Global HyFuels, the 2,100-TEU box ship was proof positive that a ship could operate on low-carbon fuel, advancing methanol’s viability as an alternative to support shipping’s #decarbonization. https://lnkd.in/eJ8tR29e #methanol #marine #maritime #sustainable #futurefuel #emissions #alternativefuel #efuel #renewable

Clean Methanol and Renewable Natural Gas for West Coast Shipping: Future Demand, Supply, and the Bio-Based Opportunity Shipping on the U.S. West Coast faces new conditions shaped by the International Maritime Organization (IMO), the United Nations body regulating shipping. The IMO decided in April 2025 to introduce global carbon pricing, with penalties rising to $480 per ton CO2 by 2028. Maersk is expanding its methanol-capable fleet, with green fuels targeted to cover 15-20% by 2030. This creates a clear economic incentive to shift to clean methanol and renewable natural gas (RNG), which may also play a role in sustainable shipping fuels. Demand for clean methanol on the West Coast is projected to exceed 500,000 tons annually by 2030. RNG demand for maritime, industrial and consumer use will likely also increase due to regulatory pressures and the need for reliable low-carbon fuel alternatives. As of 2025, regional production remains negligible, especially the production of clean methanol. While DAC-based methanol remains too costly, exceeding $1,000 per ton, biomass-derived methanol and RNG offer scalable and more cost-effective alternatives, with bio-methanol costs projected at $320 to $770 per ton, and RNG pathways already supported by mature technology. In June 2025, the U.S. Senate passed comprehensive legislation, the BBBA. The act includes long-term tax support for biogas-based fuels through at least 2032, the extension of the Clean Fuel Production Credit (45Z), and prioritization of domestic feedstocks, limiting credits largely to fuels produced from U.S. biomass. It ensures that biogas-derived RNG qualifies for hydrogen tax credits (45V), supporting integrated RNG-hydrogen-methanol pathways. Tax credit transferability is retained, helping to secure financing for new bio-based fuel facilities. These provisions provide a framework for the development of regional clean methanol and RNG supply chains. The bill must still be finalized by the House and the President. Spineless cacti (Opuntia) are an ideal bio-feedstock. They grow on degraded, arid land, require minimal water, and produce biomass year-round. Their cultivation regenerates soil, supports biodiversity, and captures 200+ tons of CO2 per hectare annually. Conversion proceeds via gasification or anaerobic digestion. Gasification provides syngas for methanol synthesis. Anaerobic digestion produces RNG and biogenic CO2 for methanol production using green hydrogen, which also can be produced from the biomass. Both pathways support circular, low-emission systems. Local production reduces transport emissions, cuts reliance on imports, and strengthens regional energy security. Without rapid ramping up, the West Coast risks missing decarbonization targets and depending on imports. A regional clean fuel economy based on locally available feedstocks like cacti and manure offers a realistic and resilient solution. #shipping #shippingfuel #bunkering #methanol #RNG #biogas #biomass