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HANSA 11-2022

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SCHIFFFAHRT | SHIPPING

SCHIFFFAHRT | SHIPPING Scale is key to embracing alternative fuels As the world and the global industries head towards carbon neutrality by 2050, energy majors and ship owners are still trying to reach a common ground regarding alternative fuels. By Patrick Lee An important aspect of CMA CGM’s strategy is the use of LNG © CMA CGM While liquefied natural gas (LNG) is becoming more available as a marine fuel worldwide, the picture is less certain for methanol, biofuels, ammonia and hydrogen, which have been touted as alternative fuels. At the Singapore International Bunkering Conference (SIBCON), CMA CGM’s vice-president for bunkering and energy transition, Farid Trad, said that while the French liner operator already has LNG-fuelled container ships, there is no single fuel that can achieve decarbonisation alone. Farid said, »We believe that there’s no one solution. The needs for shipping are so massive that we need to work on LNG, biofuels and methanol.« In September, CMA CGM launched a 1.5 bn $ fund to support the production of alternative fuels. The Marseilles-based company has 31 e-methane ready ships in its fleet and it we will have 77 such ships by end-2026. In August, CMA CGM ordered six 15,000 TEU methanol-fuelled ships for delivery in 2025. Shell Marine president Melissa Williams said that her company will produce and transport green ammonia and hydrogen, but there are cost concerns: »We will produce green ammonia and hydrogen, but we will not use these for bunkering at this time. When you talk about all the things that are needed to bring these to the market, that is one challenge that we haven’t overcome at this point, but we’re open to technological advances.« For this reason, Denmark-based AP Moller Maersk group is looking at methanol as a decarbonisation solution, and its substantial orderbook for methanol-powered ships is a strategy to encourage production of the fuel. Berit Hinnemann, AP Moller-Maersk’s Head of Decarbonisation Business Development and interim Head of Green Fuels Sourcing, emphasized that while technology isn’t an issue, there is still inadequate output of biomethanol. She said, »For projects to be developed, the demand has to be there so our approach was to order vessels, knowing full well that very small amounts (of green methanol) are produced today and this will require massive efforts to scale it up.« Maersk Line has 19 methanol-fuelled boxships on order, including six 17,000 TEU vessels ordered at Hyundai Heavy Industries on 5 October. Hinnemann continued, »Our approach is to work with companies in different parts of the world who are developing green methanol projects for our offtake, to enable the companies to move forward with green methanol projects. We have a feeder vessel operating from next year onwards and a European energy company will develop the green methanol for it. For large vessels, we intend to fuel them with green methanol as soon as we can. We know that’s a challenge but we’re working intensely on this with our partners.« That is not to say that no ship owners are experimenting with biofuels. Stena Bulk’s manager for sustainability and transformation, Peter Bjorkborg, said the tanker owner has been trialling biofuels, although its ships have been using methanol as a clean solution since 2015. Bjorkborg said, »We believe biofuels work and we should be able to get past the trial phase. We’re not concerned about the technological issues, we’re not concerned about operational issues either, more about scaling, more about the commercial side of things, standards. If we can get those things to move forward, 30 HANSA – International Maritime Journal 11 | 2022

SCHIFFFAHRT | SHIPPING Farid Trad CMA CGM then we can see some progress. Methanol is our focus not because we believe it’s the only option but because it’s the option we know best.« Farid added that as with LNG, an alternative fuel can take off only if everyone in the value chain, including energy majors, barge operators, port authorities and endusers, work together: »All in the value chain have to acknowledge the importance of this transition and to work towards the goal of making the fuel available. Change comes at a cost. We all know that renewable energy will be expensive but it’s necessary so to mitigate those costs, we need to have a partnership with customers to make that happen. The key role of regulators is to give visibility to the © CMA CGM Berit Hinnemann AP Moller Maersk industry. We need visibility, clarity to make the business case easier to adopt.« In his opening remarks at SIBCON, Singapore’s Senior Minister of State for Transport, Chee Hong Tat, said that the city-state’s port is preparing for a multifuel future to strengthen its status as the world’s largest bunkering port. The minister pointed out that public-private collaborations are underway to explore producing and supplying methanol, biofuels, ammonia and hydrogen as marine fuels in Singapore. Chee said, »Some of these (alternative fuels) are still at the early stage of research and development, and we hope to expand these to a larger platform through public and private partnerships. Partnership and © Lee collaboration are the best way for us to address these uncertainties and forge ahead. Others continue to bank on LNG to power ships. Chris Lu, head of marine business at Singapore-based LNG trading group Pavilion Energy, revealed his company’s research shows that by 2030, LNG bunkering will have grown substantially. LNG bunkering is now available at 141 ports worldwide and is predicted to represent 10% of global bunkering by the end of this decade. »The momentum of building LNG dual-fuelled vessels is building despite the pricing challenges. There’re various solutions in this part of the world to help shipping to decarbonize but as of now, the viable, most reliable and scalable solution is still LNG bunkering«, Lu said. Denis Bonhomme, global sales and business development director at TotalEnergies Marine Fuels, which is buying LNG bunkers from Pavilion Energy, noted that there are now more than 330 LNGfuelled ships. »The solutions are there, they are reliable so we’re confident of the demand side.« Japan’s Mitsui OSK Lines (MOL) is one ship owner that is an LNG proponent, and targets to have 90 LNG-fuelled ships by 2030. MOL managing executive officer Nobuo Shiotsu emphasized, »We have thought about ammonia and hydrogen as alternative solutions, but now, we’re utilising LNG as a transition fuel.« Dein Partner für Bunker-Service Betriebs- und Schmierstoffe für den sicheren Betrieb Deiner Flotte. Infos unter: Tel. +49 40 53798470 hoyer-marine.de HANSA – International Maritime Journal 11 | 2022 31

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