We hear that carbon capture and storage trials are showing encouraging results, with up to 85% of IFO380-released carbon being captured on board. At least one system sequesters this carbon in some form of cobblestones, which, when carbon-saturated can be used in civil construction works. Again, there are deadweight and space penalties. Other capture/storage systems convert the carbon into a liquified gas which may be used in agriculture. But so far there appears to be limited take-up of any commercially available capture systems. LNG appears to be quite favoured, particularly by container vessels, and it will be interesting to see how many such vessels sport big white tanks on deck.

Following my thoughts are some points by someone I think you will be interested in meeting…………. The Green Lady. She is a sustainability specialist who has joined me on a mission to bring more discussion on sustainability into our maritime orbit.

Thank you for the introduction, Lookout Man! Hopefully, as the ‘Green Lady,’ I can add some interesting considerations to this discussion on alternative fuels.

Describing the IMO decarbonisation targets as ‘tough’ is an understatement.

These targets will determine the future journey of the shipping industry, and I agree that fuel remains the chief question here. However, it is great to see consensus and agreement from all the member nations that the industry is committed to a low-carbon future. Collaboration will be necessary to support this transition for bunkering planning, fuel supply, and the surrounding research into these alternative fuels.

The transition to low-carbon fuels requires a complete overhauling of the supply and demand infrastructure, which has many sustainability considerations. The sheer quantities of fuel required are huge – so, how can we ensure we produce these quantities sustainably, protecting ecosystems while competing with other land use demands?

There are also environmental concerns from ammonia and methanol, which are not only toxic to humans but aquatic life as well. As of yet, there are no central standardised safety regulations for these fuels. A spill of these fuels poses serious risks to both the crew and the ocean.

Building all the new infrastructure at ports is also an issue with how this will compete with other land uses. Both Singapore and Rotterdam are innovating new infrastructure, with Singapore aiming for ammonia bunkering and Rotterdam preparing for green hydrogen bunkering by 2026. Competition for fuels and bunkering will be some of the key drivers for future shipping trends.

Carbon capture remains a key topic, with investor concerns about its viability compared to fuel use, carbon offtake, and its potential applications. Given LNG’s transitional role, is retrofitting ships for CCS worth the effort? A UK-EU project is investigating this, but no conclusions yet.

Meanwhile, real-time emission measurement is crucial, as carbon data will be essential for ESG reporting and tracking the industry’s progress toward low-carbon goals.

In conclusion, addressing the challenges surrounding fuel requires a balance between innovation and practicality. As the industry transitions towards cleaner alternatives, ongoing concerns about sustainability, cost, and infrastructure must be tackled head-on. Collaborative efforts and real-time data will play a crucial role in shaping the future of fuel, ensuring that environmental and economic goals align.

Until then, wishing all hands a safe voyage.