Future marine fuels

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And your vote goes toooo!!!:

Future fuels A-Z: 19 best picks on marine fuel technology

PS> A Vote for “none of the above” will be regarded as a spoiled vote.

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Seatrium looks into new energies and AI for offshore and marine sector -...

The MoU includes the co-development of hydrogen and ammonia engines, specifically tailored for offshore and marine applications, following the duo’s involvement in Singapore’s first ammonia fuel trial on the Fortescue Green Pioneer.

The focus will now be on establishing a sustainable ammonia supply chain and addressing bunkering, transportation and storage challenges. Coupled with carbon capture technologies, Seatrium said its suite of product solutions aims to provide sustainable energy solutions for the offshore and marine sector.

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More Biofuel news from Singapore:
https://biofuels-news.com/news/coastal-sustainability-alliance-boosts-maritime-biofuel-development/

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Lot of news about LNG gaining as the fuel of the future lately.
Could this be the reason?:

CMA CGM seals biomethane supply deal - Splash247

Peter Keller, chairman of lobby group SEA-LNG, said: “It is gratifying that LNG is finally gaining favour amongst so many shipowners. LNG is the only practical and realistic alternative fuel pathway available today – even for those shipowners that may also be considering other such pathways.”
Keller said the likes of liquefied biomethane and eventually hydrogen-based e-methane could be the next options for owners looking at LNG as a fuel.

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Ship operators and ports need to be prepared for the introduction of the European Union’s FuelEU Maritime environmental legislation:

FuelEU: two months left to prepare 

Not much time left to prepare.:

Once digitalisation and optimisation technologies have been implemented, the industry could adopt batteries, fuel cells, onshore charging and fuels derived from renewable energy. “It is all about supply, infrastructure, energy taxation and demand from maritime for these fuels,” she added.
Alternative fuels include environmental versions of biofuels, methanol, LNG, hydrogen and ammonia, while there will be more electrical power in ports.
“There is just two months to the adoption of FuelEU,” Ms Kroon said. “There are new technologies and fuels to consider, so we will need to revise this in 2028.”

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Did yo know that engines could develop allergies?

Ship engines develop allergy to cashew nut fuel - Splash247

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Pushback campaign against biofuels launches at the IMO - Splash247

Nearly a third of global shipping could run on biofuels in 2030, new analysis from NGO Transport & Environment (T&E) shows, up from less than 1% today.

Signatories have called on the IMO and member states to discourage the use of crop-based biofuels by ships and to consider the excluding crop-based biofuels from the eligibility list for compliance with existing and future MARPOL Annex VI regulations.

In April the IMO will finalise new climate rules for shipping to try to phase out fossil fuels with a global fuel standard (GFS) likely to be implemented which could either speed up shipping’s transition to renewable energy, or see the industry become a large demand sector for biofuels.

Analysis from T&E shows a 20,000 teu boxship travelling between China and Brazil would alone require the yearly waste oil from more than 2,000 McDonald’s restaurants, while to run it on animal fats would require over 1m pigs.

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New tool helping you understand the physical properties and the commercial and operational impact of the wide variety of marine fuels that are currently available on the market:

GLOBAL: Baltic Exchange launches Fuel Equivalence Converter

The fuel consumption of the Baltic standard ship is expressed in terms of metric tonnes per day of marine fuel oil. The Fuel Equivalence Converter can then be used to find the volume or mass of an alternative fuel to provide a similar amount of energy.

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Lloyd's Register: How the business of classification is evolving - Splash247

Despite the ambition, Brown is cautious. He highlights the geopolitical uncertainty, making large capital investment decisions risky. Still, there’s optimism for retrofitting. “If you’re heading towards drydock, the return on investment for upgrades is now obvious,” he notes. But the looming question remains: Where will tomorrow’s fuels come from, and will they be accessible in time?

Brown is pragmatic when asked to predict the leading fuel of 2035. “It depends on where you are in the world,” he says, pointing out that the availability of bio-feedstock varies greatly by region. For regional trades—like European ferries or Caribbean cruiseships—biogas or biofuel might dominate. But deep-sea shipping will demand more scalable solutions.

He’s intrigued by the role nuclear could play, not for direct propulsion but as a power source for generating clean fuels like hydrogen or e-fuels. Ammonia, too, holds promise—if it can be safely deployed. “Safety and training standards must be the top priority,” he insists.