Alternatives to Diesel Fuel in Shipping

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

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

Introducing alternative fuels into the dredging sector C-Job Naval Architects is tackling this challenge, the company has created multiple concept designs of dredgers which make use of methanol as a marine fuel. Methanol is an easy switch for vessels which previously made use of traditional fuels like diesel, making it a good choice for dredgers. It has no sulfur oxide (SOx) and particulate matter emissions. When produced in a sustainable way it is CO2 neutral from well to propeller. As long as personnel are properly trained, methanol is a safe and effective fuel to reduce carbon emissions. In terms of storage, methanol can be stored at atmospheric conditions and requires less volume than, for example, ammonia. C-Job is currently taking part in two different consortiums focused on researching and implementing the use of methanol as a maritime fuel, the Green Maritime Methanol consortium and the MENENS project. https://bit.ly/3qA5B6m #methanol #efuel #energy #sustainable #energytransition #futurefuel #cleanfuel #alternativefuel #marine #maritime