The old zero-sum mentality of winners and losers when it comes to marine fuels needs to be replaced by a recognition that a shared challenge requires shared solutions
As general manager of the Society for Gas as a Marine Fuel (SGMF), Mark Bell has had a front-row seat at the transformation sweeping through shipping when it comes to marine fuels and maritime decarbonisation. Since its inception, SGMF has provided the maritime industry with significant guidance on LNG as a marine fuel and is now in a strong position to explore alternative ways to reduce the industry’s climate impact.
“Our organisation has evolved along with the landscape,” says Mr Bell. When founded in 2013, LNG was the primary focus but not the only remit. “We have always had the scope to encompass all gaseous and low-flashpoint fuels.”
Rather than advocate for any specific fuel, Mr Bell sees SGMF’s role as that of an honest broker. “Our north star is providing impartial, fact-based assessments grounded in rigorous technical analysis. We aim to illuminate the risks, uncertainties and requirements entailed in adopting novel fuels and to spur collaborative efforts to resolve knowledge gaps.”
This ethos finds expression in the organisation’s ‘neutral evaluation framework’ which is built on four pillars: lifecycle emissions, safe bunkering, onboard handling and engine operability. “We break down the multifaceted challenges around individual fuels into discrete questions within each pillar. This structured approach prevents us from getting mired in ‘what ifs’ and focuses our research on generating empirical insights.
“Take ammonia, which has gained tremendous attention as a carbon-free fuel but poses daunting storage, handling and combustion challenges. We cannot definitively declare if it will become feasible at commercial scale, but are methodically investigating what would be involved through lifecycle assessments, bunkering guidelines, dispersion modelling and other analyses. Rather than advocate, we elucidate so stakeholders can make informed decisions."
While stressing that no single fuel option will dominate in future, or as he puts it, “oversimplified and unrealistic notions that one fuel will or should prevail across all vessel categories and trade routes,” he recognises that ammonia offers a potentially golden prize as a fossil fuel-free fuel with remarkable sustainability benefits.
Overcoming the technical challenges is possible, but the industry needs to be prepared for significant changes in ships, enginerooms, storage, handling and the required skills.
Location matters immensely too. “We learned this lesson earlier with LNG’s sparse bunkering infrastructure inhibiting adoption. Future fuels will rely on supply chains built for other sectors like fertilisers or power generation, not shipping. Bunkering infrastructure will emerge near production hubs and demand centres, not uniformly across ports. Shortsea and regional fleets will likely transition first based on fuel availability.”
The good news is “LNG provides a mature starting point for gas-fuelled vessels” with well-established handling practices. Efforts to curtail methane slippage and fugitive emissions are producing results, although Mr Bell accepts these issues still persist and need further improvement. There is also a need for significant expansion of LNG bunkering infrastructure to promote its wider adoption.
Another useful lesson that novel fuels can draw from the work already done on LNG is that they too will require new thinking, skills and handling practices on board ships. Seafarers have safely carried oil, chemicals and gases as cargo for decades. But bringing those cargoes into the engineroom as fuel represents a fundamental mindset shift. "We cannot fall prey to complacency that the maritime sector intuitively understands the properties and behaviours of new fuels," he says. Substantive training and experience will be essential.
Turning to other fuels, Mr Bell says, “Hydrogen will always hold intriguing potential as a clean fuel but faces enormous distribution challenges given its low density.” Handling practices remain at an early stage lacking commercial-scale experience. “Methanol is another lower-carbon option but can only be considered green when produced using non-fossil hydrocarbons. Toxicity is another concern. We also have to acknowledge production and distribution are not as well-established as other fuels."
Mr Bell’s vision for the next 10 years of SGMF includes catalysing the collaborative efforts now spanning the entire supply chain, and different geographies, through impartial research and frank dialogue.
"This collaborative spirit will also permeate our efforts to provide technical support and share learnings with industry partners, financiers and administrations grappling with the realities of transitioning," he says.
"The old zero-sum mentality of winners and losers needs to be superseded by a recognition that a shared challenge requires shared solutions," he says, adding that constructive exchange between historically distinct sectors like maritime, energy and chemicals is becoming more commonplace. This will only grow in importance as these sectors face similar imperatives and hold expertise maritime lacks.
"There are no shortcuts, but the winds of change are at our back," he says.
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