Avoid FuelEU Penalties with Econowind's Suction Wings. Starting in 2025, the FuelEU regulations will impose penalties for ships that exceed GHG intensity limits. Our suction wing technology offers an effective way to reduce emissions and avoid these fines. By incorporating wind-assisted propulsion, your vessels can stay compliant and even gain rewards for over-compliance. Want to know more how Econowind can help you meet FuelEU requirements? Willem Stam and Rens Groot are more than happy to tell you during Posidonia Events. Find us at the Dutch Pavillion in Hall 4. Especially for our Greek shipping colleagues; Αποφύγετε τις ποινές του κανονισμού FuelEU, τοποθετώντας τα Μηχανικά Ιστία αναρρόφησης (Suction Wings) της ECONOWIND. Ξεκινώντας από τον Ιανουάριο του 2025, ο κανονισμός FuelEU της Ευρωπαικής Ένωσης θα επιβάλλει ποινές μή συμμόρφωσης με τα προβλεπόμενα όρια ενεργειακού αποτυπώματος GHG του πλοίου. Η τεχνολογία Μηχανικών Ιστίων αναρρόφησης (Suction Wings) προσφέρουν μια αποδοτική και ελκυστικού κόστους λύση για την μείωση των εκπομπών ρύπων και την αποφυγή ποινών. Ενσωματώνοντας την αιολική υποβοήθηση πρόωσης (wind-assisted propulsion), το πλοίο παραμένει σε συμμόρφωση ενώ μειώνει το κόστος κατανάλωσης και αποκτά πρόσθετο όφελος για την περίσσεια συμμόρφωσης (over-compliance) επιυγχάνεται. Θα θέλατε να μάθετε περισσότερα για την ECONOWIND και πώς το σύστημά μας μπορεί να εφαρμοσθεί στα πλαίσια του κανονισμού FuelEU? Ελάτε να μας συναντήσετε στα Ποσειδώνια: Ο Willem Stam και ο Rens Groot θα σας περιμένουν στο Dutch Pavillion, Hall 4, και στο περίπτερο του αντιπρόσωπου μας στην Ελλάδα (10) @INTRA MARE: Overview | LinkedIn , στο Hall 3 / 3.315. #shipandshipping #fueleucompliance #windpropulsion #shipping #posidonia
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Ammonia as green fuel? Is it what the maritime industry needs for sustainability? Considered as the "Teslas of the sea," ammonia-fueled marine vessels are becoming the hottest topic in the maritime industry. In the search for feasible fossil-free fuels for marine vessels, ammonia has been on the agenda for quite some time as one of the strongest alternatives. Aiming to meet the International Maritime Organization's (IMO) targets regarding carbon emissions, more newbuildings are leaning towards cleaner fuels to align with these set targets. However, despite having clear advantages in some areas, such as lower emissions due to emitting mainly nitrogen and water vapor, renewable production opportunities, higher energy density (higher than hydrogen), and already existing infrastructures for production, there are some drawbacks related to this transition. Most of these drawbacks that are being discussed revolve around the costs of transition, technological advancements required for the infrastructure to meet the increasing demand, and some other issues regarding feasibility in technical terms. The problem is, in order to produce ammonia, huge amounts of electricity are needed, making it really energy-intensive. So it will all boil down to the method of electricity production to assess the cleanliness of ammonia as a marine fuel and is likely to be overlooked. Another problem, despite ammonia being carbon-free, is that its combustion engines do release greenhouse gases, namely, laughing gas (a very potent greenhouse gas, 200 times more impactful than CO2, according to researcher Selma Brynolf). Therefore, even the strongest pro argument of the transition to ammonia-fueled engines has a shaky base to support. The biggest (by far) drawback is the health-related hazards concerning the handling of ammonia. Exposure to high concentrations of ammonia in the air is dangerous and could lead to burning in the eyes, nose, throat, and respiratory systems. Additionally, it could lead to blindness, lung damage, and death. So this adds another dimension with an ethical perspective into the equation. There was one accident related to ammonia leakage on a marine vessel, where one crew member died and three others were severely injured, on April 6, 2021, in Malaysia. Is ammonia the future of the green maritime industry? Really curious about your thoughts as maritime professionals.
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Marine Business Devolopment Specialist | Marine Expert Specialist | Marine QHSE Specialist | DPA-CSO-PFSO | ISM-ISPS Internal Auditor | SIRE-TMSA-CDI-RIGHTSHIP-OVID Inspection |
Recently we have all seen the IMO’s most recent debates regarding additional efforts in the global fight against climate change, have we? The amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI entered into force on 1 November 2022. Developed under the framework of the Initial IMO Strategy on Reduction of GHG Emissions from Ships agreed in 2018, these technical and operational amendments require ships to improve their energy efficiency in the short term and thereby reduce their greenhouse gas emissions. The 2023 IMO GHG Strategy calls for carbon intensity of the ship to decline through further improvement of the energy efficiency for new ships - to review with the aim of strengthening the energy efficiency design requirements for ships and for carbon intensity of international shipping to decline and to reduce CO2 emissions per transport work, as an average across international shipping, by at least 40% by 2030, compared to 2008. The overall ambition is to reach net-zero GHG emissions by or around, i.e. close to 2050. Here are three key projects that are emerging as the game changers in the quest for maritime sustainability: - EEDI (Energy Efficiency Design Index) This piece of legislation provides for the energy efficiency index of new ships including (but not limited to) bulk carriers, oil tankers, and container vessels. It has been operational since 2013, and therefore insists on innovative designs and modification of vessels within the industry. -EEXI (Energy Efficiency Existing Ship Index) Of its scope are established vessels of more than 400 gross tons, and therefore, the EEXI seeks to promote retrofitting as well as operational measures. Deadlines are imposed by the IMO for compliance thus preventing any vessel in our current fleet from further adding to carbon emissions. -CII (Carbon Intensity Indicator) Which is relevant to each and every individual vessel measuring more than 5000 gross tons, and the CII is a measure of performance in respect of the prairie of carbon inhalation of vessels in operations, deadlines correction in the given performance criteria. Advanced requirements commence on 2023, it stimulates a space of constant betterment and accountability in the whole sector. Taken together, these policies provide a multi-pronged strategy for greenhouse gas emissions reduction and energy utilization optimization for both new designs as well as existing annoying vessels. Let us partner in making sure this initiative is a success, in this case, in enhancing maritime sustainability. It is time to start charting a course towards environmental sustainability! #shipping #maritime #vessels #imo #energyefficiency #sustainability #marine
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As #COP28 came to a close, the World Shipping Council (WSC), liner shipping’s lobby group, shared a new position paper with the International Maritime Organization that it said it believed were critical to an “effective” agreement on GHG reduction. The paper calls for the swift implementation of GHG fuel intensity standards, some form of a carbon levy, regulations based on well-to-wake life cycle analysis of all fuels, and vessel pooling options for GHG regulatory compliance. If implemented as the paper suggests, all of these measures would drive the uptake of future fuels and low carbon technologies, including carbon capture & storage. Wärtsilä has the most comprehensive portfolio of decarbonisation technologies, with engines, propulsion systems, hybrid technology, integrated powertrain systems and carbon capture & storage solutions. We therefore applaud this initiative from the leaders of the industry. Read more via Splash Maritime and Offshore News (splash247.com): https://lnkd.in/dTpSiFuh
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RD&I NEEDED TO MEET GHG GOALS – WATERBORNE TP: The European Waterborne Technology Platform says that it welcomes the revision of the IMO strategy to reduce GHG emissions from international shipping, but regards research, development and innovation as key to achieve the IMO’s ambitions. The revised IMO GHG Strategy includes an ambition to reach net-zero GHG emissions from international shipping close to 2050, a commitment to ensure an uptake of alternative zero and near-zero GHG fuels by 2030, as well as indicative check-points for 2030 and 2040. The directions for the revised strategy are based on energy-efficiency measures for new ships, as well as reducing CO2 emissions by at least 40% by 2030, compared to 2008. In addition, the strategy supports the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5%, striving for 10%, of the energy used by international shipping by 2030. Finally, it is envisaged that international shipping will reach net-zero GHG emissions by around 2050. The targets set are particularly important for the partnership on Zero-Emission Waterborne Transport, a co-operation between the European Commission and the Waterborne Technology Platform. This partnership aims to develop and demonstrate zero-emission solutions for all main ship types and services before 2030. The strategic research and innovation agenda of the partnership is currently being updated, and the final version is expected to be approved by the end of the year. Eero Lehtovaara, Board Chair Waterborne TP, said: “The Zero-Emission Waterborne Transport partnership is committed to research, development and innovation of technologies needed to eliminate GHG emissions and other pollution to air and water, including underwater radiated noise. These technologies are vital to achieving the emission targets. Thereby, the revision of IMO’s GHG reduction strategy is very timely. Currently, we are in the process of updating our research agenda, to incorporate new policies, rules and regulations, as well as the state-of-play on technology development, to ensure compliance with European and international emission targets. In this sense, the contribution of all European waterborne transport stakeholders to the Waterborne Days will be key.”
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RD&I NEEDED TO MEET GHG GOALS – WATERBORNE TP: The European Waterborne Technology Platform says that it welcomes the revision of the IMO strategy to reduce GHG emissions from international shipping, but regards research, development and innovation as key to achieve the IMO’s ambitions. The revised IMO GHG Strategy includes an ambition to reach net-zero GHG emissions from international shipping close to 2050, a commitment to ensure an uptake of alternative zero and near-zero GHG fuels by 2030, as well as indicative check-points for 2030 and 2040. The directions for the revised strategy are based on energy-efficiency measures for new ships, as well as reducing CO2 emissions by at least 40% by 2030, compared to 2008. In addition, the strategy supports the uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5%, striving for 10%, of the energy used by international shipping by 2030. Finally, it is envisaged that international shipping will reach net-zero GHG emissions by around 2050. The targets set are particularly important for the partnership on Zero-Emission Waterborne Transport, a co-operation between the European Commission and the Waterborne Technology Platform. This partnership aims to develop and demonstrate zero-emission solutions for all main ship types and services before 2030. The strategic research and innovation agenda of the partnership is currently being updated, and the final version is expected to be approved by the end of the year. Eero Lehtovaara, Board Chair Waterborne TP, said: “The Zero-Emission Waterborne Transport partnership is committed to research, development and innovation of technologies needed to eliminate GHG emissions and other pollution to air and water, including underwater radiated noise. These technologies are vital to achieving the emission targets. Thereby, the revision of IMO’s GHG reduction strategy is very timely. Currently, we are in the process of updating our research agenda, to incorporate new policies, rules and regulations, as well as the state-of-play on technology development, to ensure compliance with European and international emission targets. In this sense, the contribution of all European waterborne transport stakeholders to the Waterborne Days will be key.”
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#GoodDayatSea #emissions #FuelEUMaritime #dandcrewing #crewing #crew #maritime #seafarers #shipping #maritimetransport First publicly available FuelEU Maritime calculator is here The first publicly available FuelEU Maritime calculator has been released by zero44, a Germany-based provider of digital CO2 management solutions, to help prepare shipowners for costs associated with the upcoming FuelEU Maritime regulation. As explained, the aim behind developing this tool is to enable shipping companies to quickly and easily understand the financial impact that the planned FuelEU Maritime regulation will have on their business. The results are estimates and not binding, but provide a good initial basis for dealing with the costs and cost factors of FuelEU Maritime, according to the company. While the majority of shipping companies are still working on becoming EU ETS compliant, the next comprehensive legislation to decarbonize shipping is already on the horizon: FuelEU Maritime. Aimed at kick-starting the large-scale production of sustainable marine fuels, FuelEU Maritime’s main focus is decreasing vessels’ yearly average greenhouse gas (GHG) intensity. This is the amount of greenhouse gasses that are being emitted for every MJ of energy that is used onboard a vessel. The regulation will enter into force in January 2025, dictating a GHG intensity limit that is two percent lower than the 2020 reference. This means that many vessels, when continuing business as usual, will face hefty non-compliance penalties immediately from the start of the regulation. GHG intensity targets will get stricter every five years, all the way to an 80 percent decrease in GHG intensity from 2050 on. In addition, a mandate for the use of onshore power supply and a sub-target for a two percent share of e-fuels in a vessel’s fuel mix will apply from 2030 and 2034 respectively. The scope of FuelEU is similar to that of EU ETS, covering 50 percent of the energy used on voyages arriving at or departing from EU ports, and 100 percent of the energy used on voyages between EU ports for vessels larger than 5,000 gross tonnes. One of the main differences is that FuelEU covers the emissions over a fuel’s entire lifecycle (from well to wake), instead of only tank-to-wake emissions. Simple calculation of FuelEU Maritime costs There is already a lot of information available on FuelEU Maritime but it is mostly technical, regulatory or scientific. In contrast, it has been difficult for companies to get a concrete idea of how FuelEU Maritime will affect their business.
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Gold Standard has released two cutting-edge methodologies to reduce the shipping sector's environmental impact. The Methodology for Reducing Methane Emissions from Combustion Engine Exhaust and the Methodology for Marine Fuels and Bio Bunkers are now available to project developers. These methodologies are significant steps forward in reducing the 3% global GHG emissions that shipping contributes. Margaret Kim, CEO of Gold Standard, highlighted the importance of this progress, stating: “These new methodologies provide tangible incentives for the maritime sector, vital for world trade, to invest in green technologies and operations.” The Methodology for Marine Fuels and Bio Bunkers, developed with Alcom, promotes sustainable marine fuels like bio-bunkers. According to Alcom’s CEO, Prateek Tiwari, “This methodology strictly follows rules around sustainability and traceability… and is expected to revolutionise decarbonisation of the shipping industry as credits can be generated and monetised globally.” The “Methodology for Reducing Methane Emissions from Combustion Engine Exhaust”, developed in collaboration with Daphne Technology and The FReMCo Group, addresses methane emissions—a potent greenhouse gas. Juan Mario Michan, CEO of Daphne Technology, remarked: “Methane is a major contributor to global warming, and our approach not only curbs these emissions but also supports industries in their transition to more sustainable practices.” Alison Morris, VP at FReMCo, added: “We anticipate that the projects and carbon credits that follow this approval will be unique and valuable in the voluntary carbon market.” These methodologies complement existing efforts, including Gold Standard’s Retrofit Energy Efficiency Measures in Shipping and the Methodology for Emission Reduction by Shore-side or Offshore Electricity Supply System, helping the maritime industry chart a course towards sustainability. Learn more about these innovative solutions and their potential to drive high-integrity impact below 👇 https://lnkd.in/gEvRGW7Y #SustainableShipping #ClimateAction #MethaneReduction #GoldStandard
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🚢 Alcom is thrilled to announce the release of our Methodology for Marine Fuels and Bio Bunkers, developed in partnership with Gold Standard! You can read the full methodology here: https://lnkd.in/gYsC9CBa. This milestone marks more than two years of rigorous development. The idea originated from a challenge faced by Alcom’s CEO, Prateek Tiwari, during his transition from commodities trading to biofuels trading—it was both exciting and frustrating, as the business was heavily reliant on government mandates and subsidies. The key issue was always the "green premium"—who’s going to pay for it? Alcom's methodology resolves a decades-long debate by bringing carbon finance to subsidy-dependent sectors, enabling decarbonization without relying solely on government intervention. Aligned with IMO CII and Fuel EU Maritime regulations, it simplifies low-carbon policy implementation by addressing financing concerns. Measuring emissions savings on a "well-to-wake" basis, the methodology ensures full traceability, avoids double counting, and is applicable globally across sectors such as aviation, manufacturing, and logistics. “By measuring emissions savings along the entire value chain from processing waste to biofuels to bunkers, maritime players can earn credits when mixing biobunkers with bunker fuel—with full traceability and confidence,” said Prateek Tiwari, Alcom CEO. Our collaboration with Gold Standard means these credits have been developed by the industry, for the industry, so that leading shipping companies can use this practical decarbonisation tool in their cleaner fuels transition plan.” We’re excited about the impact this will have on the global energy transition. Reach out to learn more about how Alcom’s methodology can help you meet your decarbonisation goals. #BioBunkers #GreenShipping #CarbonCredits
Gold Standard has released two cutting-edge methodologies to reduce the shipping sector's environmental impact. The Methodology for Reducing Methane Emissions from Combustion Engine Exhaust and the Methodology for Marine Fuels and Bio Bunkers are now available to project developers. These methodologies are significant steps forward in reducing the 3% global GHG emissions that shipping contributes. Margaret Kim, CEO of Gold Standard, highlighted the importance of this progress, stating: “These new methodologies provide tangible incentives for the maritime sector, vital for world trade, to invest in green technologies and operations.” The Methodology for Marine Fuels and Bio Bunkers, developed with Alcom, promotes sustainable marine fuels like bio-bunkers. According to Alcom’s CEO, Prateek Tiwari, “This methodology strictly follows rules around sustainability and traceability… and is expected to revolutionise decarbonisation of the shipping industry as credits can be generated and monetised globally.” The “Methodology for Reducing Methane Emissions from Combustion Engine Exhaust”, developed in collaboration with Daphne Technology and The FReMCo Group, addresses methane emissions—a potent greenhouse gas. Juan Mario Michan, CEO of Daphne Technology, remarked: “Methane is a major contributor to global warming, and our approach not only curbs these emissions but also supports industries in their transition to more sustainable practices.” Alison Morris, VP at FReMCo, added: “We anticipate that the projects and carbon credits that follow this approval will be unique and valuable in the voluntary carbon market.” These methodologies complement existing efforts, including Gold Standard’s Retrofit Energy Efficiency Measures in Shipping and the Methodology for Emission Reduction by Shore-side or Offshore Electricity Supply System, helping the maritime industry chart a course towards sustainability. Learn more about these innovative solutions and their potential to drive high-integrity impact below 👇 https://lnkd.in/gEvRGW7Y #SustainableShipping #ClimateAction #MethaneReduction #GoldStandard
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#Europe's transport sector will account for almost half of Europe's greenhouse gas (GHG) emissions by 2030, according to a new analysis published by the European Transport & Environment (T&E) Federation. European transport emissions have increased by more than a quarter since 1990, and T&E's analysis of the state of European transport concludes that, while emissions from the economy as a whole are already declining, emissions from transport continue to grow. The organisation therefore argues that Europe must start taking the transport emissions problem seriously if it is to reach the goal of zero net emissions by 2050. That is why HYFUELUP project's goal of decarbonising long-distance road freight transport and maritime transportation is now more relevant than ever! https://lnkd.in/dXrtwafN #biomethane #HorizonEurope #HYFUELUP
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How vessel pooling can bring big FuelEU Maritime benefits New research from Finnish pool start-up Ahti Climate claims 70 vessels burning heavy fuel oil (HFO) can be made compliant with FuelEU regulations by a single e-methanol ship Beginning 1 January 2025, the European Union’s FuelEU Maritime regulations enter into force as part of the bloc’s larger ‘Fit For 55’ package, which aims to enable the EU to reduce its net greenhouse gas emissions by at least 55% by 2030 (compared with 1990 levels) and to achieve climate neutrality by 2050. All ships entering EU waters must comply with new carbon intensity limits on vessel emissions. One of the primary aims of the new regulation is to increase the demand for renewable and low-carbon fuels. Ahti Climate runs a FuelEU-compliant pool to allow owners of compliant low-emissions ships to be compensated for their excess allowance, while owners of more polluting vessels can avoid heavy penalties. The Ahti Pool uses AI-enabled optimisation algorithms, and energy data sets to find the lowest cost of compliance for vessels. Now the company believes its calculations show the use of one e-methanol vessel on voyages within the European Union’s waters could make 70 vessels using HFO compliant. A single ship using e-methanol and consuming a similar amount of energy to 3,000 tonnes of HFO per year could have a carbon intensity of 5 g of CO2 equivalent per megajoule (gCO2e/MJ). HFO has a carbon intensity of 91.6 gCO2e/MJ, while the target level for FuelEU Maritime is 89.3 gCO2e/MJ. https://bit.ly/4bwufqB #methanol #sustainable #marine #maritime #efuel #futurefuel #energytransition #renewable #alternativefuel
How vessel pooling can bring big FuelEU Maritime benefits
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Chartering manager at IverShips BV
4moSuc6 guys. I might pass by.