The ship.energy podcast

The CEO of green analytics firm GENA Solutions examines the impact of the one-year delay of the IMO Net-Zero Framework on renewable fuel production projects, and on future ammonia and methanol volumes available for shipping. Podcast highlights While it is still too early to measure the full effect of the IMO Net-Zero Framework postponement, Vitalii explains why he has no doubt that the pipeline of renewable fuel projects will be impacted, with likely cancellations and a slowdown in new projects being launched.   He anticipates that the uncertainty around the adoption of the first GHG pricing mechanism for shipping will make shipping companies more reluctant to sign binding long-term offtake agreements, without which many project promoters will struggle to secure financing and reach a final investment decision.  Vitalii notes that renewable methanol projects are likely to be particularly affected, as more than 80% of total global demand for the molecule was expected to come from the shipping sector before the MEPC extraordinary session. He expects a mixed picture, where projects that have already secured offtakers for their future production are likely to continue to progress, while others may require more time to attach financing or attempt to reorient their production to aviation or the chemical industry. Even though FuelEU Maritime will maintain some maritime demand and the Net-Zero Framework could still be adopted next year, he warns that some projects will ‘inevitably’ be cancelled as a result of the delay.  He remarks that the scenario is ‘quite opposite’ for renewable ammonia projects, as only about 10% of global consumption in 2030 was expected to come from the maritime sector. While GENA Solutions has revised its projections for the renewable methanol capacity available by 2030, down from 8-14 million tonnes to 6-13 million tonnes, its predictions for ammonia capacity have remained unchanged at 5-10 million tonnes.  Vitalii also compares prospects for renewable methanol and ammonia with other alternative fuels, such as bio-LNG and biofuels. He predicts that the delay to the Net-Zero Framework will shrink the market for all renewable fuels, but will disproportionately affect projects that require higher risks and investments, as well as long-term commitments from shipping companies.  Finally, he reflects on the countries and regions that will be most affected by a potential slowdown in offtake agreements and rise in project cancellations, and on whether governments should jump in to bridge the gap while the fate of the global IMO regulation remains uncertain. 

In this special episode, we analyse the implications of the IMO Net-Zero Framework postponement with representatives of the shipping industry, Pacific Island States and environmental NGOs who attended the extraordinary MEPC meeting. John Taukave, researcher at the Micronesian Center for Sustainable Transport, describes the outcome of the extraordinary MEPC session, where a majority of IMO member states voted to adjourn the meeting for a year, as ‘very heartbreaking’ and ‘a huge disappointment’ that will bring an additional year of climate impacts for Pacific Island communities. A technical support and advisor for the Vanuatu delegation during the meeting, he describes the pressure, including at the highest level of government, that many countries came under from the United States, which opposed what it described as a carbon tax and threatened possible retaliation against states that would support it.  John also looks ahead to the next steps, vowing that Pacific Island States will continue their outreach work and the development of proposals to build support for the adoption of a first global GHG pricing mechanism for international shipping.  Simon Bennett, Deputy Secretary General of the International Chamber of Shipping, also expresses his disappointment at the outcome of the MEPC session, which he says fails to provide shipowners with the certainty they need to make major investment decisions.  Asked to analyse why the IMO Net-Zero Framework went from having the support of a majority of countries in April to a majority voting to postpone it six months later, he emphasises the importance of avoiding ‘blame games’. Although ICS had supported the proposed regulation to ensure a level playing field for the global industry, Simon acknowledges that the agreement’s complexity had caused concern. He argues that ‘a way has to be found’ to account for the reservations expressed by many countries.  Simon also reflects on what the outcome of MEPC means for IMO’s role as shipping’s global regulator. He warns that, if member states opt for an ‘explicit’ acceptance procedure, as was suggested by the United States, it risks creating a precedent that would make future regulatory updates more difficult.   Blánaid Sheeran, Policy Officer for Climate Diplomacy at Opportunity Green, insists that the IMO Net-Zero Framework is not dead, but delayed. She highlights that there is now an opportunity for regional and national players, as well as corporations, to take leadership on maritime decarbonisation.  While acknowledging that current geopolitics may make it harder to reach global climate agreements in the short term, she points out that politics is ‘ever changing’, whilst ‘climate change is not politics; it is science, and it is facts.’  Asked about the development of implementation guidelines, which began immediately after MEPC, she reports that those discussions have so far been constructive, with member states showing a ‘collaborative spirit.’ She expresses her optimism that a consensus could be found in the next year, before delegates have to adjudicate again on the proposed GHG pricing mechanism for international shipping. 

As countries prepare for a decisive vote on the IMO Net-Zero Framework, the EU Commission expresses confidence that the first global pricing mechanism for greenhouse gas (GHG) emissions from international shipping will be adopted.  Podcast highlights In this conversation, the EU Commission’s Director of Waterborne Transport, Fotini Ioannidou, explains why she remains confident that the IMO Net-Zero Framework will be adopted by a ‘large majority’ of member states at an extraordinary session of the organisation’s Marine Environment Protection Committee (MEPC) in mid-October.  While acknowledging that pressure from the United States, which includes possible retaliation against countries that will support the proposed global GHG pricing mechanism, is ‘serious’ and will weigh on countries’ positions, she does not believe it will be sufficient to destroy what she describes as ‘the commitment of the global community to deliver this first-of-its-kind global decarbonisation agreement.’ Asked what ‘plan B’ would look like if a majority of countries reject the Framework, she insists that there is ‘no credible alternative’ to the deal and there won’t be an opportunity to negotiate another one. She warns that, should MEPC fail to adopt the global regulation, the consequence would be regulatory fragmentation that would raise administrative burdens and costs for shipping.   Fotini also responds to calls, from the industry, for the EU to align its Emissions Trading System (ETS) and FuelEU Maritime regulations. She assures that the review process for both legislations will start ‘without delay’ as soon as the global framework is adopted to avoid a double regulatory burden for shipping companies.  Looking ahead, she also remarks that the next phase of negotiations on the development of guidelines is ‘likely to prove as difficult’ as were the talks that led to the agreement on the Net-Zero Framework itself. She singles out guidelines on rewards for zero or near-zero (ZNZ) fuels as ‘a priority among priorities’, which she says will be critical to provide clarity for investment in new fuels and energy sources. 

Cruise company Carnival Corporation unpacks the learning from its experience spearheading shore power in this new episode of the First Movers series. Podcast highlights Marcel explains how a combination of geography, available renewable electricity supplies and community support led Carnival Corporation to develop shore power in Juneau, Alaska, back in 2001.  Nearly 25 years later, he acknowledges that the use of shore power across the fleet of 90 ships remains relatively small, given that only 33 of the 800 ports where the vessels call (about 4%) currently offer shore power.  Nevertheless, he argues that the investment in making vessels capable of using shore power, which runs into the millions per ship, was worth it.  While he recognises that shore power does not make sense for all ports due to insufficient grid capacity or a lack of maritime traffic, he argues that the investment would make commercial sense for many more ports. He points to the importance of leadership from port authorities in driving initiatives like shore power, and shares his view on why deployment has been sluggish in the past two decades.  Marcel also responds to the wider debate about sustainability in the cruise sector. He points out that by improving energy efficiency, the company has lowered its greenhouse gas (GHG) intensity per passenger by 41% compared to 2008 levels and peaked its total emissions in 2011 despite growing its business by 37%.  However, he emphasises that the transition to alternative fuels depends on many factors outside cruise lines’ control, such as the availability of new fuels at an economically viable price. Describing hydrogen and ammonia as currently unrealistic for the sector, he explains why the company has opted for the LNG pathway, with 10 LNG-capable ships in its fleet and 8 more expected to be delivered by 2033.  Finally, he reflects on how Carnival Corporation’s experience with shore power development revealed the importance of a long-term vision and collaboration to achieve progress on decarbonisation.

In this episode, we examine the potential of ammonia to take off as a marine fuel, by considering trends on both the production and demand sides.  Although numbers of ammonia-fuelled vessels are lower at present than LNG or methanol, Sofia sees clear signs in the global orderbooks that ammonia is gaining momentum as a marine fuel.  She believes that the market is likely to first emerge among ammonia carriers, and in regions where infrastructure is already being developed for receiving ammonia as an energy vector, including Japan and parts of Europe.  With future low-carbon ammonia production expected to reach nearly 50 million tonnes by 2030, she highlights that the bulk of that production isn’t earmarked for the maritime sector. Instead, she notes that the lion’s share of investments is for projects using ammonia for energy production and to decarbonise land-based industries.  Sofia urges shipping companies to get involved where potential ammonia production, infrastructure and import ecosystems are already emerging, by joining clusters to co-invest and share risk with other industries. While she is confident that technology developments will meet the challenge of ensuring safe, leak-proof ammonia fuel and bunkering systems, she argues that the bunkering industry needs to step up to ensure operational readiness for ammonia bunkering.  She also insists on the importance of developing robust protocols for verifying and certifying the lifecycle carbon footprint of different ammonia production sources. Finally, she explains why the adoption of the IMO Net-Zero Framework, which is scheduled to take place in October, will be essential for the development of a market for ammonia as a marine fuel. 

The Executive Director of the Norwegian Shipowners’ Association, Helene Tofte, unpacks some of the main reasons why the country seems to have a head start on the energy transition – from the impact of ownership structures on individual companies’ willingness to invest for the long term, to the presence of industry clusters to foster collaboration on new technologies.  Data from the Norwegian Shipowners’ Association shows that 90% of its members have invested in emissions reduction technologies, including battery and hybrid systems, wind propulsion, and shore power.  Moreover, about 15% of vessels owned by the Association’s members today are powered by alternative fuels, compared to 2% of the global fleet. The orderbook reveals a similar trend, with 72% of newbuilds on order from Norwegian owners set to run on alternative fuels, compared to the global average of 27%.  Helene explains how Norwegian shipowners make business cases work for those investments in new fuels or technologies, and whether those decisions are already paying off in commercial terms.  She also lifts the veil on the challenges faced by the country’s shipowners. While the level of state support for decarbonisation makes Norway the envy of other owners elsewhere in the world, she argues that there is a need to ensure that enough funding is allocated for energy efficiency measures, and not solely for cutting-edge net-zero projects.  Finally, she reflects on the importance of the IMO adopting its Net-Zero Framework in October, but also of the EU harmonising its regulation, to create a level playing field globally.  About the Norwegian Shipowners’ Association The Norwegian Shipowners’ Association (Norges Rederiforbund) is a trade and employment organisation representing Norwegian-controlled companies in the shipping and offshore industry. The Association has 128 members, which control a 450-strong offshore fleet, including wind- and subsea vessels, as well as 240 ships on short-sea routes and over 700 vessels in the deep-sea segment. In addition, 50 mobile offshore units are part of its member fleet. 

In this episode, GCMD’s CEO Prof. Lynn Loo unpacks the learnings from two landmark pilots: ship-to-ship ammonia transfers in the Pilbara and a demonstration of an end-to-end value chain for onboard captured CO₂ in China. She describes how safety risks, including toxicity, were managed during the first ship-to-ship transfer of liquid ammonia between two gas carriers, which was carried out in Western Australia. She also shares technical and operational insights from the pilot, which aims to provide guidelines for other ports to conduct trials and ultimately strengthen their confidence to develop ammonia bunkering capabilities. Asked for her views on how and when this might unfold, she explains why she sees large bulk carriers on the iron ore corridor between Western Australia and Northern Asia as probable frontrunners – and why containerships are unlikely to be first movers on ammonia as a marine fuel even though they have been first movers on other fuels and decarbonisation measures.  Lynn then discusses the results from another pilot that saw 25 metric tonnes of liquefied CO2 that had been captured on a ship being offloaded, transported, and used as feedstock in the production of low-carbon calcium carbonate. Demonstrating this possible end use for captured CO2 was a major first step, she highlights, adding that the next trials will focus on lifecycle assessments and solving some technical challenges.  She also emphasises the importance of building trust in existing decarbonisation options, such as biofuels and energy efficiency technologies, to accelerate their uptake by the shipping industry. She outlines how GCMD is currently working on projects to improve biofuel traceability and validate the fuel savings delivered by energy efficiency technologies.  Finally, she reflects on how the financial, operational, technical, and safety risks of the energy transition can be managed through a cross-sector collaborative approach. 

In this episode, BV’s maritime head details why he believes that shipping needs ‘radical ideas’ to achieve its decarbonisation targets.  Speaking after the publication of his second book, titled Toward a sustainable blue economy, in which he calls for ‘a revolution in how we finance, fuel and operate the global fleet’, Matthieu de Tugny outlines what this looks like in practice.  He offers some avenues to reinvent the current economics behind investment and funding decisions in shipping, which are generally geared towards proven technology – often conventional fossil fuels – and tend to incentivise shipowners to ‘sit back and wait’. Describing green financing as a ‘structural enabler’ of decarbonisation, he shares his views on the impact of initiatives such as the Poseidon Principles and the Sea Cargo Charter, and explains what more can be done by regulators to give a competitive advantage to first movers and bring more certainty on broader infrastructure and supply chain investments.  Matthieu de Tugny also shares his advice for owners of smaller fleets or vessels operated on tramp trades. Whilst acknowledging that those companies are unlikely to become early adopters of new fuels such as ammonia or methanol, he emphasised the importance of incremental progress delivered by efficiency improvements or transition fuels such as biofuels. He reflects on how classification societies are set to be transformed by shipping’s decarbonisation transition, helping mitigate risk around new fuels and technologies and taking on a more advisory role.  Finally, he shares his views on the potential applications of artificial intelligence (AI) to optimise the performance and maintenance of fleets, and explains why he believes that training could be the most important challenge for the industry going forward. 

In this episode, we meet the new CEO of the Methanol Institute to hear his gameplan for the development of methanol as a marine fuel. Alexander Döll explains why he is confident that renewable methanol production will be able to meet shipping’s demand. With 240 projects for blue, bio- or e-methanol currently under development, he expects ‘real volumes’ to be available by 2027 or 2028. He discusses the role of China as a first mover, representing 88% of renewable methanol production today, and outlines how he anticipates production and bunkering infrastructure to scale up in more shipping hubs in the short, medium and long term. He also reacts to the latest figures in the global orderbook for alternative-fuelled ships, which showed LNG overtaking methanol from mid-2024, arguing that methanol isn’t losing momentum as a marine fuel option. He reports ‘genuinely encouraging’ results from the practical experience of bunkering, crew training and using methanol as fuel on ships since the entry into service of Ane Maersk in early 2024. He also addresses reports from Maersk of maintenance problems with their methanol dual-fuel engines, which he says were ‘completely expected’ at this stage, and reveals that a solution has been found by the engine manufacturer. Reflecting on the energy transition more broadly, he emphasises that a multi-fuel approach will be needed, and explains why he believes that shipping should stop thinking of the transition as a race or a competition between fuels.

In this episode, we meet students, tutors and managers at the South Devon College Marine Academy to discuss how maritime training is evolving amid shipping’s digital and energy transitions.  The Academy, on the banks of the River Dart, in South West England, trains between 70 and 100 students and apprentices each year in its maritime programmes.  Join our Senior Editor Ariane Morrissey as she accompanies a group of Maritime Studies pupils on a sea outing on the last day of their year-long programme, in June 2025.  We meet Emma Eggleton and Harry Clayton, both 17, who share their thoughts on the profound changes that the maritime industry will experience during their future careers at sea – and why they feel up to the challenge.  During our visit, learning support technician Shaun Cuming and lecturer Rebecca Sanders explain how they have already started adapting their teaching to prepare their students for the new fuels and technologies that they are likely to encounter on ships. Finally, Paul Singer, business and qualification development coordinator at the Academy, reflects on the challenges that the energy transition is bringing for maritime training institutions, including that of developing new course content, training its own teaching staff, and finding funding for new equipment for its workshops.  He argues that the transition can open up new opportunities, as the industry is already manifesting its demand for training courses to upskill its workforce, and demand for trained maritime workers will grow from emerging sectors such as offshore wind. 

With shipping’s energy transition calling for huge investments in new ships, fuels, technologies and supply chains, Enova’s Rune Holmen discusses how governments can best support – and fund – maritime decarbonisation.  Owned by the Norwegian Ministry of Climate and the Environment, Enova’s mandate is to allocate funds to projects that will help the country reach net-zero by 2050. It manages an annual budget of around $1 billion. A substantial part of this is allocated to maritime decarbonisation initiatives, ranging from battery installations to carbon capture, fuel production, and ships capable of using hydrogen or ammonia as fuel.  In this conversation, Rune reflects on the results delivered by the funds, which have supported more than 900 maritime projects in the past 10 years. He recalls how one of the first projects – charging stations for Norway’s first fully-electric ferries – was initially dismissed by many as ‘science-fiction’, but ultimately helped build the battery value chain in the country, leading to about 45 battery-powered ferries hitting the water since. Today, such electrification projects often materialise without any public funding as they have become financially viable on their own, which he emphasises is Enova’s end goal. Rune describes how Enova is now attempting to replicate this success with ammonia and hydrogen, with funds being allocated for production and bunkering sites at the same time as investments in ships using those fuels. He insists that a ‘whole supply chain’ approach is essential, but explains why directly financing fuel purchases to cover the cost gap between renewable and fossil fuels isn’t the best option in his view.  With public finances around the world feeling the squeeze and many competing demands for funding, he explains how Enova selects the projects it supports – and why it will no longer fund projects to fit wind propulsion or energy efficiency on newbuild vessels powered by LNG or fossil fuels, as those would reduce greenhouse gas (GHG) emissions but fail to reach net-zero by 2050.  Asked what lessons Enova’s experience can reveal for other countries that don’t have the same level of resources as Norway, he highlighted that even relatively small investments can make a big difference, if targeted wisely. Among his top tips: ‘think systematically and accept that this takes time’.  

In this sixth episode of the First Movers series, Odfjell’s Erik Hjortland discusses the results and lessons learned from the installation of more than 140 energy efficiency technologies across the company’s fleet of 71 chemical tankers.  The Norwegian owner and operator first embarked on an energy efficiency programme in 2007, using enhanced data collection to drive operational improvements, before rolling out a retrofitting programme to upgrade rudder systems, propellers and main engines across its fleet from 2015.  In this conversation, Erik comments on the results achieved by the programme, which has improved the energy efficiency of Odfjell’s managed fleet by 53% compared to a 2008 baseline. He also sheds light on the company’s approach to selecting what technologies to install on its vessels, and shares his insights into which ones have delivered the best return on investment in real-life operations. He argues that the business case for energy efficiency is clear, revealing that Odfjell has invested $40 million in energy efficiency technologies since 2014, which led to $108 million in savings in the past five years.  Erik also explains why Odfjell decided to move one step further with the installation of suction sails on the Bow Olympus, and the completion of a near carbon neutral transatlantic voyage which combined wind propulsion and biofuels. He calls on the industry to do more to harness the emissions reduction potential of existing technologies. *** First Movers puts the spotlight on maritime companies that that were among the first to trial and adopt new fuels or technologies. The series goes beyond initial big announcements and headlines, and asks what happens in the months and years that follow. It aims to unpack the practical challenges that first movers experience, and implementing new fuels or technologies have transformed their operations and business.  Listen to the previous episodes in the First Movers series:  Episode 01: Rasmus Nielsen, Naval Architect / Officer at Scandlines, one of the first companies to install rotor sails on their ships Episode 02: Andrew Hoare, Group Manager of Green Shipping at Fortescue, which pioneered the world’s first ship to use ammonia as fuel Episode 03: Jordan Pechie, President of Seaspan Marine Transportation, about the deployment of fully-electric tugboats in their fleet Episode 04: Femke Brenninkmeijer, CEO of NPRC, which spearheaded the world’s first newbuild inland vessel that can use hydrogen as a fuel Episode 05: Henrik Røjel, Head of Decarbonisation & Climate Solutions at Norden, which became one of the first companies to trial 100% biofuels on a large ocean-going vessel

In this edition of the ship.energy podcast, Lesley Bankes-Hughes talks to a very well-known and proactive leader in the maritime industry, Pia Meling. Pia has had an extensive career in shipping and the imperatives of sustainability and decarbonisation have informed and underpinned her job choices, including working on good practice in ship recycling and on zero emission, autonomous shipping. In March this year, she left Grieg Green where she was Managing Director, and she is now leading the team at EVIGO, the green services offshoot of the ship management company, OSM Thome. One of the largest global ship managers, OSM Thome handles the operations and crewing of around 1,000 vessels across a range of segments, and when it launched its EVIGO division in late 2024 one of its mission statements was ‘to tackle environmental targets head-on’. In this podcast, Pia discusses the business culture and values she is looking to inculcate in this new venture and also explains why she decided to take the job is its MD. She explores a changing relationship between shipowner and ship manager in the context of shipping’s decarbonisation, the challenges as well as the positives of stakeholder collaboration, the GHG emission reduction options available to the existing global fleet, fuel ‘demand signals’, and the importance of training the maritime workforce to be able to deliver the energy transition onboard and landside. She also offers her ‘take’ on EU regulation and the outcomes of IMO MEPC 83, as well her views on what leadership should be as shipping navigates its course through one of the biggest changes in its history.

As the dust begins to settle on the landmark approval of the first global greenhouse gas (GHG) pricing mechanism for international shipping, the IMO Secretary-General considers the road ahead, and urges the industry to not delay action on decarbonisation.  In this conversation, Arsenio Dominguez reflects on the eventful MEPC 83 meeting that led to IMO member states approving a ‘compromise’ text comprising mandatory requirements for the GHG intensity of the energy used by ships, with penalties for non-compliant vessels based on a tiered system.  He responds to criticisms that the new IMO Net-Zero Framework is unlikely to achieve the IMO’s own GHG emissions reductions targets, insisting that the organisation remains on track to meet its ambition of reaching net-zero ‘by or around’ 2050.  Although the approval required a vote, a rare occurrence at the IMO which generally makes decisions by consensus, the Secretary-General describes the agreement as ‘an immense achievement’ and is adamant that the measure will be formally adopted in October as scheduled.  Asked what his priorities will be in the lead-up to that extraordinary MEPC session, he outlines how he will attempt to address the concerns of member states that opposed the measure in April – and explains what will be his approach to the United States, which did not attend the discussions in London, instead sending a letter to oppose the measure and threaten retaliatory action against any fees.  Arsenio Dominguez calls on ship owners, operators and fuel producers to take action, laying out a timeline for when much-anticipated guidelines will be available ahead of the planned entry into force of the new pricing mechanism in 2027. https://www.imo.org/

In this episode, we find out more about the results of the first commercial deployment of Blue Visby, which aims to end the practice of ‘sail fast then wait’ and thereby reduce shipping’s greenhouse gas (GHG) emissions.  Led by CBH Group, a Western Australian co-operative of grain growers, the first few months of operations saw emissions avoided of about 15%, which is consistent with results from earlier prototype trials, and what was modelled by digital twin pilots before that. Blue Visby achieved those emissions savings by giving each ship’s captains an optimal time of arrival that keeps their place in the queue and allows them to slow down, reducing their fuel consumption, and arrive when their berth is ready.  In this conversation, the coordinator of Blue Visby, Haris Zografakis, reflects on whether similar emissions savings could be replicated elsewhere. He discusses the scaling up potential of Blue Visby, and the consortium’s plans to deploy the system in more commercial settings, including the Panama Canal and the ports of Rotterdam, in the Netherlands, and Newcastle, in Australia.  He insists on the importance for any decarbonisation solution to be ‘commercially palatable’ to enable their uptake by the industry. He explains how Blue Visby’s contractual arrangements aim to neutralise ‘split incentives’ by which some parties benefit financially from ‘sail fast then wait’ (SFTW) because they can claim demurrage.  Nearly three years after the Blue Visby consortium was launched, Haris estimates that there has been progress in industry awareness and willingness to accept new ways of working – and he believes that shipping’s decarbonisation transition will only increase the urgency to solve SFTW. 

In this special episode, representatives from Small Island Developing States (SIDS) and the bunkering industry lay out their hopes and expectations ahead of the IMO’s MEPC 83 meeting, which is set to approve potentially ‘game-changing’ measures for shipping’s energy transition.  Ambassador Albon Ishoda, Marshall Islands’ Special Envoy for Maritime Decarbonisation,  and Edmund Hughes, IBIA’s Representative to the IMO, concur in calling for Member States to agree a strong economic measure or greenhouse gas levy when they meet in London.  They highlight the ‘vast’ needs to both fund shipping’s energy transition and build climate resilience in developing countries.  Ambassador Ishoda explains why a GHG levy – something that Pacific and Caribbean SIDS have been demanding for years – is one of the most important elements that he wants to see in the final agreement. He also argues that the price of this levy must be ‘high enough’ so that in addition to incentivising new fuels and technologies, revenues can also be used to support developing countries that are experiencing first-hand the impacts of climate change.  IBIA’s Edmund Hughes also backs the proposal of a fund supported by a levy or another similar maritime GHG pricing mechanism. He believes this has the potential to be a game-changer, by providing the clear demand signals needed by the industry to invest in the production and bunkering of low- and zero-carbon fuels for shipping. Both guests share their thoughts on whether an agreement can be reached at MEPC 83, despite fundamental differences in opinions between countries and amid changing geopolitics. Although the GHG levy proposal has gained momentum and is now backed by more than 50 countries, it is opposed by others who cite concerns about potential impacts of a levy on economies, shipping prices, and food security.  Hughes and Ishoda also give their views on what will come after MEPC 83: how the industry and financiers might respond to an economic measure, and how a potential IMO Fund could help build climate resilience in developing countries. 

In this fifth episode of the First Movers series, Ariane Morrissey is joined by Henrik Røjel, Head of Decarbonisation and Climate Solutions at Norden, to discuss how their business and operations were transformed since the company became one of the first to trial 100% biofuels on a large ocean-going vessel in 2018.  First Movers features maritime companies that were among the first to trial and adopt new fuels or technologies. The series goes beyond initial big announcements and headlines, and asks what happens in the months and years that follow. It aims to unpack the practical challenges, and opportunities, that first movers experience as new fuels and technologies become part of their operations. In this conversation, Henrik reveals why he believes that being an early biofuel adopter helped Norden develop a competitive edge. Even though there was hardly any demand for green shipping from cargo owners at the time of the first trials, the move helped the Danish operator and its crews build knowledge and experience around the fuel. Henrik describes how biofuels have since become part of Norden’s day-to-day operations, leading to the development of a ‘book-and-claim’ service that enabled the company to obtain high-profile deals with BHP and Meta to help decarbonise their supply chains. Asked about the challenges of limited feedstocks, he explains why it ‘made a lot of sense’ for Norden to acquire a minority stake in the biofuel producer MASH Makes to secure access to sustainable biofuels at a competitive price. Henrik notes that the business case for decarbonisation measures is evolving quickly amid new regulation, describing FuelEU Maritime as a ‘game changer’ for biofuel use in shipping. He also reflects on the challenges of transitioning to future fuels, such as ammonia or methanol, for companies like Norden, which operate bulk carriers and tankers primarily on the spot market.  Listen to the previous episodes in the First Movers series:  Episode 01: Rasmus Nielsen, Naval Architect / Officer at Scandlines, one of the first companies to install rotor sails on their ships Episode 02: Andrew Hoare, Group Manager of Green Shipping at Fortescue, which pioneered the world’s first ship to use ammonia as fuel Episode 03: Jordan Pechie, President of Seaspan Marine Transportation, about the deployment of fully-electric tugboats in their fleet Episode 04: Femke Brenninkmeijer, CEO of NPRC, which spearheaded the world’s first newbuild inland vessel that can use hydrogen as a fuel

AYK Energy’s Chris Kruger is known as one of the founders of marine battery technology, having worked first in the electric car industry before moving to marine. He developed the battery for the first hybrid propulsion ferry, Princess Benedikte, and the first fully electric ferry, Ampere, in 2012. A native South African now based in Andorra, he established AYK Energy in 2018, building its first factory in 2023 China to be close to the centre of the battery industry supply chain, which he says is 10 years ahead of Europe. In this conversation, Chris draws on his long experience in the battery industry to explain some of the operational challenges associated with using the technology in a harsh maritime environment. He also gives an overview of AYK’s recent and ongoing projects, including a ground-breaking contract with Frances’ Brittany Ferries. He addresses safety concerns in using batteries onboard ships and he explains why he supports the use of lithium iron phosphate batteries in this operational environment. He also looks at what might be on the horizon for batteries as the technology advances. Achieving commercial viability is also the name of the game for technology companies – whether they be mature businesses or start-ups – and Chris offers some key insights into the processes and challenges of setting up manufacturing operations overseas and moving from concept to production. With his deep knowledge of the battery sector, he also has some interesting perspectives on how the industry is evolving, the business climate for new entrants, and whether some market consolidation may be on the cards. For more information, go to www.aykenergy.com

The new edition of the ship.energy podcast features Ingrid Irigoyen, Senior Director, Ocean and Climate at the Washington-headquartered Aspen Institute’s Energy and Environment Program, who is also President and CEO of the Zero Emission Maritime Buyers Alliance (ZEMBA), and Dr Charlie McKinlay, who is the Fuels and Technologies Lead at LR’s Maritime Decarbonisation Hub. The podcast is released to coincide with the launch of ZEMBA’s second tender to shipowners which will focus on 3–5-year off take contracts for e-fuel-powered container shipping, starting in 2027. A key focus of ZEMBA’s work is to make advanced market commitments for innovative fuels and technologies. ZEMBA’s inaugural fuel tender to shipowners was completed in April 2024. Hapag-Lloyd was the winner, and it has been supplying ZEMBA members with bio-LNG. Ahead of its new tender, ZEMBA drew on the expertise of Lloyd’s Register’s Maritime Decarbonisation Hub to send out a request for information to assess the market readiness of e-fuels for commercial deployment in the shipping sector from a 2027 starting point. In the maritime sector, we are hearing a lot about the need for fuel demand signals to catalyse shipping’s energy transition. New or alternative marine fuels – and particularly the very low and zero carbon variants – are expensive to produce, and we are starting from a low base in terms of their scalability and geographical availability. In this podcast, Ingrid and Charlie look at the low and zero carbon fuel demand and supply conundrum, offer their perspectives on how industry collaboration is working in practice to address this, and discuss the latest ZEMBA tender process in detail. Ingrid Irigoyen is the Senior Director, Ocean and Climate, for the Aspen Institute Energy and Environment Program (EEP), where she leads EEP’s work at the ocean-climate nexus and serves as a strategic advisor and facilitator for multi-stakeholder initiatives seeking to address climate, ocean, and coastal challenges. She also serves as the President and CEO of the Zero Emission Maritime Buyers Alliance (ZEMBA), a non-profit organization and first-of-its-kind buyers group within the maritime sector with the mission to accelerate commercial deployment of clean energy powered shipping, enable economies of scale for new solutions, and support cargo owner engagement in maritime clean energy policy.   Prior to joining Aspen in 2018, she was a Senior Mediator and Program Manager at Meridian Institute, where she devoted 13 years to the design and execution of collaborative multi-stakeholder sustainability solutions, with a special focus on oceans and coasts. Prior to this, among other positions, Ingrid was a John A. Knauss Marine Policy Fellow with the U.S. National Oceanic and Atmospheric Administration. She holds a Masters of Environmental Management from the Nicholas School of the Environment at Duke University and a Bachelor of Science in Environmental Science from the University of New Hampshire.   More information about the work and membership of ZEMBA can be found at its website: Zero Emission Maritime Buyers Alliance – ZEMBA Dr. Charlie McKinlay is a researcher in the field of maritime decarbonisation and is the Fuels and Technologies Lead at the Lloyd Register’s (LR) Maritime Decarbonisation Hub, where he one of the key team leads for The Silk Alliance Green Corridor Cluster initiative for shipping focused on bunkering alternative fuels in Singapore. Charlie’s professional research expertise focuses on clean maritime fuels, encompassing the whole value chain, from sustainable and scalable supply chains to efficient onboard deployment. Charlie holds a PhD in Dynamic Energy System Modelling from the University of Southampton, where he researched into transition technologies for viable zero emissions shipping solutions, such as fuel cells, energy saving technologies, and smart energy management. The Lloyd’s Register Maritime Decarbonisation Hub is an independent, not-for-profit social purpose organisation, working towards our vision of a safe, sustainable, and human-centric decarbonised shipping industry for the benefit of society. Formed in 2020 with a grant from Lloyd’s Register Foundation, and in partnership with Lloyd’s Register Group, we are an evidence-led research and action unit. Our team of specialists in economics, fuels, risk & safety engineering, human factors, and analytics deliver research, insights, and implementation pathways to future fuels across the maritime supply chain. For more information, go to www.maritimedecarbonisationhub.org.  

The First Movers series puts the spotlight on maritime companies that were among the first to trial and adopt new fuels and technologies.  But rather than focusing on initial big announcements and headlines, this series asks what happens in the months and years that follow. It aims to unpack the practical challenges, tangible results, and new opportunities experienced by shipping’s first movers as new fuels and technologies become part of their operations.  In this fourth episode of First Movers, Ariane Morrissey is joined by Femke Brenninkmeijer, CEO of NPRC, a Dutch cooperative of barge owners. The company pioneered Antonie, the world’s first newbuild inland vessel that can use hydrogen as a fuel. In this conversation, Femke reflects on the key learnings from the project, which was launched with a vision for the 135-metre-long inland ship, which transports salt for Nobian from its production site of Delfzijl to Rotterdam, to be fuelled by green hydrogen that is created as a by-product of salt production. While Antonie officially started operations in late 2023, it has not been able to use hydrogen as a fuel yet – due to delays in some certifications, engineering, and deliveries of hydrogen containers.  Despite those setbacks, Femke is confident that the vessel will sail on hydrogen in the coming months, and the company is already working on two more projects for hydrogen-fuelled ships.  She recognised that being a first mover comes at a price, but she believes it is worth it for the learnings gained – not only in terms of technical and engineering expertise, but in shedding light on the importance of solid partnerships to go through the inevitable ‘ups and downs’ of spearheading innovation. Listen to the previous episodes in the First Movers series:  Episode 01: Rasmus Nielsen, Naval Architect / Officer, Scandlines Episode 02: Andrew Hoare, Group Manager of Green Shipping at Fortescue Episode 03: Jordan Pechie, President, Seaspan Marine Transportation