The shipping industry has been watching the dual-fuel engine choices made for newbuildings as an indicator of what many see as an uncertain fuel future.In December, DNV’s Alternative Fuels Insights platform counted
The shipping industry has been watching the dual-fuel engine choices made for newbuildings as an indicator of what many see as an uncertain fuel future.
In December, DNV’s Alternative Fuels Insights platform counted 27 ammonia and 322 methanol-fueled vessels currently on the orderbooks.
Methanol has raced ahead of ammonia, which currently lags in both engine and regulatory development.
As the years tick by, 2025 is here and 2030 is rapidly approaching, eyes are now turning to the existing fleet – to the potential for engine retrofits.
Again, methanol is ahead of ammonia. The high-profile retrofit of the Maersk Halifax to a dual-fuel methanol vessel last year led Maersk to pre-orderthe conversion of an additional 10 vessels.
Also last year, Hapag-Lloyd and Seaspan Corporation announced plans to retrofit five container ships to dual-fuel methanol for a total investment of around $120 million.
It’s not just the internationally trading fleet acting on retrofits. Caterpillar Marine plans to offer an upgrade kit for its methanol-fueled, dual-fuel Cat 3500E series engines. In a recent interview with Rhonda Moniz, Will Watson, global product manager at Caterpillar Marine, said methanol
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