News
24/11/25
Q&A: Marine decarbonisation to continue despite delay
Sao Paulo, 24 November (Argus) — The maritime sector is staying on course
towards decarbonisation, with marine biofuels and LNG gaining traction in the
short term, despite the IMO postponing its net-zero framework vote until October
2026, DNV global decarbonisation director Jason Stefanatos said. No single fuel
is likely to be adopted at scale in the medium to long term, and alternative
marine fuels will coexist as part of the path to net zero, he said. Edited
highlights follow. IMO delegates have postponed a vote on the net-zero framework
until next year. What's your view on the delay, and how might it impact the
adoption of alternative bunker fuels? The postponement of the IMO net-zero
framework highlights the need for greater clarity on its practical
implementation. But while the delay creates some uncertainty, the industry's
decarbonisation targets remain unchanged. DNV's October 2025 AFI data confirms
that the industry's commitment to alternative fuels remains strong Which fuels
are the leading trend in maritime decarbonisation in the short and long term? In
the short term, both LNG and biofuels are leading trends in maritime
decarbonisation because of LNG bunkering infrastructure and because biofuels are
drop-in. Over the longer term, the transition will diversify, adding more fuels
in the mix, with methanol, ammonia, hydrogen and e-fuels expected to play roles
as technology, supply and regulatory frameworks mature. There is no trend in the
long term. The most suitable fuel and technology will be determined by each
operator's specific fleet characteristics, operational requirements, overall
commercial objectives, as well as global and regional geopolitical decisions and
developments. With the energy transition underway in the maritime sector, is
ethanol an option for mid- and long-term decarbonisation? Ethanol is technically
feasible as a marine fuel, and has gained more popularity in the past months due
to technical developments by engine makers and developments on the supply side.
Although the vast majority today does not come from sustainable biomass, it is a
promising new fuel that could play a role in the future. Its similarities with
methanol enable methanol-fuelled vessels to easily switch to ethanol if needed,
providing further fuel flexibility, which is important during high uncertainty
times. E-fuels have been identified as a potential net-zero fuel. How do you see
their development as a marine fuel, considering they are not currently available
at commercial scale? E-fuels are presented as a long-term solution for maritime
decarbonisation, but their commercial availability and cost competitiveness
remain challenges for widespread adoption. Demand is expected to grow as
regulatory requirements tighten, but supply will depend on large-scale
investments in renewable energy and production capacity. Ammonia is a possible
alternative fuel for the future, but barriers to its adoption remain, DNV said
in a recent publication. Why does it make sense to invest in ammonia as a bunker
fuel when other fuels are more established and safer? Ammonia has benefits and
barriers on its adoption. On the benefits side, ammonia is a fuel without carbon
content, can act as a hydrogen carrier, and has some basic infrastructure and
technology in place, as there are already vessels operating with ammonia. On the
other hand, safety and technical issues will require a lot of industry effort to
be overcome. The FuelEU Maritime regulation introduced a 2pc reduction target
for GHG emissions from vessels in 2025. Individual EU countries are implementing
their own RED III regulations this year. Are these emission policies driving
demand for alternative fuels, or should the EU consider tightening its
restrictions? And what do these regulations mean for the wider global market?
These regulations are drivers for alternative fuel demand in shipping and have
contributed to accelerating investment in low-GHG fuels and technologies.
However, the global impact will depend on how IMO regulations will be agreed and
defined by the delegates. Some uncertainty remains as further regional
regulations could lead to uneven competition and increased complexity for
international operators. By Natália Coelho and Gabriel Tassi Lara Send comments
and request more information at feedback@argusmedia.com Copyright © 2025. Argus
Media group . All rights reserved.
