Maersk - Experts & Thought Leaders

A. P. Moller-Maersk (Maersk), one of the world’s largest containership operators, and Inmarsat Maritime, a Viasat company, have signed an agreement to upgrade Inmarsat satellite communications services across Maersk’s global fleet of approximately 340 container ships. The agreement will see bandwidth enhancements rolled out across Maersk’s entire fleet of owned container ships between 2025 and 2026. Floating office These upgrades are part of Maersk’s strategic roadmap to facilitate unified connectivity and transform its vessels into fully operational floating offices as well as providing crews with improved connectivity. The concept of ‘floating office’ is aimed at revolutionising vessel operations through an advanced digitalisation strategy, expanded cloud-enabled solutions, and a more cohesive operational infrastructure, enabling future advancements in automation-focused operations and potentially autonomous operations as well. Secure connectivity  Inmarsat Maritime’s future-proofed connectivity service combines Ka-band and ultra-resilient L-band networks Inmarsat Maritime’s future-proofed connectivity service combines Ka-band and ultra-resilient L-band networks, providing global, always-on, reliable, and secure connectivity for Maersk’s fleet, essential for transforming vessels into both floating offices and floating homes for seafarers. Karthikeyan Arumugam, Senior Product Manager at Maersk said, “Connectivity is the key enabler in ensuring our vessels can become floating offices, and with our “One SatCom” project we have the target of having transformed all our vessels into floating offices by 2027." Digital transformation "The partnership with Inmarsat Maritime plays an important role in enriching application availability and performance – thereby supporting our digital transformation at sea." "No less important, it also fosters a better working environment and well-being for our crew members - ensuring that our vessels are not only workplaces but also connected homes away from home.” Operational framework Ben Palmer OBE, President, of Inmarsat Maritime said, “Our long-term partnership with Maersk is tailored to meet the evolving demands for maritime connectivity." "Our connectivity solutions are designed to integrate seamlessly with Maersk’s operational framework, ensuring a robust, secure, and continuous flow of information between ship and shore. This expanded agreement is a testament to our commitment to enabling strategic outcomes through superior connectivity solutions.” Excellence and innovation The long-term partnership with Inmarsat Maritime reflects Maersk’s ongoing dedication to leading the industry in operational excellence and innovation. By establishing a new benchmark in maritime connectivity, Maersk and Inmarsat Maritime are paving the way for a more interconnected and efficient future in global shipping.

MAN Energy Solutions has announced the successful retrofit of the main engine of the ‘Maersk Halifax’ to a dual-fuel MAN B&W ME-LGIM unit. MAN PrimeServ, MAN Energy Solutions’ after-sales division, carried out the work, the first such project globally involving a VLCV (Very Large Container Vessel). The 15,000 teu vessel entered service in 2017 and was originally powered by an MAN B&W 8G95ME-C9.5 prime mover. The retrofit to an 8G95ME-LGIM Mk10.5 engine enables the Maersk Halifax to operate on green methanol, making it possible to reduce its CO2 emissions by 90%. Vessel’s engine-control system The retrofit also included an upgrade to the vessel’s engine-control system to MAN Energy Solutions’ latest Triton system. Following the completion of sea-trials, Maersk Halifax has returned to operation and is now servicing A.P. Moller-Maersk’s (Maersk) Trans-Pacific trade. Leonardo Sonzio, Head of Fleet Management and Technology at Maersk, said: "Since we set the ambitious climate goal of reaching net zero emissions by 2040, we have explored the potential in retrofitting existing vessels with dual-fuel engines. In the coming year, we will take learnings from this first conversion of a large vessel. Retrofits of existing vessels can be an important alternative to new builds in our transition from fossil fuels to low-emission fuels." Reduce CO2 emissions Maersk has already placed a preorder for MAN PrimeServ to convert an additional 10 vessels The Halifax retrofit is expected to serve as a blueprint for future retrofit projects. Indeed, Maersk has already placed a preorder for MAN PrimeServ to convert an additional 10 vessels from its fleet to methanol operation. Michael Petersen, Senior Vice President and Head of PrimeServ Denmark, praised the project collaboration with Maersk and Asia Pacific and said: "Retrofits are one of the five growth areas identified in MAN Energy Solutions’ ‘Moving Big Things To Zero’ strategy, enabling shipowners to drastically reduce CO2 emissions without having to commission newbuilds. Retrofitted engines are able to switch between fuels with minimal disruption, flexibility that is crucial for maintaining operational efficiency and reliability." Shipping towards decarbonisation Michael Petersen added: "At PrimeServ, we estimate that more than 4,000 existing marine engines have the potential to be converted to operation on green fuels like e-methanol and e-methane." Speaking at a recent event at Asia Pacific Dockyard in Zhoushan to mark the project’s conclusion, Sarath Prasannan, Senior Vice President and Head of Region Asia Pacific, said: "This groundbreaking project marks a pivotal moment in the shipping industry's journey towards decarbonisation. We hope that China's policies and infrastructure will continue to foster an environment where shipyards can carry forward this commendable work."

In a significant step towards establishing eco-friendly maritime practices, South Korea successfully conducted its first Simultaneous Operations (SIMOPs) of ship-to-ship methanol bunkering at Busan New Port on 4th October. This groundbreaking achievement marks a crucial advancement in the nation's commitment to developing a sustainable ship fuel supply chain. Key highlights First-ever SIMOPs methanol bunkering in South Korea. 11-hour operation supplying approximately 3,000 tons of methanol. Conducted at Busan New Port Terminal 2(PNC) during cargo unloading. Follows successful LNG bunkering SIMOPs at Busan New Port in August. Eco-friendly Ship Fuel Supply Chain The ministry has been diligently working on securing bunkering vessels, developing port infrastructure The Ministry of Oceans and Fisheries (MOF) spearheaded this initiative as part of its plan to build an Eco-friendly Ship Fuel Supply Chain, announced in November 2023. The ministry has been diligently working on securing bunkering vessels, developing port infrastructure, and standardising bunkering procedures. Methanol bunkering Busan Port Authority (BPA) supported the methanol bunkering demonstration project, offering exemptions on port facility usage fees and coordinating with relevant agencies to review safety protocols through an inter-agency consultative body. Korean Register (KR) has played a pivotal role in providing technical support for the development of a methanol bunkering safety system. KR's contributions include developing standard operating procedures, defining safety management zones, and creating guidance for self-safety management plans. Eco-friendly shipping The implementation of SIMOPs, which allows for simultaneous cargo operations and supply of green fuel This accomplishment is expected to significantly enhance the competitiveness of South Korean ports in the growing market for eco-friendly shipping. The successful implementation of SIMOPs, which allows for simultaneous cargo operations and supply of green fuel, is particularly attractive to shipping companies aiming to reduce costs and improve efficiency.   Green port KANG Joonsuk, CEO & President of BPA, stated, “This successful demonstration marks a monumental achievement, showing that Busan Port is fully capable of supplying methanol." "We plan to enhance Busan Port’s global competitiveness by developing infrastructure and advancing technology to expand eco-friendly fuel bunkering, positioning it as a pioneering green port on the world stage.”   Sustainable shipping practices LEE Hyungchul, Chairman & CEO of KR, also commented, "As the maritime industry continues to seek greener alternatives, South Korea is trying to position itself at the forefront of sustainable shipping practices." "KR will continue to provide full support for technical cooperation to ensure safe and successful green fuel bunkering operations."  Operation details Port / Terminal: Busan New Port, Korea / New Port Terminal 2 (PNC). Supplier / Bunkering Vessel: Hyodong Shipping Co., Ltd., 103 Hyodong Chemi (IMO 9267986, Oil/Chemical Tanker). Recipient / Container Ship: Maersk Line A/S, ANTONIA MAERSK (IMO 9948762, Dual fuel methanol vessel).

As regulations on emissions become more stringent, more companies and organisations in the maritime industry will likely start to use methanol as a cleaner and more sustainable fuel. Methanol Methanol is a promising alternative fuel for the maritime industry due to its potential to reduce greenhouse gas emissions, increase energy security, and improve air quality. The future of methanol as a maritime fuel depends on several factors, including regulatory policies, technological advancements, and the availability and cost of methanol. Production One of the main advantages of methanol as a maritime fuel is that it can be produced from a variety of renewable and non-renewable sources, such as natural gas, coal, and biomass. Methanol can be produced using CCU technologies, which can help reduce the carbon footprint Methanol can also be produced using carbon capture and utilisation (CCU) technologies, which can help reduce the carbon footprint of the maritime industry. In addition, methanol is relatively easy to transport and store, making it an attractive option for use in marine vessels.  Availability  Methanol can be stored at room temperature and can be transported using existing infrastructure, such as pipelines and tankers. The availability of methanol at ports is an issue. In 2020, the Methanol Institute confirmed that methanol is already available in more than 100 ports around the globe and that 47 of those ports have storage facilities of over 50,000 metric tons. A further 66 ports are also storing methanol. Use of methanol in reducing GHGs Methanol can reduce greenhouse gas emissions and meet new emissions regulations when used as a marine fuel in various ways, including: Blending with marine diesel oil (MDO): Methanol can be blended with MDO to produce Methyl Diesel Fuel (MDF). MDF can be used in compression ignition engines that typically run on MDO or heavy fuel oil. Direct injection: Methanol can also be used as a direct injection fuel. In this case, methanol is injected into the engine’s combustion chamber and burned as the primary fuel. Methanol can be used in both spark-ignited and compression-ignited engines. Dual-fuel engines: Methanol can also be used in dual-fuel engines. In this case, methanol is injected into the combustion chamber along with another fuel, such as diesel. Diesel acts as the pilot fuel to ignite the methanol, which is burned as the primary fuel. Pros and cons Methanol is highly toxic and flammable, so it requires careful handling and storage to ensure safety One advantage of using methanol as a maritime fuel is that it has a high-octane rating, which can improve engine performance. Methanol is also relatively easy to produce, and it can be made from renewable sources such as biomass. However, methanol is highly toxic and flammable, so it requires careful handling and storage to ensure safety. Environmental benefits Methanol has several environmental advantages over traditional maritime fuels such as heavy fuel oil and marine diesel oil. These advantages include: Lower greenhouse gas emissions: Methanol has a lower carbon content than traditional maritime fuels, which means it produces fewer greenhouse gas emissions when burned. Methanol can reduce greenhouse gas emissions by up to 15% compared to traditional fuels. Reduced air pollution: Methanol also produces fewer emissions of harmful air pollutants such as nitrogen oxides (NOx) and particulate matter (PM) when burned. Methanol can reduce NOx emissions by up to 60% and PM emissions by up to 95% compared to traditional fuels. Biodegradability: Methanol is biodegradable, which means it can break down naturally in the environment. This is important in case of any accidental spills or leaks that may occur during fuel handling and transportation. Renewable source: Methanol can be produced from renewable sources such as biomass, which means it can be a sustainable alternative to traditional maritime fuels. Energy efficiency: Methanol has a high energy content per unit of weight, which means it can provide more energy per unit of fuel compared to traditional fuels. This can lead to improved energy efficiency and lower fuel consumption. Maritime applications Stena Line has converted one of its ferries, the Stena Germanica, to run on methanol Overall, using methanol as a maritime fuel can help reduce the shipping industry's environmental impact and promote more sustainable and responsible practices. Several companies and organisations have started using methanol for maritime applications. Stena Line, a Swedish ferry operator, has converted one of its ferries, the Stena Germanica, to run on methanol. The ferry operates between Kiel, Germany, and Gothenburg, Sweden. Nominal capacity In addition, Maersk Line, the world's largest container shipping company, has announced plans to use methanol as a marine fuel. In October 2022, Maersk announced it has ordered a further six large ocean-going vessels that can sail on green methanol. The six vessels will be built by Hyundai Heavy Industries (HHI) and have a nominal capacity of approximately 17,000 containers (Twenty Foot Equivalent - TEU). They will replace the existing capacity in the Maersk fleet. With the order, Maersk has in total ordered 19 vessels with dual-fuel engines able to operate on green methanol.  Methanol engines MAN Energy Solutions, a provider of marine engines, has developed methanol engines for use in maritime applications. The engines can be used in both propulsion and auxiliary power applications. Methanol-based two- and four-stroke solutions will be relevant for the complete MAN Energy Solutions marine engine portfolio. Typical examples of the application of four-stroke engines include container ships, ferries, fishing or cruise vessels, as well as offshore solutions. Future adoption  Adoption of methanol will depend on cost, availability, and the development of regulatory frameworks Stationary solutions might also be a possible area for methanol applications, for example, for small islands that lack natural gas infrastructure. However, the wider adoption of methanol as a maritime fuel will depend on several factors, including the cost of methanol production, the availability of methanol infrastructure, and the development of regulatory frameworks to support its use.  Nevertheless, the future of methanol as a maritime fuel looks promising, as it offers a potential solution to the maritime industry's environmental and energy security challenges. Flexible in use Battery electric propulsion is another potential alternative to traditional maritime fuels, but it is limited by the current state of battery technology, which makes it difficult to achieve long-distance, large-scale shipping operations. Methanol can offer a longer range and greater flexibility than battery electric propulsion while still reducing emissions. Overall, while methanol is not a perfect solution, it offers several advantages over other maritime fuels and has the potential to play a significant role in reducing the environmental impact of the shipping industry.