Category Archives: Shipping

Offshore Carbon Capture and Storage

If carbon capture technology is ever to be useful, there have to be places to store the captured carbon. One place is deep in the earth, in abandoned oil wells. We’re seeing somewhat more interest in carbon capture in maritime, and also in manufacturing areas. Maritime is more of an issue, because the captured carbon must be stored onboard, and offloaded periodically.

One option is to sell the compressed cold carbon to industrial users. But there’s not enough demand if most ships were producing captured carbon. Already, onshore carbon capture can supply a good deal of the commercial need for CO2.

Reuse of carbon in this way is simply circular; it does not actually remove carbon from the natural environment, it simply recycles it. And many onshore facilities like power plants and cement processes could rather easily capture their carbon emissions.

All this carbon can’t simply be recycled; there must be a place to put it. It’s odd that there has not been more investment in places to sequester the captured carbon.

That’s why the INEOS announcement in the article below is interesting. INEOS is an international chemical company with headquarters in many countries. (They also co-own and operate Manchester United, a Premier League football club).

They have designed a complete system to sequester the carbon in the North Sea, called Greensand. The full value chain will be established. The captured CO2 will come from Danish biomethane plants.

Once captured, CO2 is liquefied, delivered by truck to a dedicated CO2 terminal at Port Esbjerg, shipped aboard Carbon Destroyer 1, the EU’s first purpose-built CO2 carrier, and injected into the Nini West reservoir in the Danish part of the North Sea, a depleted oil field some 250 km offshore, approximately 1,800 m beneath the seabed.

Currently the project can store 400000 tonnes annually, but plans to expand to between 4 and 8 million tonnes annually.

There are still institutional barriers limiting capture of CO2 at scale — regulations, infrastructure, and investment. Since we’re not going green on energy anytime soon, it’s time to start investing big time in carbon capture — technology and infrastructure.

Logo of Splash247, featuring the word 'Splash' in bold black letters with a blue underline and '247.com' in smaller text.

Bojan Lepic September 18, 2026

https://splash247.com/ineos-opens-eus-first-full-scale-offshore-ccs-project

Low-water for Rhine and Danube

The drying-up of Central European rivers is radically affecting goods movement there.

The graph below shows water levels at two gauges, one on the Rhine and one on the Danube. Both are dramatically lower. Barges on these rivers can carry less than 30% of their capacity. This prevents containers that arrived at Rotterdam and Antwerp and Hamburg area, for instance, from making it upstream to their destinations. Those goods will have to travel by road.

That’s not a good thing. It adds to air pollution, uses more oil-based fuel, and stresses highway systems already near capacity.

Europe has bet big on river traffic as a cleaner alternative to road carriage. For a few years, it worked. Now it is threatened by climate change.

There’s no way to predict when, if ever, the rivers will come back.

19 Aug 2026

https://www.drewry.co.uk/maritime-research-opinion-browser/kaub-gauge-falls-to-an-historic-low

Ethanol emerges

This article, contributed to Splash by WinGD, explains why ethanol is a good temporary marine fuel. The WinGD engines were built to run on methanol, but can easily be adapted to burn ethanol. And ethanol is readily available commercially, especially in Brazil and the US, at a competitive price with normal marine fuels.

The article explains how burning ethanol will lower the fuel emissions factor to more than four times lower than VLSFO. For a company interested in lowering its carbon emissions profile now, this is a big boost.

Such a firm is Vale, the international mining company, which supplies iron ore to China from Brazil and elsewhere. Brazil produces ethanol in large quantities, since it’s banking on ethanol for emissions reduction in autos.

Ethanol is certified for the EU Emissions Trading System, but not under FuelEU. That’s a hurdle that needs to be overcome in the near future. But much shipping that can use ethanol does not touch European ports, and so can avoid carbon charges and regulation while still reducing carbon pollution.

The latest Maersk vessel to feature a WinGD methanol-fuelled X-DF-M engine is the 9,000 TEU Tema Maersk. Its sister ship Tangier Maersk is pictured here.

 Andrea Lazzaro August 14, 2026

https://splash247.com/ethanol-emerges-as-a-marine-fuel-with-big-name-backing