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that demand for biofuels could outstrip
current supply. Ethanol, an alternative
fuel used since the 1980s to power cars,
may be worth considering for wider use
as a marine fuel as the shipping industry
looks for additional options.
Ethanol is already an established ingre-
dient in automotive fuels. Waterfront
pumps and fuel filler caps on many gas-
oline-powered cars now display E5 or E10
to indicate an ethanol content of up to
10% (E10). New cars even have E25 on
their gas caps (Brazil). Car manufactur-
ers are confident that engines can han-
dle ethanol content of up to 25% (E25)
to create a lower carbon footprint. Given
these developments, it is worth consid-
ering the potential for ethanol to play a
larger role in the shipping industry.
Ethanol (CH3CH2OH), also known as
ethyl alcohol, is a colourless, volatile, and
flammable organic compound commonly
used as a fuel, solvent, and in alcoholic
beverages. It is also used as a biofuel
(bioethanol) when produced from renew-
able resources such as corn, sugarcane,
or agricultural waste. Sugars can be con-
verted into ethanol through a biological
process called fermentation, specifically
alcoholic fermentation. This process is
usually carried out by yeasts, which con-
sume sugars such as glucose, fructose,
ing their legitimacy, poor control and sucrose and convert them into eth-
of remote access provided to third anol and carbon dioxide under anaerobic
parties, and allowing ship guests to conditions. In principle, the carbon diox-
connect computers or USB devices ide emitted when burning bioethanol
to ship systems without scanning is offset by the carbon absorbed when
those devices for malware before- growing the plants.
hand. Unlike some biofuels, bioethanol can be
considered both renewable and sustain-
NorthStandard: Is ethanol the able, as it is derived from widely available
sustainable biofuel for crops. It burns cleaner than fossil fuels,
the maritime industry? thus reducing CO2 emissions as well as
In October, the International Maritime sulphur oxides (SOx) and particulate
Organisation is set to adopt a legally matter (PM) emissions. The lower green-
binding framework to reduce GHG emis- house gas emissions are particularly true
sions from ships over 5,000 GT, pending when produced from renewable sources,
its entry into force in 2027. Including a including biomass and waste.
new fuel standard and a global emissions Furthermore, there is already infrastruc-
pricing mechanism, the framework is ture available for use, as ethanol is widely
crucial to the United Nations agency’s used in land transport. Some refuelling
goal of achieving net-zero emissions and storage facilities could be adapted
in global shipping by 2050, as well as for maritime use.
interim targets for 2030 and 2040. In As in the automotive industry, ethanol
the near future, however, for shipowners can be blended with other fuels, and
investing in the use of biofuels in their blending with marine fuels is set to be
efforts to decarbonise, it is easy to see tested soon. However, there are acknowl-

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