Decarbonisation

Watson Farley & Williams (“WFW”) advised shipping company - MPC Container Ships ASA (“MPCC”) on two significant transactions aimed at the long-term optimisation and modernisation of its fleet. MPCC contracted China’s Taizhou Sanfu Ship Engineering to build six 3,700 TEU container ships, with the first delivery scheduled for H2 2028. The newbuildings have been chartered on a long-term basis, with extension options, to a pioneering global liner shipping company. Flexible deployment options The vessels are based on a modern, energy-efficient design optimised for regional and feeder traffic and offer flexible deployment options. They are also prepared for alternative fuels and advanced emission reduction technology. Additionally, MPCC has agreed to sell the container ship AS Clementina as part of its ongoing fleet modernisation programme. Handover is expected at the end of Q2 2026, once the existing charter agreement has expired. Both transactions support the company's strategy of structurally rejuvenating its fleet, leveraging efficiency potential and building sustainable capacity. Focus on small to medium-sized vessels Oslo-based MPCC is a pioneering container ship owner with a focus on small to medium-sized vessels. It primarily owns and operates a portfolio of container ships serving regional trade routes under long-term charter agreements. The WFW Maritime team that advised MPCC was led by Hamburg Corporate Partner Dr Christian Finnern, supported by Associates Maximilian Hennig and Bjarne Ruthke. Hamburg partner Dr F. Maximilian Boemke advised on regulatory matters, with London Partners Joe McGladdery and Charles Buss providing English law expertise. Long-term market and regulatory requirements Christian commented: “We are delighted to have once again advised MPCC on an important step forward in its fleet modernisation programme. Throughout this year, we have represented them on a series of highly relevant transactions to support this." "These latest deals show how modern newbuildings and forward-looking portfolio optimisation complement each other perfectly to meet long-term market and regulatory requirements”.

Technology group Wärtsilä will supply the main engines for two new pusher tugs being built for Brazilian operator AMAGGI. The ships are under construction at the Beconal shipyard, located in Manaus, Brazil, and are designed with a focus on decarbonised operations. The engines will run on biodiesel, a capability that was a key factor in securing this contract. The order with Wärtsilä was booked in Q4 2025. Fuel flexibility of the Wärtsilä engines "The fuel flexibility of the Wärtsilä engines will enable these two new pusher vessels to operate using environmentally sustainable biofuels,” says Claudinei Zenatti, Logistics and Operations Director, AMAGGI. “By using biodiesel, these engines are expected to lower total greenhouse gas emissions, supporting both our company’s environmental commitments and the broader goal of delivering more sustainable river transport.” Amazon inland waterway system The ships will each operate with two Wärtsilä 20 engines, equipped with a Wärtsilä Data Collection Unit (WDCU). The engines are able to run on either diesel or biodiesel fuel with a total power output of 2,100kW. This will allow each ship to push as many as 20 barges, carrying a total of 32,000 tons of grain on the Amazon inland waterway system. The Wärtsilä equipment is scheduled for delivery to the yard commencing in August 2026. Wärtsilä Data Collection Unit “AMAGGI is the first pusher tug operator to run entirely on biodiesel - a step aligned with our shared commitment to decarbonised shipping. The Wärtsilä Data Collection Unit (WDCU) will enable accurate monitoring of the engines, which promotes performance reliability and the benefit of extended overhaul intervals,” explains Genil Mazza, Newbuilding Sales Manager, LatAm – Wärtsilä Marine. AMAGGI operates a river fleet comprising 212 barges and pusher vessels. Wärtsilä and AMAGGI share a longstanding partnership, having collaborated for more than 30 years to advance sustainable and efficient river transport solutions in Brazil.

bound4blue and Amasus Shipping have completed the installation of a 22-metre eSAIL® on the general cargo vessel Fluvius Tavy at Astander Shipyard in Santander, Spain. The project marks the companies’ second installation, reinforcing both the scalability of suction sail technology and the growing confidence of shipowners in wind propulsion as a mainstream decarbonisation solution. The latest adoption of bound4blue’s autonomous suction sails follows a previous installation on board Amasus’ Eems Traveller, where two 17-metre eSAILs® became the first of their kind to be fitted on a general cargo vessel. Since then, the DNV Type Approved technology has also been retrofitted to vessels operated by other forward-thinking owners such as Odfjell, Louis Dreyfus Armateurs and Eastern Pacific Shipping, with fuel and emissions savings already proven and independently validated in operation. Trusted formula “Our collaboration with Amasus continues to demonstrate that wind propulsion is gaining broader acceptance as a practical, profitable, and, crucially, a proven solution for an industry in transition,” comments José Miguel Bermúdez, CEO and Co-founder of bound4blue. “This installation is particularly noteworthy as it is the largest suction sail ever fitted to a general cargo vessel and, following a previous installation on the Eems Traveller, a very clear endorsement of the value Amasus sees in our technology. We’re delighted to help forward-thinking owners and partners, like Amasus, turn their sustainability ambitions into profitable results.” "Bermúdez adds that the new project is forecasted to “deliver significant double-digit reductions in vessel fuel consumption and CO₂ emissions”. Easy does it The retrofit was completed in a single visit to Astander, with all preparatory and installation work carried out within the vessel’s scheduled maintenance period. Structural and electrical adaptations were made to the deck to accommodate the sail’s foundations, after which the fully pre-commissioned unit, manufactured in Spain by Haizea-Tecnoaranda, was lifted into place in a streamlined, plug-and-play process. Amasus says of the project: “The decision to install a second eSAIL® reflects how satisfied we are with the performance and how smoothly it has integrated into our day-to-day operations. Our experience with bound4blue’s suction sails highlights their suitability for short-sea general cargo vessels like ours. We’re happy to continue working with bound4blue and would like to thank their team, as well as the yard, for another seamless and efficient Amasus installation. We’re now looking forward to seeing the fuel and emissions savings this new installation will deliver.” Tailored flexibility bound4blue’s autonomous eSAILs® work by drawing air across an aerodynamically optimised surface to generate lift up to seven times greater than conventional rigid sails of a comparable size. The fully autonomous technology can be easily tailored for individual vessel configurations and a broad range of segments, including tankers, bulk carriers, Ro-Ros, cruise vessels, ferries, and gas carriers, amongst others. Alongside Amasus, other pioneering shipowners such as Eastern Pacific Shipping, Odfjell and Louis Dreyfus Company, have recently completed installations.

Alfa Laval announces the launch of a new fuel supply solution FCM LNG for LNG-powered vessels. The system marks the expansion of Alfa Laval’s portfolio for alternative fuels, integrating cryogenic technology to deliver a holistic and highly reliable fuel supply solution for shipowners adopting LNG. Addressing the evolving market needs for LNG adoption As the maritime industry navigates its decarbonisation journey, LNG has solidified its role as a transitional fuel. It offers a viable path to significant emission reductions now, while the global infrastructure for alternative fuels such as methanol and ammonia is still under development. The evolving fuel landscape has created a market demand for reliable and efficient LNG solutions that support marine customers in meeting performance targets, managing CAPEX and OPEX, and complying with regulations. New FCM LNG fuel supply system In response to the strong market trend for LNG, Alfa Laval has launched its new FCM LNG fuel supply system during Marintec 2025. The LNG fuel supply system features advanced cryogenic technology from Fives, a company recently acquired by Alfa Laval. This enables Alfa Laval to deliver a high-performance system that enables customers to adopt LNG efficiently and safely as a marine fuel. Differentiated LNG fuel line solution “For years, Alfa Laval has received customer requests for a differentiated LNG fuel line solution — one that addresses operational challenges and accelerates the shift toward cleaner fuels." "Now, by combining our years of expertise in fuel supply systems and LNG heat transfer with newly acquired cryogenic technology from Fives, we can deliver an advanced system that brings real value to customers. It will meet today’s fuel demands and support tomorrow’s emission targets,” says Peter Sahlen, Head of Marine Separation, Fuel Supply Systems & Heat Transfer, Alfa Laval. The first test benches will be delivered during 2026, with the system ready for marine deliveries in 2027. Delivering reliability, flexibility, and efficiency in LNG fuel supply Building on Alfa Laval’s acquisition of CorHex in 2015 and its 2025 acquisition of Fives Cryogenics, which includes Cryomec ® centrifugal and reciprocating pumps, the company has strengthened its expertise in cryogenic processes and pump technologies. By combining this knowledge with Alfa Laval’s fuel line design competence, the FCM LNG system leverages these advanced technologies to enable high-pressure gas injection in marine diesel engines. Alfa Laval’s global marine footprint and application “The ongoing energy transition demands new technologies, and the addition of cryogenic capabilities further strengthens Alfa Laval’s position in the LNG market,” says Vincent Higelin, Global Sales Manager, Alfa Laval Cryogenic technologies. “We are proud to contribute over 65 years of expertise in cryogenic technology to the maritime energy transition. Integrating this deep knowledge with Alfa Laval’s global marine footprint and application expertise allows us to offer an unmatched solution for LNG fuel supply.” Holistic approach to LNG supply Taking a holistic approach to LNG supply, the system offers flexibility across a wide range of capacities and pressures and is engineered to operate under extreme cryogenic conditions and high pressures.  It is designed to deliver exceptional reliability, efficiency, and operational safety, ensuring optimal performance and cost-effectiveness, making it an ideal solution for shipowners navigating the transition to cleaner fuels. A strengthened portfolio for a multi-fuel future The introduction of the FCM LNG system underscores Alfa Laval’s commitment to providing solutions across the spectrum of alternative fuels. From mature technologies for methanol and LPG to front-running developments in ammonia, Alfa Laval is equipped to support shipowners and yards regardless of their fuel choice, reinforcing its position as a key technology partner in the journey towards decarbonisation. Wide range of alternative fuels “With decades of experience and hundreds of thousands of operating hours across fuel supply systems and other solutions for a wide range of alternative fuels, we are committed to providing technologies that support the maritime fuel transition,” says Peter. “Our goal is to equip shipowners with flexible, innovative solutions that enable the shift to cleaner fuels today while preparing them for the energy sources of tomorrow.”

Anemoi Marine Technologies, the UK-based pioneering designer of Rotor Sails for wind-assisted ship propulsion, is to install Rotor Sails on two newbuild chemical tankers under construction for Union Maritime Limited. The 18,500 DWT vessels, to be built by Wuhu Shipyard Co in China, will feature a combination of technologies and retrofit readiness to safeguard cost-effective decarbonisation across their lifecycle. The Rotor Sails are set to be installed at Wuhu in early 2026 after construction at Anemoi’s state-of-the-art production facility in China. Union Maritime’s strategy The newbuilds will support Union Maritime’s strategy of surpassing the 20% reduction in greenhouse gas emissions (based on 2008 levels) required by the IMO’s 2030 indicative checkpoint. The use of wind-assisted propulsion will help to ensure that the owner fulfils the IMO requirement that at least 5% of the energy used by 2030 is from zero- or near-zero-emission sources. Vessel and rotor sail integration design The vessels will each be fitted with two 3.5m-diametre Rotor Sails, with heights of 20.5m and 24m, respectively. The Rotor Sails will be EX-rated, fulfilling the safety requirements for use on vessels carrying potentially explosive substances. Vessel and rotor sail integration design was conducted by China-based ship design and engineering consultancy Odely Marine. Anemoi’s Rotor Sail technology Union Maritime is a long-standing advocate of wind-assisted propulsion and has explored multiple wind technologies across its fleet. Their decision to partner with Anemoi for this project reflects their continued commitment to innovation and their confidence in solutions that deliver strong operational performance and long-term value. Union Maritime selected Anemoi’s Rotor Sail technology for this project following a detailed review of available solutions. Anemoi adapted the previously prepared foundation arrangements to accommodate its system, ensuring optimal performance and seamless integration. Union Maritime’s sustainability roadmap “Wind propulsion is central to Union Maritime’s sustainability roadmap and to our collaborative initiative, Project AeroPower, which demonstrates that commitment in action." "Partnering with Anemoi reflects our ongoing drive for scalable, high-impact innovation. We believe Anemoi’s Rotor Sail technology will be a powerful enabler of our goal to build the most energy-efficient fleet on the water,” said Bhuvnesh Dogra, Chief Technical Officer of Union Maritime. New benchmark for efficient Clare Urmston, CEO of Anemoi, commented, “We’re proud to partner with Union Maritime on these forward-looking vessels. Integrating Anemoi Rotor Sails from the outset showcases what can be achieved when innovative owners commit to wind-assisted propulsion." "This project highlights the strong operational benefits of our technology and sets a new benchmark for efficient, future-ready chemical tankers.”

Bunker barge United LNG I has been officially christened in the port of Antwerp. It marks an important moment for shipping company Somtrans, main shipbuilding contractor RensenDriessen and outfitting partners TeamCo Shipyard and Gas & Heat. The vessel will enter service in early 2026, reinforcing the growing role of LNG bunkering in the Belgian and Dutch seaports. The vessel is an estuary-class LNG bunker barge designed for both inland waterways and coastal service up to Zeebrugge. Measuring 135 by 21.46 metres, the barge carries eight cylindrical Type C cargo tanks of 1,000 cubic metres each, engineered to store LNG at –165 degrees Celsius. These cylindrical cryogenic tanks are central to the design and represent a significant technical step. TeamCo Shipyard for final outfitting The hull was built in China and transported to the Netherlands. LNG tanks supplied by Gas & Heat in Italy were then installed in Rotterdam, before the vessel moved to TeamCo Shipyard for final outfitting. Shipbuilder RensenDriessen acted as the main contractor, coordinating every phase from hull construction to delivery, with TeamCo overseeing tank integration, engineering and yard execution. Embracing new fuels For Somtrans, the christening reflects the company’s long-standing drive for innovation. CEO Caroline Somers explains: “We aim for depth. For vessels and technologies that anticipate the next chapter of sustainable shipping. LNG bunkering is a deliberate step in that direction." "We choose solutions that matter over the long term, focusing on cleaner fuels and the vessels that support them. This project strengthens our role in the maritime energy transition.” Global fleet of LNG-fuelled vessels Her words echo the evolution of Somtrans: a family company with 39 vessels and a legacy of taking bold steps, from advanced tank technology to low-water concepts. The United LNG I marks the start of a new phase. A second sister vessel will follow soon, expanding Somtrans' LNG bunkering capacity in the region. This comes as LNG bunker demand in Northwest Europe continues to expand, driven by new dual-fuel tonnage in container, tanker, bulk, RoRo and cruise segments.  The global fleet of LNG-fuelled vessels continues to grow by double digits each year, driven by owners seeking cleaner operations and reliable access to alternative fuels. By investing early, Somtrans positions itself at the forefront of this shift. Entering the shortsea shipping arena Managing Director Wim Driessen of RensenDriessen highlights the ambition and teamwork behind the project. “By combining efficient hull construction in China with local outfitting in Western Europe, we are now offering our hull building expertise more widely to the shortsea shipping segment." "These cylindrical LNG tanks take this project into new territory. Integrating them at this scale is unique. It shows what is possible when a shipowner, contractor and yard work as one team.” That cooperation between Somtrans and RensenDriessen spans more than 20 years. Together, they have delivered vessels with advanced propulsion, optimised hull forms and pioneering tank solutions. The United LNG I continues that tradition, showing how this model of hull construction in China followed by final outfitting in Western Europe is increasingly being adopted in the shortsea shipping market. Vessel prepared for operation and brought to completion The final phase of the build took place at TeamCo Shipyard, where the vessel was prepared for operation and brought to completion. Managing Director Marcel Zweers reflects: “This was not a standard build. The LNG systems, the tank integration, the bunkering equipment, all demanded precision. It is a project that strengthens our position in LNG and shows what our yard is capable of when it comes to delivering future-proof vessels. We look forward to outfitting the sister vessel United LNG II from March 2026 onward.”

Roughly three percent of the world’s greenhouse gases come from ships, a figure that puts the sector on par with the emissions of entire industrialised nations. Trade volumes keep growing, and if nothing changes, that percentage will climb. The International Maritime Organization has already set a 2050 net-zero target. For operators, shipyards, and ports, the question is not whether change is coming but how fast they can adapt without undermining the economics of global shipping. How the marine industry can reduce carbon emissions? The problem is broad: carbon output is tied to engines, hulls, fuels, port operations, and even day-to-day crew behaviour. Solutions are arriving from many directions at once. Some are technical, others behavioural. All require investment and a willingness to rethink what has been a conservative industry for decades. Danny Peachey, Manager at HTL Group, a pioneering provider of controlled bolting solutions, looks at how the marine industry can reduce carbon emissions through propulsion improvements, alternative fuels, digital optimisation, smarter resource use, and crew training. Propulsion and hull performance Retrofits are attractive for older ships because they buy time before replacement is unavoidable Efficiency gains start where steel meets water. Propeller systems are being re-engineered to reduce drag; air lubrication is now used on several large vessels to create a layer of bubbles under the hull; and specialised coatings keep barnacles and algae from slowing a ship’s passage. Even modest upgrades can trim fuel use by five to ten percent, which translates into both lower operating costs and reduced carbon output. Retrofits are attractive for older ships because they buy time before replacement is unavoidable. For new builds, financiers and regulators increasingly expect these improvements as a baseline, so they are less a competitive edge and more a licence to operate. Alternative fuels Conventional bunker fuel has powered the industry for generations, but its environmental cost is becoming unsustainable. Liquefied natural gas is already in use, offering lower emissions of carbon dioxide and particulates. Beyond that, the sector is experimenting with methanol, ammonia, and hydrogen. Each fuel raises new questions: ammonia is toxic, hydrogen requires complex storage, and methanol demands its own bunkering infrastructure. Yet pilot projects are scaling up.  Maersk’s methanol-fuelled container ship entered service in 2023, and European consortia are testing hydrogen and ammonia on short-sea routes. Adoption will be uneven, but these first movers are building the know-how and supply chains that others will need. Digital operations Studies suggest voyage optimisation alone may cut emissions by up to 15 percent A modern vessel generates huge volumes of data, and using that information effectively is one of the quickest ways to cut emissions. Engine monitoring, weather routeing, and speed optimisation all contribute. Adjusting course to avoid headwinds or moderating speed by a fraction can save tonnes of fuel on a single voyage. Fleet management platforms now merge satellite feeds, predictive analytics, and onboard sensors into a live operational picture. Instead of waiting for post-voyage reports, operators can make real-time decisions that reduce waste immediately. Studies suggest voyage optimisation alone may cut emissions by up to 15 percent. Ports are also digitising cargo handling, which reduces turnaround times and the hours vessels spend idling with auxiliary engines running. Energy use and waste handling Propulsion may dominate the emissions conversation, but it is far from the only factor. Lighting, cooling, and heating all add to the carbon footprint of a vessel. Swapping to LED lighting, installing heat-recovery units, and using more efficient HVAC controls are straightforward measures that reduce overall demand. Waste handling is another area where progress is visible. Ships generate oils, plastics, packaging, and food waste, all of which require careful management. Segregation and recycling prevent unnecessary emissions from disposal, and modern treatment systems reduce pollutants from the waste that cannot be avoided. Ports with adequate reception facilities make compliance with MARPOL Annex V more realistic and less costly. Training and behaviour Carbon reporting frameworks are tightening, and major cargo owners increasingly order emissions Technology is only as effective as the people who use it. Crews that understand fuel-efficient navigation, waste segregation, and energy-saving practices deliver better results than those who do not. Many operators now share performance data directly with crews, turning efficiency into a shared goal rather than a distant corporate target. Carbon reporting frameworks are tightening, and major cargo owners increasingly demand emissions data from carriers. A company’s ability to demonstrate progress is already influencing contracts, which makes sustainability performance a competitive issue as much as a regulatory one. Steering the industry forward The marine sector is not going to eliminate its carbon footprint in a single leap. What matters now is steady progress: smarter propulsion, trials of cleaner fuels, better use of data, tighter energy management, and crews trained to treat efficiency as part of their role. Each step may look modest in isolation, but together they mark the difference between falling behind and staying viable in an industry that is under close scrutiny. The IMO’s 2050 deadline may still feel distant, yet decisions being made today will determine who thrives when it arrives. Companies that invest early in carbon reduction will not only cut costs, but also prove to regulators and customers that they can keep global trade moving without ignoring its environmental cost.

The offshore energy sector has always been cyclical, but today’s volatility feels different. Inflation, rising capital costs, and shifting forecasts are reshaping both offshore wind and oil and gas, prompting a rethink of how vessel owners, designers, and operators prepare for the decade ahead. While costs have soared, investment has not collapsed. Instead, a new kind of resilience is emerging, built on design flexibility, hybridisation, and system integration. For projects commissioned only a few years ago, offshore wind costs have risen by almost 80% against original estimates. Meanwhile, forecasts for global installed offshore wind capacity in 2035 have been revised down by around 12% in just two years. The sharpest corrections are in newer entrant regions such as the United States, with established markets also revising expectations in line with changing conditions. Offshore energy These shifts have disrupted assumptions around utilisation, day rates, and financing. Yet despite the squeeze, capital expenditure across offshore energy remains robust. Oil and gas operators continue to invest in Brazil, the Middle East, and West Africa, while renewable developers are recalibrating rather than retreating as investment decisions are being confirmed. For vessel owners, this divergence creates opportunity. Future projects will demand ships that can bridge markets, switching between wind and oil and gas or between subsea construction and commissioning. In this environment, resilience is not a slogan, it is a design principle. Capital expenditure across offshore energy remains robust. CSOVs and subsea construction vessels Recent years have seen a surge in CSOV newbuilds, initially intended for wind operations Today’s offshore fleet spans a wide range of vessel types, from CSOVs and subsea construction vessels to AHTSs, PSVs, and WTIVs. Each faces distinct pressures, but all share a single challenge: staying relevant across cycles that are shorter and more unpredictable. Recent years have seen a surge in CSOV newbuilds, initially intended for wind operations. As wind growth slows, many of these vessels are finding employment in oil and gas, where their walk-to-work and accommodation capabilities remain valuable. This crossover underlines a growing recognition that the most valuable asset is not the most specialised, but the most adaptable. Enabling practical resilience The regulatory tide is rising alongside the commercial one. The International Maritime Organization’s net-zero ambition for 2050 and the European Union’s extension of ETS and FuelEU Maritime rules now encompass most offshore vessels above 5,000 GT. Compliance, once a back-office consideration, is now a boardroom priority. Designing for regulatory flexibility is therefore critical. Fuel choice alone is not enough. True resilience combines alternative fuels – methanol, ethanol, or biofuels – with hybrid power and energy management technologies that can evolve over time. FuelEU Maritime rules encompass most offshore vessels above 5,000 GT. Role to play in turning resilience Owners who view compliance as an option rather than a burden are gaining a competitive edge Owners who view compliance as an opportunity rather than a burden are gaining a competitive edge. Charterers increasingly prefer vessels that not only meet today’s standards but are ready for tomorrow’s. The same expectation is now shaping financing decisions, as lenders and investors are less willing to back projects that may struggle to comply with future emissions or fuel regulations. In a market where financing is tight and scrutiny is high, proven sustainability credentials can be the difference between winning a long-term charter or sitting idle alongside.  As these market and regulatory pressures intensify, equipment suppliers have a critical role to play in turning resilience from concept into practice. Wärtsilä’s approach centres on modularity, fuel flexibility, and data-led efficiency. Areas that directly address the challenges facing offshore operators. Advanced power management systems Engines such as the Wärtsilä 20 and 25 series are already being delivered with alternative fuel ready notations, offering shipowners a straightforward route to alternative fuels without compromising performance or reliability. The hybrid propulsion and energy storage systems have been developed to work across both oil and gas and wind support vessels, providing a bridge between the two markets and improving redundancy at the same time.  Continuous data collection and predictive maintenance are now fundamental tools for improving reliability and optimising performance across offshore fleets. Equally important is digital integration. Wärtsilä’s lifecycle services, based on continuous data collection and predictive maintenance, extend overhaul intervals and reduce emissions. When paired with advanced power management systems such as DC grids, variable-speed operation, and hybrid control technologies, these approaches can deliver measurable gains in both energy efficiency and uptime. Engines like Wärtsilä 20 and 25 series are delivered with alternative fuel-ready notations. This approach does not remove the uncertainty inherent in offshore markets, but it reduces its impact. By offering designs and systems that anticipate regulatory and operational change, Wärtsilä aims to give owners greater confidence in the long-term viability of their assets. The principle is simple: build flexibility in from the start, rather than trying to retrofit it later. Integration: the next frontier Perhaps the most significant development in offshore vessel design is the move towards system-level integration. Engines, thrusters, batteries, and digital tools can no longer be specified in isolation. A systems approach delivers a vessel that performs to the specifications set out in the design phase, by reducing obsolescence risk and making retrofitting easier as new technologies mature. Modular architectures enhance this advantage. By designing vessels with flexible engine rooms, scalable electrical systems, and open digital interfaces, owners can future-proof assets against fuel transitions and regulatory shifts.  The offshore energy market is unlikely to find stability soon. Demand will continue to fluctuate between regions and sectors, and the pressure to decarbonise will intensify. Yet the pathway to resilience is clear. Vessels that combine efficiency, flexibility, and integration will be best placed to weather volatility and capture opportunity across both wind and oil and gas. The winners will be those who treat change not as disruption, but as design input.

As the maritime industry works to decarbonise, electrification is proving to be one of the most practical and immediate solutions. Wärtsilä’s Torsten Büssow explains how batteries, hybrid propulsion, and alternative fuels together are shaping the fleet of the future. Shipping is entering a decisive phase in its energy transition. Electrification, once confined to pilot projects and short-sea ferries, is now becoming a cornerstone of decarbonisation strategies across the maritime industry. As regulation tightens and the pressure to reduce emissions intensifies, hybrid and fully electric propulsion systems are emerging as practical and powerful tools for cutting fuel use, lowering costs, and improving vessel performance. For many operators, the question is no longer whether to electrify, but how far to go. Types of electric propulsion Broadly speaking, there are two types of electric propulsion in use today: hybrid and fully electric Broadly speaking, there are two types of electric propulsion in use today: hybrid and fully electric. Hybrid systems combine an energy storage system, typically a marine battery, with a conventional engine, reducing fuel consumption and emissions by up to 25% compared with a diesel-only vessel. Fully electric vessels, by contrast, rely entirely on battery power. They are ideal for shorter routes or coastal operations where charging infrastructure is available. Because batteries are heavy, range remains a limiting factor, which is why hybrids continue to dominate longer voyages. In both cases, the benefits extend beyond emissions. Battery-assisted propulsion reduces engine load fluctuations, cuts wear and tear, and allows machinery to operate at optimal efficiency. Maintenance costs fall, reliability improves, and vessels run more quietly and smoothly. The outcome is a leaner, more efficient ship with lower lifetime costs. Pace of adoption The pace of adoption is accelerating. Between 2019 and 2024, the number of hybrid and fully electric ships contracted globally rose by around 200%. This growth reflects a wider understanding that the industry cannot afford to wait for a single dominant future fuel before acting on decarbonisation. Policy is also driving progress. The European Union’s FuelEU Maritime regulation will require ports to provide shore power to a minimum of 90% of container, passenger, and cruise vessels by 2030. Ships spending more than two hours alongside will be required to connect, which creates strong incentives for owners to invest in battery systems and hybrid propulsion. Economics reinforce the same conclusion. As green fuels reach commercial scale, they will carry a higher cost than conventional fuels. Technologies that improve energy efficiency, such as hybrid systems and electric propulsion, will therefore be critical to keeping operations profitable while meeting decarbonisation goals. Integrating systems Integrated installations are well suited to ferries, tugs, and offshore-support vessels Battery technology for ships is developing in several directions, with both integrated and containerised systems now common across the industry. Integrated installations are well suited to ferries, tugs, and offshore-support vessels, while containerised, swappable modules are proving valuable for inland and short-sea operations where space and flexibility matter most. Each battery string can be controlled separately, allowing power systems to scale with the vessel’s needs. Safety remains a central focus, and the latest designs now include early fire detection, isolation, and suppression as standard. Together, these measures have made marine batteries far more reliable and compliant with demanding maritime regulations. Proven hardware and advanced energy management Much of this progress comes from integration rather than cell production itself. Wärtsilä works closely with global battery suppliers to combine proven hardware with advanced energy management, testing, and lifecycle expertise. The result is a new generation of propulsion systems that are safer, smarter, and better suited to the realities of modern shipping. Infrastructure challenges Infrastructure remains a challenge, particularly the availability of charging capacity at ports Infrastructure remains a challenge, particularly the availability of charging capacity at ports. Many vessels will require fast DC charging, standardised connections, and in some cases onshore energy storage to avoid grid constraints. Innovative concepts such as swappable battery containers, already in use on some European waterways, demonstrate how smart design can extend range and reduce downtime even where grid strength is limited. Looking ahead, the most effective pathway will combine battery technology with engines capable of running on alternative fuels such as methanol, ethanol, or ammonia. As these fuels become more available, and more expensive, batteries will be essential in improving efficiency and reducing overall consumption. Hybrid energy model Electrification is no longer a niche solution. This hybrid energy model will allow shipowners to balance cost, sustainability, and operational flexibility. It represents the next stage of sustainable ship design, where energy storage, clean fuels, and smart power management combine to create cleaner, quieter, and more efficient vessels.

Electrical propulsion supports maritime decarbonisation by using batteries, shore power, and hybrid systems. Vessels can operate emission-free in port, cut fuel consumption, and lower costs at sea to better align with regulations. These systems also reduce vibrations onboard and lower underwater-radiated noise. Efficient, adaptable solutions are available to enhance manoeuverability and prepare vessels for new regulations and fuels. The solutions are wholly compatible with zero-emissions operations. Modular configurations allow easy integration of batteries, fuel cells and shore power, in setups that optimise space and lower maintenance costs. Reduce shipping emissions “I firmly believe that the maritime industry is at an exciting crossroads on its journey toward a cleaner future,” says Palemia Field, Global Segment Manager - Ferries, ABB Marine & Ports, adding “Electrification, digitalisation, and alternative fuels offer a promising and practical way to reduce shipping emissions, especially for ferries and short-sea routes.” Factors driving maritime electrification Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification Strategic flexibility is a key factor driving electrification. Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification.  Electric propulsion systems offer fuel flexibility by allowing vessels to run on grid electricity, batteries, or future fuels as they become available. This adaptability lowers exposure to volatile fuel markets and regulatory risks.  Operators can invest in electric-ready ships now, confident that they can add new energy sources later. As alternative fuels like hydrogen and e-fuels develop, electric propulsion offers a future-proof foundation, ensuring compliance and operational resilience no matter which fuel pathway becomes dominant. ABB Marine & Ports’ Maritime Electrification Portfolio ABB Marine & Ports offers a comprehensive portfolio for maritime electrification, including Azipod® electric propulsion, Onboard DC Grid™, energy storage systems, shore power and charging solutions, and advanced automation platforms like ABB Ability™ 800xA and PEMS™ power and energy management system. The portfolio supports hybrid and fully electric vessels, integrating batteries, fuel cells, and digital services for optimal performance and lifecycle value. ABB’s solutions are proven across ferries, RoPax, cruise, and offshore segments, enabling operators to meet decarbonisation targets, improve efficiency, and ensure regulatory compliance. Lifecycle services, remote diagnostics, and cybersecurity complete the offering for safe, sustainable operations.  ABB Marine & Ports works closely with operators ABB Marine & Ports works closely with operators, ports, and shipyards to create solutions that are almost future-proof, meeting environmental, operational, and commercial goals.  “Every day, my colleagues support clients with their global experience, local assistance, and comprehensive services,” says Palemia Field, adding “This means that everything we do – whether a retrofit or new build – is powered by the latest technology and best practices.” The reality of electrification today The Maid of the Mist boats at Niagara Falls run on hydroelectricity, eliminating diesel emissions and vibrations There are meaningful steps happening in the industry toward maritime decarbonisation, and electrification is among the tools. For example, ferry company Øresundslinjen retrofitted two ships to operate fully electrically, lowering emissions and costs with ABB industrial robots managing the challenging shore charging connections several times an hour to the Swedish and Danish power grids. In the English Channel, P&O Ferries' recently delivered Fusion-class vessels (which are the world’s biggest double-ended ferries), which use diesel-electric hybrids to reduce emissions by 40% and prepare for future zero-emission operations with shore power. In the US, the Maid of the Mist boats at Niagara Falls run hydroelectricity, eliminating diesel emissions and vibrations. Benefits for shore environments There are benefits of electrification to shore environments. Electrification immediately benefits ports by enabling zero-emission operations, lowering air pollution, noise, and vibration. Shore power and high-capacity charging allow docked vessels to shut off diesel generators, improving local air quality. Regulatory requirements like the EU’s AFIR and California’s At-Berth rule are accelerating adoption. For some ports, shore power may become mandatory, through mechanisms, such as FuelEU Maritime. Whether or not this is the case, port investments in shore power encourage fleet electrification and speed up the adoption of cleaner maritime operations, provided the switch is economically viable for ship owners and charterers. Integrating new energy sources Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring Furthermore, electrification and digitalisation go hand in hand. Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring, and data-driven optimisation. ABB’s integrated platforms, such as the ABB Ability™ 800xA Distributed Control System and PEMS™ power and energy management system, allow seamless management of power flows, energy storage, and propulsion.  This integration supports predictive maintenance, energy efficiency, and compliance reporting, while reducing crew workload and operational risk. The digital backbone also facilitates future upgrades, such as integrating new energy sources or autonomous navigation features, ensuring vessels remain at the forefront of technology throughout their lifecycle. How operators can embrace electrification To embrace electrification, operators should begin by assessing their fleet’s operational profile and regulatory exposure, pinpointing the routes and vessels most suitable for electrification. Engaging with technology partners early allows for customised solutions, from hybrid retrofits to new builds with modular electric architectures. Important steps toward electrification include evaluating shore power options, sizing batteries, and integration with existing systems. Financial planning should address both capital expenditures (CAPEX) and operating expenditures (OPEX), including fuel savings, emissions compliance, and potential incentives. Collaborating with ports, utilities, and classification societies helps ensure smooth project implementation. Pilot projects and phased rollouts reduce investment risks and help develop internal expertise for larger-scale adoption. Advantages of cross-sector collaboration Cross-sector alliance helps standardisation and safety, with charging protocols for electric vehicles Electrification advances in other industries can accelerate innovation in the maritime realm, drawing on economies of scale and wider R&D to share in the development of technologies, such as high-efficiency batteries, power electronics, and digital control systems. Maritime industries use these to improve energy density, reliability, and cost-effectiveness. Cross-sector collaboration promotes standardisation and safety, with charging protocols for electric vehicles now adapted for ferries and mining, such as the CharIN Megawatt Charging System. This transfer shortens development times, reduces costs and makes maritime electrification more accessible and reliable, while shrinking global supply chains to support local needs. ABB actively engages with pioneering industry groups like CharIN, which is standardising high-power charging infrastructure, and OneSea, focused on advancing autonomous maritime operations. ABB’s involvement in these groups helps ensure that the company stays at the forefront of innovation and helps shape the standards that will define the industry’s future. Growing interest in hydrogen fuel cells Looking ahead, hydrogen fuel cells are a long-term solution for maritime. ABB joined a DFDS-led study exploring the development of a hydrogen-powered RoPax vessel by 2027. Although the consortium presented the project for EU funding, it was not supported. Still, initiatives like the Flagships project and other ABB marine fuel cell pilots continue to demonstrate hydrogen technology’s viability for inland and short-sea shipping. Hydrogen fuel cells may not be a universal solution for the entire maritime sector due to storage and handling challenges, but significant progress and growing industry interest have been evident at recent conferences and customer workshops. 

Various paths to support decarbonisation include alternative carbon-free and carbon-neutral fuels, electrification and enhancing vessel efficiency. A system level approach enhances the value of these technologies; tackling each element separately can lead to a sub-optimised solution today and an inflexible solution to meet the uncertainties and increasingly stringent requirements in the future. Wärtsilä Marine set up its Integrated Systems & Solutions (IS&S) unit to address these challenges. The team brings together expertise in naval architecture, energy management and electrification, power system design and simulation, and multi-product integration to design, engineer and deliver competitive and future-proof propulsion concepts. Data-driven design principles The 50-strong IS&S team at Wärtsilä engages with customers from concept development to commissioning Since its establishment in 2020, the 50-strong IS&S team at Wärtsilä engages with customers from concept development to commissioning. They apply data-driven design principles by analysing operational data against customer objectives to define system specifications that balance performance, operational expenditures (OPEX), capital expenditures (CAPEX), and future flexibility.  Secondly, they employ modular integration by configuring pre-engineered building blocks, such as engines, batteries, propulsion, and power-management software to the needs of each vessel, thus reducing yard workload and ensuring interoperability. Encompass carbon-neutral fuels “In today’s rapidly changing maritime environment, flexibility, system intelligence and digitalisation are essential,” says Grant Gassner, Director, Integrated Systems and Solutions at Wärtsilä Marine. He adds, “We at Wärtsilä are committed to delivering comprehensive, upgrade-ready powertrain platforms that encompass carbon-neutral fuels, advanced electrification and new efficiency technologies and are committed to supporting the customer throughout the entire lifecycle towards net zero.”  Ensuring agility to adapt to regulations The maritime industry currently struggles with a lack of availability and high cost of sustainable fuels As regulatory requirements become increasingly clear through the framework established by European Union (EU) and International Maritime Organization (IMO), analysing potential compliance strategies and roadmaps ensures a power system that is agile and able to adapt to evolving fuels, technologies, regulations, and vessel operational trends, says Gassner. The objective is to ensure a flexible path forward by enabling an optimised total cost of ownership (TCO) as well as reducing the risk of stranded assets.    The maritime industry currently struggles with a lack of availability and high cost of sustainable fuels. Engine technology is available to use these fuels, which is good news; however, a somewhat unclear regulatory environment so far has made it challenging to secure large scale investments to develop sustainable fuel projects.  Net-zero regulations for shipping It is therefore encouraging and positive that the April 2025 Marine Environment Protection Committee (MEPC 83) session approved a framework for net-zero regulations for shipping, which is expected to be formally adopted in the October 2025 IMO extra-ordinary MEPC. A clearly defined regulatory environment that includes a relatively high and increasing cost of carbon emissions is a fundamental prerequisite to accelerate investments and progress.       Tailoring solutions globally to owners and operators Wärtsilä’s decarbonisation approach is designed to tailor flexible solutions to the unique needs of owners Wärtsilä’s decarbonisation approach is designed to tailor flexible solutions to the unique needs of owners and operators globally, ensuring that they are equipped with the right technologies, at the right time. “As a company, we do not just sell a product or technology, we offer a partnership,” says Grant Gassner, adding “We want to partner with our customers to help them transition at the right pace, at the right time.” The most topical talking point at Nor-Shipping in June was around the framework IMO approved in MEPC 83 regarding net-zero regulations for global shipping. Although there remain some uncertainties, the consensus around the proposal is that it is a highly significant and important development. Incentivise marine decarbonisation “It finally provides some regulatory clarity and attaches a significant lifecycle cost to carbon emissions, which is a fundamental prerequisite to incentivise marine decarbonisation and also stimulate investment in fuels infrastructure and new technologies,” says Grant Gassner.  He adds, “The IMO should be commended for achieving this breakthrough approval during MEPC 83. The legislation framework provides a renewed sense of optimism within the maritime community that we will observe real progress in the coming years in a segment that is highly challenging to abate.” Lifecycle power solution and service partner Wärtsilä’s role has expanded from equipment supplier to a complete lifecycle power solution partner Wärtsilä was established over 190 years ago in 1834 as a sawmill and transitioned into iron works in the decades leading up to 1940.  Over the decades, their marine offering has expanded from the first engine manufactured in 1942 into a complete powertrain systems and digital service offering, collaborating closely with shipyards and owners worldwide.  Today, as the industry shifts towards decarbonisation, Wärtsilä’s role has expanded from equipment supplier to a complete lifecycle power solution and service partner, bringing together engines, electrification, propulsion, software, and lifecycle services. Addressing a significant new lifecycle cost Traditional power system design philosophy has historically focused on optimising the TCO based on a relatively certain and fixed regulatory environment, fuel, and technology selection over the lifecycle of a vessel. However, in 2025, the evolving regulatory environment around decarbonisation incorporates a significant new lifecycle cost attached to carbon emissions, requiring a totally new approach. Ship owners and operators must now consider the evolving needs of a vessel to continuously reduce carbon intensity over the typical 25–30-year vessel lifecycle. They also must consider the uncertainty of how to mitigate potentially significant costs. Generational new challenge “This generational new challenge requires a propulsion system that is not only competitive today, but which also has the capability to continuously adapt,” says Grant Gassner.  He adds, “This will ensure a competitive TCO over the lifecycle of a vessel against a backdrop of a highly uncertain future regarding the available fuels, technologies, and evolving regulations.”      Advantages of single-supplier accountability Future lifecycle upgrades can include sustainable fuel retrofits in the future, hybrid systems Wärtsilä’s single-supplier accountability model means that, as the OEM, they own both equipment and interfaces. This approach simplifies project execution and risk management for customers.  Their solutions also benefit from lifecycle support and the capability to adapt their products continuously. Future lifecycle upgrades can include sustainable fuel retrofits in the future, hybrid systems and shore connections, energy-saving devices, or enhanced digitalisation. Wärtsilä focuses on fuel flexibility, electrification and/or energy efficiency improvements and considers them holistically within a hybridised system rather than in individual silos, since they all significantly influence the overall power system and its design. Wärtsilä’s engine portfolio Wärtsilä’s engine portfolio was developed decades ago to operate on a range of marine liquid fuels and LNG, both in fossil and bio-fuel form. They have also commercially released engines capable of running on emerging low- or zero-carbon fuels such as green methanol, ethanol, ammonia and hydrogen. “It is, therefore, safe to conclude that engine technology will not delay the uptake of sustainable fuels,” says Grant Gassner. Sustainable fuels will be more expensive There is no broad consensus in the marine industry on which sustainable fuel will prevail Currently, there is no broad consensus in the marine industry on which sustainable fuel will prevail in the journey toward decarbonisation; most likely, several fuels will contribute. In any case, there is general agreement that all sustainable fuels will be significantly more expensive than traditional fossil maritime fuels and that availability will remain uncertain for the foreseeable future.  The high cost and scarcity of sustainable fuels will therefore drive an unprecedented focus on improving vessel energy efficiency. After all, the cheapest fuel is the one you do not burn. Propulsion power systems Efficiency gains will come from a range of new technologies, such as wind-assisted propulsion, hull air lubrication, enhanced hull forms and propulsion concepts, smart digital navigation systems and further reductions in vessel speed, commonly known as slow steaming. These advances will also affect propulsion power systems, so a holistic approach to ship design and power-system integration has never been more important in light of increasingly hybridised propulsion concepts. The fundamental role of electrification Although much of the discussion in the marine industry rightly centres on sustainable fuels Although much of the discussion in the marine industry rightly centres on sustainable fuels, electrification will also play a fundamental role in the transition to net zero. All vessels operating over short distances, regardless of size, will increasingly adopt battery-electric propulsion, combining sizeable battery banks with plug-in shore connections as their primary energy source, says Gassner.  This battery-electric solution offers far superior “grid-to-wake” efficiency compared with producing e-fuels from renewable electricity, bunkering those fuels, and then reconverting them back into mechanical or electrical energy via a thermal converter such as an engine. Battery technology and shore-power infrastructure Today, many Roll-On/Roll-Off Passenger (ROPAX) ferries covering distances of up to 100 nautical miles are already shifting from traditional mechanical drives to hybrid-electric drivetrains: Medium-speed 4-stroke generating sets feed electricity into a hybrid system with large, scalable energy-storage capacity and a fully electrified propulsion line. As battery technology and shore-power infrastructure advance, these vessels will rely ever more on green shore electricity and ever less on gensets running on bunkered fuels. Such applications will soon exceed 100 MWh of installed battery capacity, which is enough to meet much of the power demand of today’s regional ferries and short-sea vessels. Wärtsilä has already partnered with Australian shipbuilder Incat and Argentinian operator Buquebus as system integrator for the world’s largest zero-emission fully electric catamaran. Set for delivery in 2025, the vessel will feature approximately 40 MWh of energy storage, measure 130 metres in length and carry 2100 passengers plus 225 vehicles. Argentinian operator Buquebus as system integrator. Role of electrification There is growing interest in deep-sea segments, such as LNG carriers and containerships The role of electrification in deep-sea shipping has often been overlooked, given the currently valid consensus that such vessels demand too much energy to run on batteries alone today or in the near future.  As a result, it has been assumed that deep-sea propulsion solutions will remain largely unchanged and that available green fuels will materialise when needed. However, there is growing interest in deep-sea segments, such as LNG carriers and containerships to adopt hybrid-electric propulsion. Hybrid-electric is compact and fuel-agnostic Hybrid-electric propulsion is fuel and technology agnostic: A modular hybrid-electric drive can easily accommodate all new fuels and powering technologies. Another advantage is compactness and cargo gain as enhanced design flexibility can increase cargo capacity by around 6-7% in modern LNG carriers, reducing carbon emissions on a grams per ton per mil basis.  New fuels can be introduced incrementally (one small genset at a time), while the electrical system buffers dynamic load changes and can adapt to potential changes in engine performance properties when applying new fuels, such as power output and dynamic loading.  Deep-sea shipping segments Furthermore, modular systems maintain high load factors and thus high efficiency even at low power nodes Furthermore, modular systems maintain high load factors and thus high efficiency even at low power nodes, pairing well with energy-saving measures and slow steaming. Greater redundancy, built-in safety and readiness for autonomous operation and zero-emission fuels and low underwater radiated noise contribute to further safety and futureproofing. Electric propulsion has been reliably used in cruise and offshore segments for decades, with thousands of installations worldwide. In view of these factors, deep-sea shipping segments may gradually transition towards ever more electrified and hybridised drivetrains, initially via hybrid mechanical PTO/PTI concepts and ultimately to full hybrid-electric systems with propellers driven by electric motors rather than mechanical low-speed engines. Flexibility needed for uncertain future “Data-driven design” is an important factor when it comes to developing maritime solutions. “By drawing on real-world operating profiles, fuel consumption records and voyage data, we tailor each integrated system to actual customer needs,” says Grant Gassner.  Furthermore, system simulation models need to consider new factors such as emission penalties, costs of sustainable fuels, and developments in regulatory requirements over time. These factors make propulsion system models increasingly complex in order to evaluate total lifecycle cost analysis which includes a new variable: the cost of carbon, which was not previously considered in the past. Power system simulation, energy management, AI, and electrification combined with deep knowledge in naval architecture and marine engineering are critical competences for the future. There is also a need to follow closely new electrification technologies such as fuel cells, solar, nuclear heat to power, ESS, etc., as new technologies may also play a role in hybridised next generation propulsion concepts. Modular electrified systems In an uncertain regulatory, technology and fuel-supply landscape, flexibility is vital in order to “future-proof” In an uncertain regulatory, technology and fuel-supply landscape, flexibility is essential in order to “future-proof” the approach. Engines running on LNG today can be made ready for ammonia tomorrow, and modular electrified systems can be upgraded with more batteries, new powering technologies and can also adapt to lower power demand as a result of efficiency saving technologies.  “We design our solutions so they can be upgraded over time, and our lifecycle service agreements cover asset management, software updates and retrofits,” says Grant Gassner, adding “This approach keeps vessels compliant, efficient and resilient throughout their service life.” From newbuilds to vessels in service For newbuilds, IS&S explores dual-fuel engines, battery banks and renewable generators as part of the ship’s design from the very start. Wärtsilä provides detailed functional specifications and pre-engineered modules to simplify installation. Wärtsilä provides detailed functional specifications and pre-engineered modules to simplify installation The software underpinning any hybrid propulsion system is of course also crucial, which is why the energy management capabilities of Wärtsilä are important for ensuring the efficiency, reliability and flexibility of the solution adopted.  For vessels already in service, Wärtsilä’s retrofit solutions enable customers to install batteries or extra fuel-flexible engines into available spaces, reconfigure switchboards and update control software. Over the entire vessel lifecycle Although retrofits can be more complex because of space limitations and structural constraints, their modular approach and single-supplier project management keep the work on schedule and within budget.  The capability to support owners over the entire vessel lifecycle will be of utmost importance going forward and therefore, a holistic lifecycle view is fundamental when developing today’s propulsion concepts.

Electrification plays an important role in addressing the environmental challenges facing the maritime sector, and electric propulsion is the key component in this transition. Energy-efficient propulsion, which encompasses both efficient drivetrain and less weight, will contribute to meeting environmental challenges, while providing unwavering reliability for the operators. Cleaner propulsion solutions Ease of integration and maintenance helps streamline system design and installation, crucial factors in speeding up the adoption of cleaner propulsion solutions across the maritime sector. ABB promotes the adoption of advanced motor technologies in the rail, marine, and eMobility sectors through the Traction & Mobile e-Power Motors business unit. The team designs and delivers both components and complete propulsion systems for railway as well as off-highway machines and marine markets. IMO’s 2050 net-zero goals ABB helps the IMO’s 2050 net-zero goals by advancing marine electrification via innovations “The energy-efficient solutions we've developed are enabling compact, reliable electric propulsion in marine applications exemplified by our new AMXE Marine Motor, engineered specifically to meet the harsh demands and specific requirements of the marine market and environment,” says Henrik T. Nilsson, Global Sales Manager for Traction & Mobile e-Power Motors. ABB supports the IMO’s 2050 net-zero goals by advancing marine electrification through innovations like the AMXE Marine Motor and advanced motor control technologies. Conventional propulsion systems  This compact, high-power-density AMXE Marine Motor is designed for small to mid-sized electric and hybrid vessels and open deck applications, offering high efficiency, low weight and excellent performance in a durable frame designed to sustain marine environments. By replacing conventional propulsion systems, the AMXE enables cleaner, more sustainable vessel operations. ABB’s global expertise, service network, and complementary technologies further enhance marine efficiency and decarbonisation, says Nilsson. These solutions help shipbuilders and operators meet sustainability targets and transition toward low emission. ABB’s expertise in the marine industry AMXE Marine Motor, which ABB gave at Nor-Shipping in June, uses technologies set for off-highway equipment “ABB is pioneering the way in developing cutting-edge solutions to help the marine transport industry achieve net-zero goals,” says Nilsson. “By consistently innovating and working closely with industry partners, ABB is delivering the technologies and expertise needed to steer the industry towards a cleaner and more sustainable future.” The AMXE Marine Motor, which ABB presented at Nor-Shipping in June, uses technologies developed for off-highway equipment, such as mining trucks or electric buses, combined with a durable design that encompasses ABB’s expertise in the marine industry. ABB’s motor portfolio This resulted in a motor with the highest power density in ABB’s motor portfolio, delivering more power with less weight and space. It is housed in a frame that is compliant with industry standards, including corrosion protection to withstand tough environments. Pairing the motor with ABB inverters like the HES880 Mobile Inverter creates efficient, responsive propulsion systems designed to meet the demands of the next generation of electric and hybrid vessels. ABB’s HES880 Mobile Designed for harsh climates, ABB’s HES880 Mobile rugged, liquid-cooled inverter offers high efficiency The new AMXE Marine Motor offers the highest power density in ABB’s motor portfolio. Its lightweight, compact design makes it more energy-efficient than traditional combustion systems. When paired with ABB drives, it helps to lower energy consumption, boost performance, and reduce operational costs. Designed for harsh environments, ABB’s HES880 Mobile rugged, liquid-cooled inverter offers high efficiency, IP67 protection and a corrosion-resistant enclosure. Its multifunctional use, maintenance-free build, and compact design make it suitable for electrifying heavy-duty applications like vessels. ABB’s experience in marine applications Drawing on ABB’s experience in mining, rail, and marine applications, the AMXE Marine Motor is built to deliver long-lasting, high-performance operation in tough maritime environments. It's fully enclosed water-cooled design reduces noise while enhancing comfort and reliability. Engineered with a robust well-proven insulation system, and a design that supports the installation needs of the marine industry, it ensures a long lifetime and ease of installation in most marine applications as well as machine rooms with limited space.  AMXE Marine Motor Key stakeholders in transitioning to electrical marine applications include shipbuilders, vessel operators The AMXE Marine Motor has undertaken extensive validation testing, including IP, shock and vibration, corrosion resistant and validated the insulation system to comply with IVIC Class C. Key stakeholders in transitioning to electrical marine applications include shipbuilders, vessel operators, technology providers like ABB, and regulatory bodies such as the International Maritime Organization (IMO) together with the harbours that need to provide the primary charging infrastructure. Electric propulsion systems Shipbuilders integrate electric propulsion systems into vessel designs, while operators adopt and manage these technologies to improve efficiency and reduce emissions. Regulators drive industry adoption by setting the decarbonisation targets, like the IMO’s 2050 net-zero goal, driving industry adoption. Possibly the biggest challenge for companies looking to decarbonise is uncertainty around the availability and cost of alternative future energy modes. This is probably less of an issue with electrification than other alternative fuels. Availability of electricity  Transitioning to electric drivetrains can help lower operating costs, increase efficiency and performance Transitioning to electric drivetrains can help lower operating costs, increase efficiency and performance, and reduce environmental impact. In general, the availability of electricity is more stable, even if work remains in the charging infrastructure for the marine market.  The technologies for electric drivetrain on ships are already available and proven effective. Through continue collaboration with the stakeholders in the marine industry, a more sustainable future is possible. Decarbonisation objectives “It was great to be able to meet our customers, engage at Nor-Shipping in meaningful conversations and showcase ABB’s solutions for the marine industry,” says Nilsson. “The event theme ‘Future-Proof’ focused on sustainable solutions and innovations for the future of the maritime sector." Nilsson added: "The theme aligned with the launch of ABB’s AMXE Marine Motor. We are thrilled to provide future-proof solutions that help customers meet their decarbonisation objectives. Being relatively new in the marine industry myself, I was impressed at Nor-Shipping by the openness to new technologies and the deep understanding in the industry of how these new technologies can address current and future challenges.”

A new advanced simulation suite supplied by technology group Wärtsilä for the Akademi Laut Malaysia (ALAM) maritime training institute was inaugurated on 17 July 2025. ALAM is the training arm of MISC (Malaysia International Shipping Corporation Berhad), a subsidiary of Petronas group. The integration of Wärtsilä’s latest simulator technology significantly raises the level of maritime education for the region, creating a new generation of highly skilled and proficient seafaring professionals. ALAM’s new simulation suite ALAM’s new simulation suite features Wärtsilä’s new advanced dual-fuel simulator technology ALAM’s new simulation suite features Wärtsilä’s new advanced dual-fuel simulator technology, including the adoption of virtual reality elements to immerse seafarers in realistic training scenarios. There is also training available to educate seafarers in operating with future sustainable fuels – such as methanol or ammonia, for example – and different engine types, which are essential to the industry’s transformation to decarbonised operations. During the inauguration, it was announced that ALAM has been included in Wärtsilä’s “Maritime Advancement in Simulation, Technology and R&D Services” (MASTERS) program, the first in the Asia Pacific region. Maritime training and R&D providers "The program is dedicated to the identification, recognition, and formalisation of Wärtsilä’s relationship with major global Maritime Training and R&D providers who are not only extensive users of Wärtsilä’s simulation and training products and services, but with whom Wärtsilä collaborates closely to promote advancements in Maritime training,” said Ts. Dr. Captain Manivannan Subramaniam, Chief Executive of ALAM. “The launch of the Maritime Experiential Learning Centre and its recognition as Wärtsilä's first MASTER centre in Asia, reflects ALAM’s strong commitment to raising the standards of Maritime Education and Training (MET) in Malaysia and the Asia Pacific region.” “As the industry continues to evolve, we must ensure our students are equipped not just with technical skills, but with the ability to lead, adapt, and thrive in a global maritime environment.” “This new facility supports our broader ambition to become the Maritime University of Choice in Asia by nurturing the development of future-ready seafarers through hands-on, immersive, and internationally aligned training programmes, including those related to New Energy, Decarbonisation and Digitalisation.”   Liquid cargo handling training The navigation simulators include a full-mission bridge with 270-degree visualisation The technical simulators provided pertain to full-mission and multi-functional network classroom set-ups, both for engine-room and liquid cargo handling training. The navigation simulators include a full-mission bridge with 270-degree visualisation, three part task bridges, equipped with dynamic positioning and extended reality (XR) training capabilities. The suite also includes GMDSS & ECDIS classroom simulators, as well as Wärtsilä cloud-based simulation for blended learning experiences. Real-world operational scenarios “First of all, I want to congratulate ALAM for their commitment to providing world-class maritime education and training. The inauguration of these simulators allows ALAM students to achieve a new higher level of competence that they need for today’s highly automated and digital vessels,” comments Neil Bennett, General Manager, Simulation & Training, Wärtsilä Marine. “They can now replicate real-world operational scenarios, enabling students to hone their skills in a controlled, safe setting.” “A broad range of training needs can now be addressed, from basic navigation and engine room operations to complex procedures, research studies, and integrated emergency response drills.” The objective of improving safety “What’s more, I would also like to congratulate ALAM for being the first organisation from this region to join our MASTERS program. Members embody and share our objective of improving safety, whilst advancing optimisation, digitalisation, and decarbonisation learning in maritime,” continued Neil Bennett. Founded in 1976, ALAM has provided training for more than 15,000 maritime professionals for both onshore and offshore operations. The training centre is located in Melaka, overlooking the busy Straits of Malacca. Wärtsilä began its partnership with ALAM in 2006 with the launch of the Maritime Simulation and Communication Centre.

The world’s first Aframax oil tanker to use wind-assisted propulsion has been built in China, with AkzoNobel making an important contribution to the landmark project by supplying 350,000 litres of International® marine coatings.  The Brands Hatch is regarded as a major innovation in sustainable shipping technology and the entire vessel – including the underwater hull, deck and cargo oil tanks – features the company’s high-performance products. They’ll provide comprehensive protection and critical technical assurance for the tanker’s eco-efficient operation. Intelligent fibreglass sails Built by Shanghai Waigaoqiao Shipbuilding Co., Ltd., it has three intelligent fibreglass sails which are projected to reduce fuel consumption by around 12% a year and slash annual carbon emissions by 5,000 tons under normal operating conditions. “We’re very proud to have contributed to this landmark project,” says Rob Leslie, Commercial Director of Marine and Protective Coatings for AkzoNobel Greater China. “The successful application of our coatings not only validates the performance of our International® fouling control and anti-corrosive technologies, but also demonstrates the company’s commitment to enabling decarbonisation through sustainable innovation.”  Linear polishing technology Advanced coating delivers consistent and effective performance for a clean, foul-free hull The products used included Intercept® 8500 LPP – one of the highest-performing fouling control technologies in the International® range – which was applied to the vessel’s underwater hull. This advanced coating delivers consistent and effective performance for a clean, foul-free hull. By combining linear polishing technology with an optimised biocide package, the coating contributes to significant fuel savings and reduced CO₂ emissions.  Ultra-deep-sea drilling vessel Built for UK shipping company Union Maritime, the Brands Hatch is an Aframax ship, a type of oil tanker with a capacity between 80,000 and 120,000 deadweight tons. They’re primarily used for short to medium-haul crude oil transportation. It's the third milestone vessel built in China to be coated by AkzoNobel in recent years. The company also supplied more than 300,000 litres of International marine coatings for Dream – the country’s first domestically designed and built ultra deep-sea drilling vessel – while Intersmooth® fouling control technology was used on Adora Magic City, the first large cruise ship to be constructed in China.

Höegh Autoliners has revolutionised maritime transport with its Aurora Class vessels, marking significant progress toward sustainable deep-sea shipping. These Pure Car and Truck Carriers (PCTCs) are designed to be the largest and most environmentally friendly in their class. Notably, the final four ships in this 12-vessel series are set to operate on sustainable ammonia, a zero-carbon fuel, upon their delivery in 2027. Aurora Class vessels Aurora Class vessels are initially running on LNG with the flexibility to transition to ammonia and methanol The Aurora Class vessels are initially running on liquefied natural gas (LNG) with the flexibility to transition to ammonia and methanol as these fuels become more accessible. This adaptability is emphasised by the ships’ receipt of DNV’s ammonia- and methanol-ready notations, a first in the PCTC segment. The final four vessels will feature MAN Energy Solutions’ two-stroke engines capable of being fuelled by ammonia, positioning them as pioneers in zero-GHG emission maritime transport. TGE Marine’s expertise A key enabler of this technological leap is TGE Marine, whose advanced tank designs and fuel gas handling solutions are at the core of the vessels’ ammonia propulsion capabilities. TGE Marine’s expertise in designing and engineering maritime gas systems has made them a global pioneer in gas containment and fuel supply technologies. Their tanks are specifically developed to safely store ammonia in maritime conditions, while their fuel gas systems are among the most advanced in the industry ensuring reliable fuel management, safe operations, and seamless engine integration. These solutions exceed the stringent safety and performance standards required for ammonia as a marine fuel. New ammonia fuel supply system TGE Marine has already supplied tanks and fuel gas systems to the first eight Aurora class vessels TGE Marine has already supplied tanks and fuel gas systems to the first eight Aurora class vessels, and within the final four vessels, the fuel supply system is intended to handle ammonia fuel which allow for the vessels to be an engineering front runner in the industry.  The new ammonia fuel supply system comes among others with a reliquefaction system, a gas combustion unit (GCU) and an ammonia release and mitigation systems (ARMS). Aspects of TGE Marine’s contribution The following expands on the specific aspects of TGE Marine’s contribution to the vessels: Fuel Supply System: The fuel supply system is streamlined to support the main engine operation in an optimum manner allowing a reliable and stable operation with ammonia as fuel. The design of the system is addressing the demand to increase ammonia integrity and to allow safe operation incl. maintenance. Key design features are the utilisation of sealless pumps, high integrity equipment and automation resp. remote operation.  Boil-off Gas (BOG) Treatment: The heat ingress into the ammonia storage tank will lead to evapouration of ammonia. To keep the tank pressure within allowable limit the vapour, the BOG, is routed from the type-c tank’s vapour space to the BOG Treatment System. The BOG Treatment system consists of two fully independent methods to manage the tank pressure, i.e., the Reliquefaction System and the Gas Combustion Unit (GCU). Reliquefaction System: Onboard reliquefaction systems are engineered to recondense the ammonia vapour that results from heat ingress into the storage tanks and system operation. Gas Combustion Unit: As with all systems, TGE Marine also ensure that in an unlikely event that the reliquefaction system would fail, a secondary ‘back up’ system would kick in. The method chosen for this set up a gas combustion unit (GCU). This method burns the boil off gas, and this allows the tank temperature and tank pressure to remain within the limits. The gas combustion unit can support also the treatment of nitrogen ammonia mixtures and non-standard operations, such as gas-freeing of systems for maintenance preventing the release of ammonia to the atmosphere. Safety Systems: Key for operating a vessel with ammonia as fuel is the safe operation taking the toxicity of ammonia into consideration. TGE Marine has implemented safety systems and measures into the design of the system. Risk assessments accompany the design and execution of the project at every stage. Ammonia recovery: A key element of the safe operation is the handling of potential operational and emergency releases originating from the fuel supply system and engine purge operations. For this purpose, an ammonia recovery system is applied to reduce the ammonia quantities being routed to the ammonia release mitigation system. Ammonia Release Mitigation System: The ammonia release mitigation system developed by TGE Marine, is reducing the ammonia quantity released to the atmosphere and ensures that ammonia concentrations are below health and safety limits. Primary benefits of configuration To underline the benefits of the system, these following can be listed as primary benefits of using such configuration: Fuel Efficiency: By applying an efficient ammonia fuel supply system and ammonia engine Environmental Compliance: Minimising emissions of ammonia gas into the atmosphere reduces the vessel’s environmental footprint and helps comply with stringent emissions regulations Safety and Stability: The system ensures stable operation, reducing the risk to personnel and enhancing onboard safety Operational Flexibility: This technology supports extended voyages without fuel losses and allows better management of varying fuel demands during different operational profiles New standard for sustainability in maritime transport Beyond propulsion, the Aurora Class vessels incorporate several eco-friendly features, some include 1,500 square metres of solar panels and the capability to connect to electric shore power, enabling emissions-free port operations.  With these advancements, Höegh Autoliners, together with key partners like TGE Marine, is not only reducing its carbon footprint but also setting a new standard for sustainability in maritime transport, steering the industry toward a greener future.

Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.

Bennett Marine, a Division of Yamaha Marine Systems Company, needed a solution that integrated solar energy generation and mechanical upgrades to optimise both sustainability and working environment outcomes. However, adding the cooling capacity needed by a large warehouse, and the employees working there, during the long Floridian summers could significantly increase the utility load on the building. Solution Bennett Marine’s management approached its outsourced service provider, ABM. Having successfully completed two lighting upgrades on site, and acting as the current janitorial service provider, ABM took Bennet Marine’s request to its Infrastructure Solutions team. ABM’s Infrastructure Solutions designed an energy-efficient HVAC system supported by a rooftop solar PV array that offset utility costs with renewable energy, leading to a net 58% reduction in total utility usage for the building. ABM also assisted in securing tax credits and energy incentives for the project, as well as a new roof for the facility with additional building envelope improvements. Finding a better solution for the client ABM provides a consultative approach to help clients achieve sustainability goals, enable capital improvements" “Service experts across our company worked together to solve a need and deliver the sustainability solution Bennett Marine needed,” said Mark Hawkinson, President of ABM Technical Solutions. He adds, “ABM provides a consultative approach to help clients achieve sustainability goals, enable capital improvements, improve indoor air quality, address waste and inefficiency, and create a positive impact for communities.” In addition to the new roof, net energy offset, and improved cooling, ABM was able to assist the project in receiving an estimated $226,000 in tax credits and $224,000 in Energy Incentives through the Federal MACRS (Modified Accelerated Cost Recovery System). Benefits ABM’s Infrastructure Solutions enable businesses to invest in critical infrastructure needs and achieve sustainability, security, and resilience goals. A custom energy program drives costs out of operating budgets and redirects savings to critical needs, helping fund improvements. Highlights of the project for the Deerfield, Florida, warehouse include: Projected energy cost savings in the first year of $12,701 Replacement of ageing roof and speed roll doors to reduce energy loss Solar panel installation is capable of offsetting 66% of the building’s utility use

Korea Marine Transport Company Ship Management (KMTC SM) has reported annual fuel savings worth approximately US$540,000 in total after installing Accelleron’s digital engine optimisation solution Tekomar XPERT on 12 Panamax vessels. The fuel savings enabled KMTC SM to reduce its CO2 emissions by about 4,200 tons. Tekomar XPERT delivers engine optimisation recommendations based on thermodynamic insights that aim to bring engines back to the operating performance achieved at “new” conditions. The solution can be applied to any engine and turbocharger make. KMTC SM followed the advisory from Tekomar XPERT, tracked engine performance and benchmarked engines and vessels through Tekomar XPERT’s web portal (Loreka).  Carbon Intensity Indicator (CII) ratings The reduced emissions will translate to better CII ratings and lower exposure to carbon pricing KMTC Ship Management General Manager of Environmental Technology, Jin-Seob Lee, said: “Based on the big savings on fuel cost and emission reduction, we aim to install Tekomar XPERT on our remaining 16 self-managed vessels, and will be recommending its installation on 22 other vessels managed by third parties.” Accelleron anticipates that KMTC’s fuel bill will be reduced by around US$1.3 million a year when Tekomar XPERT is deployed across all 50 vessels. The reduced emissions will translate to better Carbon Intensity Indicator (CII) ratings and lower exposure to carbon pricing, including the EU Emissions Trading System, which will apply to shipping from 2024. KMTC SM’s own measurements KMTC SM was able to track improvements in performance thanks to intuitive indicators and actionable insight from Tekomar XPERT. The reduced fuel consumption at the end of the 12-month period highlighted a significant increase in vessel performance over the year. This was verified by KMTC SM’s own measurements. Accelleron Global Head of Sales & Operations, Shailesh Shirsekar, said: “Efficient engines are one of the keys to reducing fuel costs, emissions and carbon price exposure, enabling optimisation without impact on vessel operation. With simple guidance from Tekomar XPERT, ship operators can ensure that the engines are running at their very best, laying the foundation for lower lifecycle costs as well as regulatory compliance.”

A variety of fuels will be embraced in the maritime industry in the next decade and after, based on various vessel types, operational needs, and the availability of infrastructure. The shift toward newer fuels is driven by new greenhouse gas (GHG) reduction goals and the journey toward net-zero emissions, but a variety of other factors will also impact the changing trends. We asked our Expert Panel Roundtable: Which fuels will dominate the maritime industry in the next decade and beyond?

Given the diverse stakeholders in the maritime industry, it is understandable that collaboration is a challenge. However, the interconnected ecosystem of maritime makes collaboration essential. From ship owners and operators to port authorities, from shippers to shipbuilders, from classification societies to marine service providers and others, there are vast opportunities to work together and cooperate. To gain insight, we asked our Expert Panel Roundtable: How can the maritime industry increase collaboration, and what are the benefits?

Achieving optimal return on investment (ROI) for a maritime company involves a strategic combination of operational efficiency, revenue enhancement, cost control, careful financial management, attention to sustainability and regulatory compliance, and other factors. Given all the variables in play, profitability can be elusive, but our Expert Panel Roundtable has some ideas. We asked: How can maritime companies maximise return on investment (ROI)?