ALT. FUELS
Hapag and NCL Win Tender from Major Brands for E-Fuel Container Shipping
A buyers alliance made up of major brands, including Amazon, Patagonia, IKEA, Nike, and others, awarded its second tender for low-emission container shipping to Hapag-Lloyd and North Sea Container Lines. The project aggregates demand from the shippers to help drive the use of new alternative low-emission fuels.
Known as the Zero Emission Maritime Buyers Alliance (ZEMBA), the group launched its second tender in February 2025, focusing specifically on e-fuels. They announced today, December 17, that they decided to split the award to support two new developing fuel types, e-methanol and e-ammonia. Hapag-Lloyd will deploy e-methanol on its large containerships for the trans-oceanic lane, while regional feeder company North Sea Container Line will use its new vessel Yara Eyde, the world’s first ammonia-powered containership, to fulfill the northern European trade lane.
ZEMBA has 50 members, including many well-known international brands. They collectively are committing to 20 billion tonne nautical miles of transport activity over three years starting in 2027. Some members are extending to five-year commitments, while ZEMBA highlights that contracting is ongoing and that additional freight buyers are welcome to join the initiative. Currently, it is expected that at least approximately 120,000 metric tonnes of GHG emissions will be abated starting in 2027 with this contract.
Hapag-Lloyd was also the winner of the first round, which was awarded in 2024, and committed to the use of waste-based biomethane, which would reduce emissions by at least 90 percent. The first round committed to 1 billion TEU container miles of shipping between Singapore and Rotterdam in 2025-2026. Initially, they expected it to run for three years, but shortened the award to two years as they noted the expected first deployment of e-fuels in 2027.
ZEMBA seeks to create a sufficient critical mass of volume for the shippers to encourage the vessel operators to commit to the emerging alternative low-emission fuels. The large volume helps the shipping lines to overcome the cost differential, while ZEMBA says it is also encouraging future development of the new fuels and their deployment. This second procurement, Zemba says, was focused on kickstarting a new market for scalable, low-carbon hydrogen-derived e-fuels.
“At a time when sourcing scalable e-fuels remains a major challenge for the entire industry, winning the second ZEMBA tender is a significant milestone for us,” said Rolf Habben Jansen, CEO of Hapag-Lloyd.
Hapag highlights that at present, it has a total of 37 dual-fuel liquified natural gas vessels either in service or planned. These ships can operate using biomethane as part of the company’s commitment to gradually decarbonize its fleet. Last year, the company also signed an offtake agreement with the Chinese energy producer Goldwin for a supply of 250,000 metric tons of green methanol per year.
Reuters reports that Hapag-Lloyd plans to use five large containerships to fulfill its new commitment to ZEMBA and the brands.
North Sea Container Line announced in 2023 a partnership with Yara to build the Yara Elde, a 1,300 TEU ammonia-fueled containership. Work began on the construction of the vessel in China in September 2025. The plan is to operate it on a trade corridor between Oslo and Porsgrunn, Norway, and Hamburg and Bremerhaven, Germany.
Norway Grants Over $120M for Hydrogen and Ammonia Ships and Bunkering
Norway announced a new round of financing grants valued at more than $120 million as it continues to support the conversion to zero—emissions fuels in shipping and other segments. Providing the support through Enova, a state enterprise owned by the Ministry of Climate and Environment, Norway seeks to build new industry and develop leadership in the new segments of the economy while reaching its goals for decarbonization.
The new round focuses on seven ships, which it views as pioneers in their segments and demonstrations of the potential for zero-emission shipping. In total, it awarded approximately $100 million in support for three large bulkers to run on ammonia and four coastal bulkers to run on forms of hydrogen. Enova says these seven vessels will account for a cut of 92,000 tons of CO2 per year, and supporting the entire project are awards to establish the first three ammonia bunkering stations in western Norway.
LH2 Shipping, working in partnership with Strand Shipping Bergen, part of the Vertom Group, received additional funding of approximately $29 million for the construction of two liquid hydrogen-powered bulk carriers. The group received a previous round of funding in the spring for the first two vessels, with the latest round making it possible to double to four ships. The two additional vessels will be 7,700 dwt bulk carriers for short sea shipping, carrying bulk/general cargo mainly between northern Norway, the Baltic region, and Europe. The ships will be 108 meters (353 feet).
The onboard hydrogen systems will consist of 17t LH2 storage capacity and 3.5 MW PEM fuel cells. A battery pack of approximately 1.5 MWh will be installed to support the fuel cells, and the ships will be equipped to use shore power where available for loading and unloading operations. A standby diesel generator package will also be installed, where the ships can sail on diesel/biodiesel if the LH2 supply fails, or is not in place in time when the ships are delivered from the shipyard.
GMI Rederi is also receiving a grant as it works to build two coastal bulk carriers. The ships will be equipped with fuel cells with compressed hydrogen, batteries, and wind-assisted propulsion technology. The ships will transport asphalt and construction materials on the Norwegian coast.
Amon Bulk is also receiving approximately $29 million toward the construction of three ammonia-fueled Kamsarmax bulkers with a capacity of approximately 80,000–85,000 dwt. The company highlights that the vessels are tailored to meet the needs of European steel industries and follow two other ships that were announced earlier this year. All five ships are scheduled for delivery between 2029 and 2030, forming part of a new generation of zero-emission bulk carriers.
Support these new vessels, Enova also awarded $43 million to support the development of three ammonia bunkering stations along the west coast. Azane Fuel Solutions, a Norwegian technology company, is developing the bunkering stations to be located at Mongstad, Florø, and Risavika. The stations will have a capacity of up to 2,000 cubic meters of refrigerated ammonia and a bunkering speed of more than 100 tons per hour. Azane has one year to make a final decision on the investment in the stations.
Enova highlights the importance of being a first mover in these developing spaces. It believes Norway will be well-positioned as a leader.
ClassNK Issues AiP for Alternative Fuels Ready & OCCS Ready Bulk Carrier
[By: ClassNK]
ClassNK has issued approval in principle (AiP) for a concept design of the Multiple Alternative Fuels Ready (Ammonia/Methanol/LNG) and OCCS Ready Bulk Carrier developed by Oshima Shipbuilding Co., Ltd. The certification confirms the feasibility of the vessel from regulatory and safety perspectives.
ClassNK has published Annex 1 Alternative Fuel Ready (Edition 3.0.1) of the Guidelines for Ships Using Alternative Fuels, which summarizes the requirements for adding class notations to ships (“Alternative-fuel ready vessels”) that do not use alternative fuels at the time of construction but are designed and partially equipped to accommodate such fuels in the future. Similarly, requirements for a ready notation to onboard CO2 capture and storage systems (OCCS) are included in the Guidelines for Onboard CO2 Capture and Storage Systems (Edition 2.0).
ClassNK reviewed the concept design of the vessel based on above-mentioned guidelines. Upon confirming compliance with the prescribed requirements, ClassNK issued AiP.
ClassNK will continually strive to contribute to advanced decarbonization initiatives through safety assessments and more.
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Anemoi Rotor Sails & Union Maritime Chemical Tankers Beat IMO 2030 Targets
[By: Anemoi Marine Technologies]
Anemoi Marine Technologies, the UK-based leading 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.
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.
The vessels will each be fitted with two 3.5m-diameter 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.
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.
“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.
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.”
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Op-Ed: LNG Has Matured Into a Proven Solution for the Cruise Industry
[By Maikel Arts]
As the cruise industry embraces LNG, the focus has shifted from proving feasibility to tackling methane slip. New engine technology, independent validation, and how the cruise sector is operating high-profile vessels such as MSC’s World Europa, Princess Cruises’ Princess Sun and Royal Caribbean’s Icon of the Seas are showing how LNG is maturing into a credible, scalable fuel solution for passenger shipping. All of these ships use the latest advanced Wärtsilä engines, demonstrating how technology and operational strategies are driving progress. When methane slip is actively and effectively reduced, LNG-fueled cruise ships can achieve a longer regulatory compliance window than any other fossil-based marine fuel currently in use, says Maikel Arts, Head of Cruise, Wärtsilä.
When Icon of the Seas entered service early last year, she became more than the world’s largest cruise ship. She also became the clearest demonstration yet of LNG’s ability to power a vessel of unprecedented scale. Six advanced dual-fuel engines deliver the energy needed to operate a floating city capable of carrying nearly 10,000 people. With her arrival, LNG was no longer a promise. It was a proven solution for the cruise sector.
For all the benefits LNG brings, from cutting sulfur oxides, nitrogen oxides, and particulates to delivering a meaningful CO? reduction against heavy fuel oil, one issue cannot be neglected. Methane slip, the unburned methane that escapes through the exhaust, has been a constant source of attention. Because methane is a GHG that is far more potent than CO? over a 100-year period, even small percentages of slip can damage LNG’s reputation as a climate solution.
A stepwise journey
The cruise segment is now showing how this challenge can be solved in practice. MSC has been central to this progress, with advanced dual-fuel engines powering three LNG-fuelled vessels: Euribia, World Europa and World America. These ships have proven the reliability and efficiency of dual-fuel technology at scale and helped establish LNG as a practical foundation for further emissions reductions. The next milestone will arrive with World Asia, the first cruise ship to feature next-generation dual-fuel engines equipped with advanced methane-reduction technologies. Together, these advances bring methane slip down to levels once thought out of reach.
Cruise vessels typically operate within load ranges where methane slip is significantly lower than in most single-engine applications. This has been confirmed by independent measurements on board MSC Cruises’ LNG-fuelled ships as well as Brittany Ferries’ Salamanca, which recorded an annual average methane-slip coefficient of 1.57 percent. Earlier in-service cruise ship studies reported around 1.7 percent, both well below the regulatory default factors often cited in discussion. These results provide a strong operational foundation for further improvement.
The LNG story in cruise has unfolded through a series of landmark vessels. MSC’s World Europa came first, delivered in late 2022 and was even used as floating accommodation during the FIFA World Cup in Qatar before embarking on her maiden voyage that December. She is powered by advanced dual-fuel engines and carries a 150-kW solid oxide fuel cell demonstrator which was used to test how hybridization could reduce fuel use and emissions. Just over a year later, in January 2024, Royal Caribbean’s Icon of the Seas raised the bar further as the largest cruise ship ever built, also running on advanced dual-fuel engines and proving LNG viable at an unprecedented scale in the cruise sector.
The advancement continues with MSC’s World Asia, which will feature next-generation dual-fuel engines incorporating two-stage turbocharging to optimize efficiency across the entire load range. This configuration aims to set new performance standards for reducing methane slip. One engine on board will pilot an advanced methane-reduction system designed to achieve emissions below 1.4 percent of fuel use across all load points, with results as low as 1.1 percent in a wide operating range. The pilot will validate the technology under real cruise conditions, confirming its consistency across typical service profiles. Similar methane-reduction features are being extended to mid-size and smaller dual-fuel engines, enabling operators of a broad range of LNG-fuelled cruise ships to further reduce greenhouse gas emissions.
Performance at this level depends not only on engine design but also on how systems are operated and maintained. Long-term lifecycle agreements with major cruise lines illustrate the importance of proactive maintenance strategies. For example, Royal Caribbean has a five-year agreement covering 37 ships that includes scheduled and unscheduled maintenance, predictive monitoring, and a performance-based model that shares gains from improved operations. These measures help ensure engines deliver optimal efficiency and emissions performance throughout their service life.
Why cruise matters for LNG
Cruise has become the proving ground for LNG innovation for three reasons. The first is visibility. Cruise ships are destinations as well as vessels, operating close to port cities and coastal communities; therefore, every emissions decision is scrutinised by passengers, port communities, investors, and NGOs. Tackling methane slip delivers significant contributions to GHG emissions and credibly strengthens trust in our sector and in LNG as a whole – vital for the fossil fuel with the longest environmental compliance.
The second is scale and complexity. Cruise ships operate as hotels, entertainment venues, and logistics hubs at sea. Demonstrating LNG’s reliability and emissions performance here builds confidence across the maritime industry. When the largest and most complex cruise ships choose LNG, with Icon of the Seas establishing scale and World Europa adding hybrid capability, it signals that LNG is not a marginal option but a mainstream energy choice for high-profile operators.
Third, cruise is integrating complementary technologies that make LNG better. Batteries and hybrid systems help engines run at more stable loads, which is where methane slip is naturally lower. Fuel cells, waste-heat recovery and shore-power connectivity provide further incremental gains. These steps do not replace LNG. They enhance it, and they create a pathway to renewable drop-in fuels such as bio-LNG and synthetic LNG when supply scales.
LNG offers a strong foundation that continues to evolve. As the industry explores renewable e-LNG and further opportunities to lower methane slip, its overall climate performance can continue to improve. These developments, combined with the growing use of lifecycle partnerships and operational optimisation, will help define LNG’s role within shipping’s broader transition pathway.
Some cruise operators are already beginning to test renewable drop-in fuels. In July 2025, TUI Cruises’ Mein Schiff Relax completed a ship-to-ship bio-LNG bunkering operation via a barge at the Port of Barcelona. Powered by advanced dual-fuel engines, the vessel demonstrated that renewable methane can be used directly within existing LNG systems and infrastructure. Bio-LNG, recycling carbon that is already part of the natural carbon cycle, can reduce emissions by up to 80% compared with traditional marine fuels like HFO.
Even in today’s market, where most LNG-fuelled ships rely on fossil LNG, the greenhouse-gas benefits remain significant. Methane slip from engines has been cut by more than 90 percent over three decades. Advanced methane-reduction technologies now achieve weighted averages close to one percent in real operation. These are not modelling claims. They are practical improvements being delivered in ships entering service now.
One further point deserves attention. At present, both EU and IMO frameworks still rely on default methane slip factors, with no clear guidance yet on how to account for lower real-world values achieved by new technologies. This is an area where progress is needed so that early adopters investing in best-in-class systems receive the regulatory recognition their investments merit.
For cruise operators investing billions in new tonnage, this matters. LNG provides compliance today, a route to renewable gases tomorrow and, with advanced methane-reduction technologies, a practical solution for reducing methane slip. That balance of fuel availability, infrastructure readiness and emissions performance explains why LNG remains the fuel of choice for the cruise segment. Every new LNG cruise delivery marks another step in that journey.
Progress in cruise has never relied on a single breakthrough. It is the accumulation of practical advances, ship by ship and class by class. LNG is not standing still. It is adapting, strengthening and proving itself under the most demanding operational and reputational conditions. That is the story cruise is telling today, and it is one that matters not only for passengers and operators, but for shipping’s wider transition to a lower-carbon future.
Maikel Arts is Head of Cruise at Wärtsilä.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
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