The Marine Energy Transition Forum (METF) 2026 will bring together leading voices from across the global maritime sector on 11 November 2026 at Norton Rose Fulbright, London.

The forum will tackle one of shipping’s most pressing challenges: how to overcome the fuel, technology and infrastructure barriers that continue to slow the industry’s transition to net-zero emissions.

Under the theme “Reframing the maritime decarbonisation roadmap: addressing fuel, technology and infrastructure bottlenecks,” the one-day forum will provide a platform for shipowners, fuel suppliers, technology developers, ports, policymakers and financiers to examine the practical steps needed to accelerate progress while maintaining commercial competitiveness.

As the maritime industry navigates an increasingly complex regulatory and commercial landscape, METF 2026 will focus on delivering practical insight into the challenges—and opportunities—shaping the next phase of the energy transition.

The conference programme will explore five key themes:

• The effectiveness of current regulatory frameworks and policy measures, including regional and international initiatives driving maritime decarbonisation.
• Progress in developing a resilient multi-fuel future, examining investment, fuel availability, supply chains and infrastructure.
• The commercial readiness of emerging technologies, including alternative propulsion systems, vessel optimisation, batteries, carbon capture, wind propulsion and digital solutions.
• Building a supportive business environment for energy transition companies, with discussions covering finance, innovation, scaling businesses and market development.
• The evolving role of ports as critical enablers of shipping’s energy transition through new fuel infrastructure, shore power and energy cluster development.

METF 2026 is designed to encourage open discussion between every part of the maritime value chain, recognising that collaboration across fuel producers, shipowners, ports, technology providers, investors and policymakers will be essential if global decarbonisation ambitions are to be achieved.

The event will feature expert speakers, panel discussions and extensive networking opportunities, enabling delegates to exchange ideas, develop partnerships and gain practical insight into the strategies shaping the future of maritime energy.

Registration for METF 2026 is now open. Further information and registration can be found here. 

Photo credit: ship.energy
Published: 13 August, 2026

With the first FuelEU Maritime compliance data emerging after the inaugural year of greenhouse gas (GHG) intensity reporting for ships trading in the EU, marine insurer Skuld spoke with Joe Bettles, Climate Policy Manager and author of the Countdown newsletter at the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, to examine what the early results reveal: 

The first data on FuelEU Maritime compliance is now emerging, following the first year of reporting against greenhouse gas (GHG) intensity targets for shipping companies trading in the EU.

To better understand what the early results show, we spoke with Joe Bettles, Climate Policy Manager and author of the Countdown newsletter at the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping (Center). The Center recently published its analysis of the first reporting year in the article “What did we learn from the first year of FuelEU?”

Under the regulation, shipowners have several options for compliance, including:

• The pooling mechanism, which allows vessels with a compliance surplus to trade it with other vessels.
• The borrowing mechanism, which allows companies to defer a compliance deficit to the following year for a 10% surcharge.
• Meet the target by using low GHG intensity fuels.
• Pay the FuelEU penalty (penalty).

Pooling becomes the preferred option

The first year of reporting indicates that pooling has quickly become the preferred choice. According to data from the European Commission, 92% of vessels used the pooling mechanism, while only 2% used borrowing. The remaining vessels either paid the penalty or met the target by using LNG or other low-GHG energy sources.

Commenting on the findings, Joe Bettles says: “Our insights from the first year of reporting indicate that shipping companies were able to comply with the targets, with most using the pooling mechanism. This shows that FuelEU is working as intended. As we approach the IMO’s upcoming discussion on the Net-Zero Framework (NZF), FuelEU demonstrates that it is possible for the global fleet to comply with a GHG intensity regulation using existing fuels and providing incentives for the uptake of cleaner energy sources.”

A developing market for compliance surplus

The Center’s article also reviews the different pooling platforms available to shipping companies seeking to meet their obligations under the regulation. The price of compliance surplus, averaging around EUR 208/tCO₂eq, remained relatively stable, suggesting that the market matured early, with buyers generally able to find sellers.

On the development of the pooling market, Joe notes: “The prices for trading compliance surpluses remained well below the EUR 640/tCO₂eq penalty for VLSFO, making the pooling mechanism significantly more attractive than paying the penalty.”

Fuel choices remain central to compliance

The role of fuel choice is also important. Looking at fuels supplied to the FuelEU market, the Center estimates that 3.22 million tCO₂eq of reductions, relative to an all-VLSFO fleet, will be required to meet the 2% reduction target between 2025 and 2029. Based on analysis of previous years’ fuel consumption, the Center indicates that LNG may have contributed around one-third of the required reduction. Biofuel blends account for the remainder, with biodiesel and bio-LNG dominating the low-GHG fuel mix.

Joe highlights how the pooling mechanism can help extend the impact of lower-GHG fuels across the fleet: “Although LNG is not a drop-in replacement for VLSFO, the pooling mechanism under FuelEU allows an LNG-fuelled vessel to share its over-compliance with other vessels that cannot physically use LNG. Depending on the engine type in the ship, LNG can remain compliant with the 14.5% reduction target through 2039 and can further extend its compliance through banked surplus or by using liquified biomethane.”

Three early lessons from FuelEU Maritime

Drawing on the first year of reporting, Joe Bettles and the Center identify three lessons that may also be relevant for the IMO in the future.

First, the results indicate that a fuel standard for shipping can work. FuelEU’s first year has created incentives for the use of alternative fuels and a market for those who prefer to pay for emissions compliance.

Second, regulations should include mechanisms that support a broader mix of energy sources. Lower-maturity alternatives, such as wind-assisted propulsion, e-fuels and onshore power, still represented a limited share of the mix.

Third, policy stability and clear reduction pathways can help reduce uncertainty for shipping companies and support the business case for investment in cleaner alternatives.

Supporting knowledge sharing across the maritime value chain

Skuld is a Mission Ambassador to the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, supporting its work as a platform for collaboration, knowledge sharing and practical insight across the maritime value chain.

“The Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping is a highly valuable forum for us at Skuld. It provides access to a broad network of industry stakeholders and helps us stay close to the challenges shipowners face in meeting regulatory requirements and reducing emissions. Just as importantly, it serves as a platform for dialogue and knowledge sharing across the maritime value chain” – Matias Bøe Olsen, Decarbonisation and transition risk lead, Skuld.

Note: Read the full article on FuelEU’s first-year experiences here.

Photo credit: Chris Pagan on Unsplash
Published: 7 August, 2026

BAR Technologies on Wednesday (29 July) said while the shipping industry is right to plan for long-term fuel pathways, too much of the decarbonisation debate remains focused on what may become available in the future rather than what can be deployed now.

The company said this in response to a new study by EY Greece warning that shipping’s transition to net zero will be uneven and capital intensive, constrained by factors including alternative fuel availability, infrastructure, shipyard capacity, access to finance and fragmented commercial incentives.

The EY study identifies energy efficiency and operational measures as among the most practical near-term actions available to shipping. BAR Technologies argued that wind propulsion, already delivering measurable fuel and emissions savings on commercial vessels, must be recognised as a proven part of that immediate response.

BAR Technologies said wind propulsion has also passed an important market milestone. 

According to the International Windship Association, more than 100 large commercial cargo ships, representing over five million tonnes of deadweight capacity, are now equipped to harness wind power. That is almost five times the number recorded in May 2022, clear evidence that the technology is moving into the commercial mainstream. 

BAR Technologies are playing a significant part in this transition: By the end of 2026, 10 vessels will be operating with 23 WindWings® installed, giving a combined saving of approximately 100t of CO2 per day.

John Cooper, CEO of BAR Technologies, said: “Shipping needs to stop treating decarbonisation as something that only begins when future fuels arrive or every detail of the IMO’s Net-Zero Framework is settled. The industry cannot allow the absence of perfect policy certainty to become an excuse for inaction. Proven technologies are available now, and owners can act today.”

Unlike alternative fuels, wind requires no new fuel-production facilities, bunkering infrastructure or global supply chain. It is freely available as an energy source and can reduce a vessel’s dependence on whichever fuel it uses.

“Wind propulsion is not waiting to be invented or proven. It is already operating on commercial vessels and reducing the amount of fuel they need. The priority now should be to remove the barriers preventing more owners from investing,” he said. 

For wind propulsion, those barriers are increasingly commercial and financial rather than technical.

Under many chartering arrangements, the owner funds the technology while the charterer receives much of the benefit through lower fuel consumption. Until charterparty structures allow the costs, risks and savings to be shared more effectively, owners can be left carrying the investment and long-term performance risk.

Access to finance is another significant constraint. Without competitive green lending or blended finance, owners may have to fund emissions-reduction technology at conventional commercial borrowing rates. This can lengthen the payback period, particularly in the tramp, bulk and tanker markets, where routes, earnings and charter durations are less predictable.

The EY study concluded that the pace of shipping’s transition will depend on coordination, commercial bankability, access to finance and action across the maritime value chain.

Cooper added: “But the real way to unlock action now is to make green investment affordable. Shipowners need access to financing that makes proven emissions-reduction technologies commercially viable today, not at some point in the future. If we can lower the cost of capital and create funding structures that recognise both the fuel savings and the environmental value these technologies deliver, far more owners will be able to invest.

“Wind propulsion has already passed the technology test. Affordable finance, alongside charterparty structures that share the benefits fairly, is what will unlock deployment at scale.”

Photo credit: BAR Technologies
Published: 30 July, 2026