Classification society DNV recently highlighted how complex methanol retrofits can be carried out in practice through a project involving COSCO Shipping, CHI Shanghai, MARIC, suppliers, and DNV. 

Its latest Maritime Impact article detailed challenges in design integration, construction, commissioning, and operations, while demonstrating how close collaboration and early planning support more efficient delivery and knowledge transfer: 

The world’s first methanol conversion project for a mega container carrier was completed at CHI‑Shanghai’s yard in September 2025. At nearly 400 metres in length and with a capacity of 20,000 TEU, the seven‑year‑old vessel became the first ship of its kind to be retrofitted to run on methanol. 

Delivered through close coordination between COSCO Shipping, CHI Shanghai, designers, suppliers, and DNV, and supported by a process of continuous learning, the project demonstrated that deep, first‑of‑a‑kind retrofits can be executed safely, on time, and at industrial scale.

Designing a methanol conversion for a megaship

The vessel’s fuel system, designed only for conventional fuels, required fundamental changes to enable safe and compliant methanol operation across propulsion, auxiliaries, storage, and safety systems.

The general design was developed by MARIC, while CHI Shanghai carried out the detailed engineering and served as EPC contractor. The scope included conversion of the ship’s MAN B&W 11S90 main engine and two of its four Wärtsilä auxiliary engines to dual‑fuel operation. In parallel, new methanol fuel tanks with a total capacity exceeding 15,000 cubic metres were installed forward of the engine room, together with new fuel preparation and supply systems.

Coordinating the complexity of retrofitting

Delivering this as a retrofit rather than a newbuild added complexity that is often underestimated. Existing structural arrangements could not simply be replaced, and new systems had to be integrated into confined spaces, requiring innovative construction sequences and tight interface management between suppliers. 

“This was a very complex project involving many parties, including engine makers, fuel system suppliers, and automation and safety specialists,” says Yan Hao, Commercial Director at CHI‑Shanghai. “It was also the first time all of these suppliers had worked together on a methanol retrofit of this scale. Coordination was critical.”

Note: The full article by DNV can be read here.

Photo credit: DNV and COSCO Shipping
Published: 15 June, 2026

In this Maritime Impact article, published on Monday (8 June), Georgios Kasimatis, Director of Regulatory Affairs at classification society DNV, explained how wind-assisted propulsion systems (WAPS) safety is already being managed through the ISM Code, class standards, and flag state engagement. 

The article explored current operational practices, emerging IMO guidance, and what shipowners can expect as safety frameworks continue to evolve alongside wider adoption of the technology:

Wind-assisted propulsion systems (WAPS) have moved beyond pilot projects. Today, ships equipped with rotors, wings, and sails are trading globally, helping owners cut fuel consumption and emissions while responding to increasingly stringent greenhouse gas requirements. Yet this rapid operational uptake is unfolding faster than binding international regulation is being finalized. 

This creates a familiar but critical tension. The technology is already in service and increasing in scale across the global fleet, but the International Maritime Organization (IMO) is still developing harmonized safety guidance. For operators in the space, that gap can feel like uncertainty or risk. In reality, the regulatory signals around WAPS are becoming clearer, and safety processes are already in place through the International Safety Management (ISM) Code, flag state engagement, and classification standards.  

WAPS are now firmly on the IMO safety agenda 

At the IMO level, wind propulsion and wind-assisted power are now clearly on the safety agenda. The subcommittee on ship design and construction has been formally tasked with developing interim safety guidelines, supported by correspondence group work and progressing towards consideration by the maritime safety committee. While timelines at IMO can be revised, these guidelines are expected to be developed and finalized within the next three to four years.    

Importantly, these discussions are not happening in a vacuum. They sit within a wider IMO effort to ensure that new and emerging technologies and fuels are addressed within a broader, coherent safety framework. For WAPS, key developments so far have included their identification as a technology which requires dedicated safety standards, as well as recognition that existing instruments, such as SOLAS, COLREG, stability codes, and other navigational safety provisions, may not fully capture safety hazards specific to the technologies. 

The prevailing view in discussions to date is that risks appear manageable when systematically identified and controlled. Attention has centred on well-known risks that can be managed with the right design assumptions, operational controls, and human element safeguards. These include visibility and sensor performance, manoeuvrability and controllability, air draft and port interfaces, stability effects, extreme weather exposure, and crew competence.

Existing frameworks already manage WAPS risks 

Crucially, the absence of finalized IMO guidance does not mean that WAPS safety is unmanaged. Far from it. Today’s operational safety baseline rests on three pillars: flag state engagement, class approval using established technical standards, and – most fundamentally – the Safety Management System (SMS) under the ISM Code, a mandatory requirement under SOLAS Chapter IX. 

Class frameworks – including DNV’s technical standard (DNV-ST-0511) – already address core technical aspects, including structural integrity, fatigue, extreme wind loading, system integration, and operational limits. For installations designed and approved against these standards, future IMO guidance is more likely to bring harmonization than to trigger fundamental changes, and existing WAPS installations are therefore unlikely to be significantly affected.  

Where WAPS installations affect visibility in ways that touch SOLAS Chapter V/22, acceptance of equivalent arrangements remains a flag state decision, typically supported by class technical assessments. In practice, guidance such as DNV’s recommended practice for CCTV-based solutions (DNV-CG-0662) is commonly used to support these evaluations. 

Note: The full article by DNV can be read here. 

Photo credit: DNV
Published: 10 June, 2026

Hong Kong’s Marine Department (MD) on Wednesday (3 June) launched the Quality Bunker Operator Scheme to encourage bunker operators to install and use mass flow meter systems (MFM systems) on their bunker vessels.

MD said the scheme aims to enhance Hong Kong’s bunkering service quality and the competitiveness of Hong Kong ports, thereby further consolidating Hong Kong’s position as an international maritime centre and a major bunkering port.

Under the Scheme, bunker operators of traditional maritime fuel and biodiesel that install and use MFM systems on their bunker vessels, with the MFM systems inspected and certified by an accredited body in accordance with the International Organization for Standardization’s ISO 22192 Standard or equivalent requirements, can apply to the MD for inclusion in the scheme’s “List of Quality Bunker Vessels”, provided they meet the relevant technical and operational requirements. 

Details of the bunker vessels successfully included in the List will be published on a dedicated page on the MD’s website for reference by shipping companies and relevant stakeholders.

Participation in the Scheme is voluntary. In addition to receiving recognition from the MD, participating bunker operators will benefit from enhanced corporate image and competitiveness through the adoption of MFM systems, thereby boosting customers’ confidence and helping to create new business opportunities.

 A spokesman for the MD, said: “As an international maritime centre supported by our country, Hong Kong has a strategic location adjacent to major international fairways. Coupled with years of development in marine fuel bunkering, Hong Kong possesses rich experience and talent in the field. For many years, Hong Kong has consistently ranked as the seventh-largest bunkering port globally, the second-largest in our country, and the largest in the Greater Bay Area, providing reliable and competitive fuel bunkering services to ocean-going vessels from around the world. 

“As the international shipping industry has an increasing demand for accuracy and transparency in bunkering services, service quality and measurement precision in bunkering operations have become important indicators of a bunkering port’s competitiveness. The Scheme will enhance bunkering accuracy and transparency, further enhancing the quality of Hong Kong’s bunkering services.

The spokesman added that comprehensive port services are one of Hong Kong’s key advantages as an international maritime centre.

“We will also mandate the use of MFM systems on all methanol bunker vessels this year to ensure that Hong Kong continues to provide high-quality bunkering services in the era of green maritime fuels.” 

Note: The application form for the Scheme can be found on the MD’s website. Interested bunker operators can download the application form from the website or contact the MD’s Green Maritime Fuel Team via email ([email protected]) for details.

Photo credit: Manifold Times
Published: 4 June, 2026