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DNV: The likely effects of the Iran war on the global energy transition

DNV expects that despite tight budgets and inflation that militates against CAPEX spending, energy security concerns will inevitably pull even more strongly in favour of renewables, batteries, and nuclear.

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The reverberations from the war in the Middle East will be felt for months to come in energy markets, and in some instances, years. In this article, classification society DNV explored the implications of the events unfolding in the Strait of Hormuz and the wider Gulf region for the long-term global energy transition:

This note presents initial thinking from DNV’s Energy Transition Outlook research team on the implications of the war in Iran for the global energy system and the energy transition. We cannot predict when this destructive war, which began on 28 February, will definitively end. What is already clear from an energy system perspective is that its immediate impacts are enormous, and its long-term consequences for the oil and gas industry, regional and global economies, and on the pace of the energy transition will be significant. 

Key takeaways

  • Without knowing the duration and possible escalation of the conflict, it is clear that restoring production will take time; restoring trust even longer. It is likely that the world will therefore see elevated oil and gas prices for a long time. 
  • The present fossil supply shock disproportionately affects Asia, but all energy importing countries will suffer, and their motivation to make themselves less dependent on oil and gas imports will rise. 
  • The transition has gained strategic urgency, but it is not cost‑free. Higher interest rates will raise capital costs, and diversification takes time, but energy security concerns will ultimately strengthen the pull toward renewables and nuclear. 

Historic disruption with long-term consequences for fossil markets 

Iran’s forced closure of the Strait of Hormuz on 4 March created the biggest oil and gas supply shock in the history of the industry. As widely reported, about 20% of the world’s shipments of oil and natural gas normally pass through the strait, with over 80% of these shipments bound for Asian markets. This has, as of the date of writing, been reduced to a mere trickle favouring nations friendly to Iran. The short-term consequences are worst in countries with low oil and gas stocks and a weak ability to pay high spot prices, such as Pakistan, Bangladesh, and Sri-Lanka. 

The oil market was not tight before the war and a global gas glut was expected this year, but with Saudi Arabia and Qatar now hobbled by the war, no alternative large swing producer is able to cover the shortfall in the short or medium term. Russia, now acting under a temporary waiver of sanctions by the US, will look to fill some of the gap, but its own production amounts to only 4% of global crude oil and around 15% of natural gas production, with limited LNG export capacity. The US was already planning to significantly boost LNG export volumes, but not at the amounts and timing now required. Moreover, a high export spot price for LNG places pressure on the domestic price of natural gas, and high domestic oil and gas prices are deeply unpopular among voters and pose a severe test ahead of the upcoming mid-term elections in the US.  

Despite some pronouncements of an imminent peace, this may well not happen, and the possibility for rapid re-escalation from any of the combatant nations means that there is considerable downside risk of further damage to energy production and export facilities in the region, including Iran’s own. The process of repair and restoration will be fragile and slow: already more than 40 critical infrastructure facilities have been damaged, and some of these may take years to repair.  

Additionally, Iran’s control over the Strait of Hormuz will introduce a permanent risk premium for the Gulf. If the US does withdraw, there is also no guarantee that Iran will release its chokehold on the strait if its various demands remain unmet.  

With all these factors taken into account, it is likely that the world will see elevated oil and gas prices for a long time. 

A war sending shockwaves through regional and global markets 

The economic fallout from the war has already stoked inflation, and interest rate hikes and reductions in GDP are expected. The severity of these effects will depend on the duration of the war. With the supply of LNG and crude oil cut short, and as a lengthy period of elevated prices settles in, demand will necessarily suffer. A great deal of economic activity is dependent on oil and gas, including fertilizer production, which holds severe additional consequences for global agriculture production.  

Global shipping is significantly affected, with thousands of ships trapped in the Gulf or rerouted around Africa. Fuel oil prices and insurance costs are spiking, leading to soaring costs for all charters, not only for oil and gas transport. Aviation will take a triple hit, from increased cost, increased uncertainty, and from direct hits to key hubs in the Gulf. 

It is difficult to say with certainty what the effect of hostilities so far will be on global GDP; while global growth is negatively correlated with rising oil and gas prices, heightened economic activity associated with arms production and damage repair could partly mitigate the recessionary trend. However, most Middle Eastern countries will take a severe economic hit, not only through direct damage, but also through the evaporation of confidence in the Gulf as a haven for economic and tourist activity. 

Oil and gas exporting countries outside the Gulf will benefit, although these benefits will not necessarily be felt by citizens paying high prices at petrol and diesel pumps. Russia is likely to avoid deep discounts on its oil and gas exports for a while, and although volumes are not likely to change much, higher prices will add to its war chest. Import countries will suffer proportionally, with the worst consequences for low- and medium-income countries which cannot afford to pay elevated oil and gas prices. China, in the short term, will also be paying more, but as explained below, its industries will benefit. 

The global energy transition will accelerate

As we stated in our latest Energy Transition Outlook (October 2025) our forecast model shows that when there is heightened focus on energy security, the pace of the global energy transition speeds up. That is because the net effect of energy security policies globally favours renewables, batteries, nuclear, and energy efficiency.  

The rule-of-thumb that what is bad for fossils is good for renewables applies. And the Middle East conflict is definitely bad for oil and gas. It is clearly strengthening energy security as a primary global concern because it has once again exposed, dramatically, the vulnerability of many countries to oil and gas dependency. Even an early ‘normalization’ of oil and gas supply and prices would not change this perspective.  

While the present fossil supply shock disproportionately affects Asia, all energy importing countries will suffer, and their motivation to make themselves less dependent on oil and gas imports will rise. We note that Chinese battery manufacturers have gained more than international oil and gas companies on stock exchanges over the last three weeks. That is a signal of what long-term money is betting on – certainly on a more rapid uptake of EVs amidst high oil prices, but also on utility storage for grid stability as the renewables buildout accelerates. However, we remind readers that the energy transition is a long-term play – even with the boost to renewables from the present conflict, diversifying any nation’s energy system takes time. Changing a nation’s energy mix also requires investments, and higher interest rates will make the considerable upfront capital required for renewables and power grids more expensive. Thus, while the present conflict is likely to ultimately favour decarbonization, it is not a one-way street.  

This supply shock comes at a time where oil and gas dependency around the world is still very high. But the transition is ongoing, and if a similar supply shock were to happen in 10 years, we would see many countries’ power, road mobility, and building heating sectors being much less exposed to fossil supply shocks. Instead, national reserves can be prioritized for still vital oil and gas consumers like aviation, shipping, and heavy industry.  

DNV expects that despite tighter budgets and an inflationary environment that militates against CAPEX spending, energy security concerns will inevitably pull even more strongly in favour of renewables, batteries, and nuclear going forward. While the full extent of this is not yet understood, it will be closely followed and analysed by our forecasting team in the coming months. 

 

Photo credit: DNV
Published: 26 March, 2026

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Alternative Fuels

Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

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Yang Ming orders six LNG dual-fuel, ammonia-ready containerships from Hanwha Ocean

Taiwanese shipping firm Yang Ming Marine Transport Corporation (Yang Ming) and South Korean shipbuilder Hanwha Ocean on Wednesday (2 September) signed a shipbuilding contract for six 13,000 TEU class LNG dual-fuel container vessels. 

The contract was signed by Dr. Chuck Tsai, Chairman of Yang Ming, and Mr. Charles Kim, CEO of Hanwha Ocean. The vessels are scheduled for delivery between 2028 and 2029. 

They will complement Yang Ming’s existing fleet of 10,000+ TEU vessels and serve as key vessels on East-West services, with deployment flexibility across trade lanes connecting Asia with the East and West Coasts of North America, South America, and the Mediterranean. 

Each of the six new vessels will have a capacity of up to 13,650 TEU and feature LNG dual-fuel propulsion and Ammonia Fuel Ready specifications.

“As Yang Ming transitions toward net-zero emissions, LNG provides a relatively mature and economically viable alternative fuel solution, capable of reducing greenhouse gas emissions by approximately 20%,” the company said. 

“At the same time, ammonia can serve as a carbon-free fuel by utilising converted LNG storage facilities, while offering relatively lower conversion costs and comparatively well-developed supply chains and infrastructure. The Ammonia Fuel Ready design will therefore provide Yang Ming with greater flexibility in responding to increasingly stringent international regulations on greenhouse gas emissions.”

In addition, the vessels will be equipped with Type B LNG fuel tanks with a design pressure of 1.0 bar to enhance the safety and efficiency of LNG operations, together with a range of energy-saving technologies, including Wind Shields, Rudder Bulbs, Pre-Swirl Stators, and Shore Power Systems. Smart ship technologies and cybersecurity protection features will also be incorporated to enhance operational efficiency, safety, and reliability while effectively reducing fuel consumption and greenhouse gas emissions.

Deliveries under Yang Ming’s next-generation fleet optimization plan commenced earlier this year. By 2030, a total of 24 new vessels are expected to enter service. 

This includes 18 LNG dual-fuel vessels—comprising five 15,500 TEU, seven 16,000 TEU, and the six 13,000 TEU vessels under this contract—alongside six 8,000 TEU methanol dual-fuel-ready ships. 

 

Photo credit: Yang Ming Marine Transport
Published: 4 September, 2026

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Alternative Fuels

LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Both secured AiP for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

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LR, China’s MARIC unveil tanker concept ready for three future bunker fuels

Lloyd’s Register (LR) and the Marine Design and Research Institute of China (MARIC) on Thursday (3 September) have secured Approval in Principle (AiP) for a new 114,000 DWT product and crude oil tanker designed to accommodate future conversion to LNG, methanol or ammonia.

Announced at SMM 2026, the concept addresses one of the biggest investment challenges facing shipping today: the need to develop vessels and capabilities that can support a range of alternative fuel options and pathways as technologies, infrastructure and regulations evolve.

While LNG is already a mature fuel pathway, methanol and ammonia remain at an earlier stage of development, with questions around global fuel availability, infrastructure development, economics and long-term adoption.

The 114,000 DWT tanker concept has been designed as a product and crude oil carrier that can accommodate future conversion to LNG, methanol or ammonia as technologies, regulations and fuel supply chains mature. By incorporating conversion readiness at the design stage, the concept aims to reduce future retrofit complexity and provide owners with greater confidence when planning long-term fleet investments.

The design concept was reviewed against LR’s July 2026 class rules and regulations, including requirements relating to ships using gases and other low-flashpoint fuels, alongside relevant IACS Common Structural Rules for oil tankers. Final classification and statutory approval remain subject to full compliance with all applicable rules and regulations.

Theo Kourmpelis, Global Business Director for Tankers, Lloyd’s Register, said: “Shipowners are being asked to make major investment decisions today despite continued uncertainty around which fuels will dominate in the decades ahead. Alternative fuel solutions each offer potential pathways to compliance, but fuel infrastructure, regulation and economics continue to evolve at different speeds around the world.

“Designs that preserve flexibility will be critical in helping owners manage risk while preparing for multiple future scenarios.”

Si Nan, Marine & Offshore Marketing Department Vice Director, MARIC, said: “As the industry explores different decarbonisation pathways, shipowners need vessel designs that can adapt alongside technological and regulatory developments. This concept was developed specifically to provide greater fuel flexibility and long-term resilience, allowing owners to respond to changing market requirements without being locked into a single fuel strategy.

“Receiving Approval in Principle from Lloyd’s Register is an important milestone that validates the design concept and supports its future development.”

 

Photo credit: Lloyd’s Register
Published: 4 September, 2026

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Alternative Fuels

DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

LNG-fuelled vessels accounted for the vast majority of August activity while the strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year.

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DNV: Alternative-fuelled vessel orders hit highest monthly level since October 2024

Latest data from classification society DNV’s Alternative Fuels Insight (AFI) platform alternative-fuelled vessel ordering was strong in August, with 52 new vessels added to the platform.

This is the highest monthly total since October 2024 and follows another active month in July, when 47 vessels were added to the database.

LNG-fuelled vessels accounted for the vast majority of August activity, with 46 orders recorded. The container segment led the way with 30 orders, while the car carrier segment contributed a further 12 LNG-fuelled vessels. In addition, four ethanol-fuelled bulk carriers and two hydrogen-powered bulk carriers were added during the month, as well as one LNG bunker vessel.

The strong summer performance marked a significant acceleration in ordering activity after a relatively slow start to the year. In total, 242 alternative-fuelled vessel orders have been placed in the first eight months of 2026, representing a 27% increase compared with the same period in 2025.

LNG remains the dominant fuel choice, accounting for 63% of all alternative-fuelled vessel orders registered so far this year. Container vessels represent the largest share of these LNG orders (59%), followed by car carriers (30%).

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, said: “The past two months have been particularly strong for alternative-fuelled vessel ordering, with August recording the highest monthly total we’ve seen since October 2024. This has helped lift year-to-date orders to a level well above the same period last year.

“LNG remains the leading fuel choice, driven largely by activity in the container and car carrier segments. These sectors have been among the earliest adopters of alternative fuels, supported by predictable liner operations and increasing demand from cargo owners to reduce emissions across supply chains. 

“For many owners, LNG offers a combination of emissions reductions, fuel availability and future flexibility while the longer-term fuel landscape continues to evolve. 

“At the same time, the latest figures include orders for ethanol- and hydrogen-fuelled vessels, highlighting that owners continue to explore a range of decarbonization pathways. Different segments are making different fuel choices, but the overall level of activity demonstrates continued investment in lower-emission shipping.”

Screenshot 2026 09 04 at 12.29.26 PM Screenshot 2026 09 04 at 12.29.36 PM

 

Photo credit: DNV
Published: 4 September, 2026

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