Alternative Fuels

EmissionLink: Why 2026 will redefine shipping’s decarbonisation path

Philippos Ioulianou shared that 2026 will be less about breakthrough fuels and more about managing trade-offs: interim compliance, fragmented regulation and hard commercial decisions in a market where policy is running ahead of supply.

Published

5 months ago

December 24, 2025

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As 2025 draws to a close, the global shipping industry finds itself far from the clean-fuel sprint that many had anticipated. Philippos Ioulianou, Managing Director of EmissionLink on Tuesday (23 December) shared that 2026 will be less about breakthrough fuels and more about managing trade-offs: interim compliance, fragmented regulation and hard commercial decisions in a market where policy is running ahead of supply:

“Shipping has not failed on ambition,” said Ioulianou, “What we are seeing is regulation running ahead of infrastructure and fuel availability. That gap is what owners are being forced to manage.”

In 2026, progress will be less about breakthrough fuels and more about interim compliance and commercial trade-offs. With global rules still fragmented, owners and charterers will focus on managing exposure rather than long-term transformation.

“The conversation shifts from targets to trade-offs,” said Mr Ioulianou. “Owners need to stay compliant and competitive using the tools that exist today.”

While the IMO’s net-zero ambition remains, a globally harmonised framework is still some way off. FuelEU Maritime, however, is already changing behaviour, driving tougher emissions reporting, greater use of pooling and increased reliance on digital emissions tracking.

“FuelEU is no longer something the industry is preparing for – it is something it is actively managing,” said Mr Ioulianou.

“Pooling is attractive because it reduces cost and complexity at a time when fuel pricing and supply remain unpredictable.”

Digital optimisation is also becoming central to compliance strategies. Predictive emissions tracking, supported by digital twins of vessels and voyages, is emerging as a critical tool for managing FuelEU exposure. As a result, secure, audit-ready monitoring, reporting and verification (MRV) data is becoming a daily operational requirement.

“Digital emissions management has moved from ‘nice to have’ to mission critical,” said Mr Ioulianou. “If your data is not accurate, secure and audit-ready, you are already behind.”

Globally, consensus on future fuels remains elusive. Governments face growing fiscal pressure, and carbon pricing is proving an attractive revenue mechanism as public spending rises. While climate goals remain, policy design is increasingly shaped by fiscal realities, driving continued debate over credits, exemptions and fuel eligibility, including LNG and bio-LNG.

“Governments still want decarbonisation, but they also need revenue,” Mr Ioulianou added. “That tension is reshaping policy in ways the industry needs to understand and plan for.”

Looking ahead, Mr Ioulianou believes 2026 will be about preserving flexibility. “The global rulebook is not aligned, supply chains are not ready and pricing is volatile,” he said. “The smart move is to buy optionality – through pooling, selective biofuel use, LNG where allowed, and relentless operational efficiency supported by continuous emissions monitoring.”

He also pointed to the importance of how regulatory revenues are used. “Europe is collecting significant funds through ETS and FuelEU. If that money flows back into fuel supply and retrofits, confidence in the transition will grow. If it doesn’t, these schemes risk becoming permanent cost burdens rather than enablers of net zero.”

Alternative fuels such as ammonia and methanol are unlikely to define the year ahead. Newbuild orders for alternative-fuel vessels have fallen sharply, and confidence in large-scale dual-fuel uptake is waning.

“2026 will not be the year of ammonia or methanol,” Mr Ioulianou concluded.

“It will be a year of pragmatic, compliance-safe decisions by owners and charterers, while policymakers continue to debate who pays, who benefits and how global shipping’s energy transition can realistically be.”

Photo credit: EmissionLink
Published: 24 December, 2025

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Alternative Fuels

MPA and MSC ink MoU to support adoption of alternative bunker fuels

MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency.

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June 4, 2026

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MPA and MSC ink MoU to support adoption of alternative bunker fuels

The Maritime and Port Authority of Singapore (MPA) on Wednesday (3 June) said it signed a Memorandum of Understanding (MoU) with MSC Mediterranean Shipping Company to strengthen collaboration in maritime decarbonisation, digitalisation, innovation, and manpower development.

The MoU was signed on 25 May 2026 by Mr Ang Wee Keong, Chief Executive of MPA, and Mr Soren Toft, Chief Executive Officer of MSC.

The MoU underscores the shared commitment of MPA and MSC to foster a sustainable, digital, and future-ready maritime sector, while enhancing MSC’s operational and business activities in Singapore. This year also marks the 30th anniversary of MSC establishing its Asia Regional Office and local office in Singapore.

Under the MoU, MPA and MSC will explore new routes and services to strengthen connectivity, support the adoption of alternative marine fuels such as bio-LNG, and advance technologies to improve vessel energy efficiency and operational performance.

MPA and MSC will also collaborate on maritime digitalisation initiatives to improve operational efficiency, including streamlining vessel arrivals and port operations.

On manpower development, MSC will support internship and scholarship opportunities through Singapore Maritime Foundation’s Maritime Outreach Network (MaritimeONE) platform, an industry-led tripartite partnership comprising industry, government and institutes of higher learning that aims to raise awareness of the maritime industry and attract quality talent into the maritime sector.

Mr Ang Wee Keong, Chief Executive of MPA, said: “This partnership reflects the strong collaboration between MPA and MSC in driving sustainability and digitalisation in the maritime sector. By working together on decarbonisation, operational efficiency and talent development, we aim to strengthen Maritime Singapore’s position as a trusted and future-ready global maritime hub.”

Mr Soren Toft, Chief Executive Officer of MSC, said: “Singapore is a strategically important hub for MSC and a key gateway to the broader Asia region. As we mark 30 years in Singapore, this MOU reinforces our long-term commitment to strengthening our presence here. MSC and Singapore are closely aligned on the priorities shaping the future of global shipping, and we look forward to deepening this partnership to drive the continued growth and resilience of the maritime industry.”

Photo credit: Maritime and Port Authority of Singapore
Published: 4 June, 2026

Methanol

Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Following “Seaspan Yangtze”, the remaining vessels planned for retrofit under the methanol retrofit programme are “Seaspan Amazon”, “Seaspan Ganges”, “Seaspan Thames”, and “Seaspan Zambezi”.

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June 4, 2026

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Seaspan and Hapag-Lloyd complete first of five methanol vessel retrofit

Seaspan Corporation (Seaspan) and Hapag-Lloyd on Wednesday (3 June) announced the successful completion of the first of the five vessel conversions under their methanol retrofit programme with the delivery of Seaspan Yangtze.

From the early SAVER (Seaspan Action for Vessel Energy Reduction) programme to today’s CleanBlue initiative, Seaspan has committed over USD 230 USD million across 86 vessels, executing more than 550 efficiency and retrofit projects.

Following Seaspan Yangtze, the remaining vessels planned for retrofit under the programme are Seaspan Amazon, Seaspan Ganges, Seaspan Thames, and Seaspan Zambezi. Each retrofit is expected to reduce well-to-wake CO₂e emissions by approximately 30,000 to 50,000 metric tonnes per vessel annually when operating on low-carbon methanol, while also extending vessel lifespan and enhancing fuel flexibility.

“Decarbonisation is not just about building the fleet of tomorrow, it is also about unlocking the full potential of the fleet we have today. Retrofitting and upgrades on existing fleets play a practical, immediate, and economical role in accelerating shipping’s decarbonization journey,” said Bing Chen, Chairman, President and CEO of Seaspan.

“Project SAVER CleanBlue highlights Seaspan’s strong customer partnerships, deep technical expertise, and unique platform integrated with JV partners, such as WattSpan Maritime Technology, in executing complex and large-scale retrofit projects.”

“The successful conversion of the Seaspan Yangtze together with the planned retrofit of its four sister vessels is another important step on our ambitious path towards net-zero fleet operations by 2045,” said Silke Lehmköster, Managing Director, Fleet, Hapag-Lloyd.

“Together with Seaspan, we are demonstrating that retrofitting existing vessels for low-carbon methanol can be a practical way to reduce emissions in shipping.”

Photo credit: Seaspan
Published: 4 June, 2026

Nuclear

South Korean-led nuclear car carrier design secures LR backing

LR is working with HHI, KSOE, Hyundai Glovis, G- Marine Service and KAERI on a joint development project exploring an advanced small modular reactor (SMR) installation on a PCTC.

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June 4, 2026

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South Korean-led nuclear car carrier design secures LR backing

Classification society Lloyd’s Register (LR) on Tuesday (2 June) said it has teamed up with South Korean shipbuilding, marine services and nuclear research organisations to advance the development of a nuclear‑assisted car carrier concept.

LR is working with Hyundai Heavy Industries, Korea Shipbuilding & Offshore Engineering (KSOE), Hyundai Glovis, G- Marine Service and the Korea Atomic Energy Research Institute (KAERI) on a joint development project (JDP) exploring an advanced small modular reactor (SMR) installation on a pure car and truck carrier (PCTC).

The study focused on how a Molten Salt Reactor (MSR) could be physically and operationally integrated into a large vehicle carrier. Work examined the internal arrangement and segregation of the reactor system, shielding requirements, and the impact on cargo deck layout and vehicle capacity, alongside stability and trim implications linked to the reactor’s weight and positioning.

The partners also assessed propulsion system configuration and power delivery, as well as operational flexibility compared with conventionally fuelled PCTCs, where trade routes and port calls can be tightly constrained.

A key focus of the project has been safety. LR led hazard identification (HAZID) and preliminary risk assessment work, focusing on containment, onboard safety systems and potential operability constraints tied to nuclear technology at sea.

The partners will mark the project milestone with an Approval in Principle (AiP) granting ceremony on 2 June at the LR stand during Posidonia 2026.

Sung-Gu Park, President – North East Asia, Lloyd’s Register, said: “While nuclear propulsion is still at an early stage of development, this project shows the importance of building technical understanding now to support future progress.

“Establishing feasibility at concept stage is a valuable step forward, particularly in areas such as cargo optimisation, vessel stability and integrated safety design.”

Hong-Ryeul Ryu, CTO and Senior Executive Vice President at HD HHI, said: “With global environmental regulations becoming increasingly stringent and no definitive net-zero fuel yet available, SMR-powered ships can serve as a highly effective alternative, representing a pioneering next-generation maritime technology capable of complying with GHG emission regulations while allowing lifetime operation without refuelling, and HD HHI will remain at the forefront of sustainable maritime technology development.”

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