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

Tsuneishi Solutions Tokyobay (T-SOL) on Friday (24 July) said it delivered the first Low-flashpoint Fuel (MeOH) Supply System (LFSS) for medium- and low-speed diesel engines at the end of May 2026. 

The LFSS received Approval in Principle (AiP) from ClassNK in April 2024. It is the first unit of T-SOL’s proprietary LFSS developed in-house and will be installed on a Kamsarmax bulk carrier, marking its first application on an actual vessel following the AiP granted by ClassNK.

An LFSS is designed to safely and reliably supply alternative fuels with low flashpoints, such as methanol, to a vessel’s main engine.

The LFSS delivered by T-SOL has been developed specifically for medium- and low-speed diesel engines and features a simple and compact design in terms of its main components, dimensions and weight. The system is equipped with key components manufactured by Japanese suppliers, enabling the provision of instruction manuals in Japanese as well as prompt and flexible responses to customer enquiries.

As the LFSS is assembled in Japan, customers adopting T-SOL’s LFSS are not required to attend Factory Acceptance Tests (FAT) overseas or arrange for engineers from overseas equipment manufacturers to travel to Japan, thereby helping reduce both costs and operational burdens for customers. T-SOL also provides on-site technical support during commissioning and testing.

With the tightening and introduction of environmental regulations, marine fuels are entering a period of transition from heavy fuel oil to alternative fuels, including methanol. 

“The transition requires new expertise and considerable time for technical evaluation, increasing the burden on customers. Drawing on the expertise of its experienced engineers, T-SOL provides comprehensive support throughout each customer’s transition to alternative fuels,” the company said. 

Following the delivery of its first LFSS, T-SOL will continue to work to ensure a stable supply of LFSS units while advancing the research and development of technologies that contribute to greenhouse gas (GHG) emissions reduction, including engineering solutions for other alternative fuels. 

Photo credit: Tsuneishi Solutions Tokyobay
Published: 27 July, 2026

Fairfield Maritime Japan (FMJ) on Wednesday (22 July) said it has signed a long-term charter contract with Neste for two vessels. 

The agreement enables FMJ to fund and manage the construction of two Ice Class 1A medium range (MR) oil and chemical tankers for Neste’s transports to and from its refinery in Porvoo, Finland. Neste is a producer of renewable diesel and sustainable aviation fuel (SAF), also refining a wide range of oil products in Porvoo. 

Fairfield Maritime Japan Ltd. is a portfolio company of Fairfield-Maxwell Ltd., a family office for the Sugahara family headquartered in New York City.

The two new ships will each have the capacity to ship 50,000 deadweight tons (DWT) and will be built by HD Hyundai Co., Ltd. of South Korea and delivered in the first and second quarters of 2029.

As Ice Class 1A certified ships, the two new vessels will be capable of navigating in ice conditions with the support of icebreakers, adhering to the Finnish Swedish Ice Class Rules.

These rules encompass the specific requirements for vessels navigating the Baltic Sea during the winter season. The highly ice-resistant ships will be able to approach and depart Porvoo in the winter months, contributing to operational continuity for Neste’s Porvoo facility.

The vessels will utilise low-sulphur fuels and will be capable of being retrofitted to operate on methanol at some point in the future. 

The vessels will be ready for the future with the possibility to connect to shore power when that is available. In addition, the ships will be equipped with wind-assisted propulsion systems (WAPS) to supplement the ships’ main engines. These technologies will reduce fuel consumption, emissions and operating costs.

“We’re pleased to partner with Fairfield Maritime Japan and Fairfield-Maxwell. With these new state-of-the-art vessels, we are continuing our efforts to deliver safe and efficient sea transport to and from our Porvoo refinery,” said Sander Wilgenhof, Head of Chartering, Neste.

“We are proud to be Neste’s long-term partner,” said Ryuichi Osonoe, President, Fairfield Maritime Japan. 

“We believe that our knowledge and expertise will significantly assist Neste in its sea transportation. We are looking forward to seeing these two new ships cross the sea to safely export out of Neste’s Porvoo refinery.”

“Fairfield has been a partner of choice for world-class shippers for nearly 70 years,” said Byron Sugahara, chairman of the board of Fairfield-Maxwell. 

“This agreement with Neste is  confirmation that our family’s legacy in the shipping industry remains strong and provides a solid foundation for continued growth and success.”

Photo credit: Scott Graham
Published: 24 July, 2026