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The most effective route to meet shipping’s new energy efficiency requirements

NAPA Fleet Intelligence’s easy-to-use tools for monitoring technical performance allows ship operators to gain true insight into GHG reduction measures taken, it says.
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Weather Routing NAPA

The following article was contributed by NAPA Shipping Solutions for sharing on Singapore bunkering publication Manifold Times:

Written by Ossi Mettälä, Sales Manager, NAPA Shipping Solutions

Two new measures will enter into effect at the start of 2023 – the energy efficiency index for existing ships (EEXI) and the Carbon Intensity Indicator (CII). While EEXI is concerned with how ships are equipped and designed, CII is an indicator of how they operate. It is based on the Annual Efficiency Ratio which sums all the carbon emissions from ballast and laden voyages to port stays, and divides the result by the deadweight and distance sailed in a year (to give grams of CO2 per DWT mile).

Slow steaming is an obvious candidate for boosting CII for ship owners and operators. However, its effectiveness is limited without the potential for dynamic decision-making on a range of external operating considerations, such as weather. Owners and operators using slow steaming as the sole route to maintain a vessel’s CII rating are also at risk by operating in a way that threatens the commercial longevity of their fleet or vessel. CII requirements include a required reduction factor, which is set to become 11% more stringent by 2026 (relative to 2019), thereby constraining operational flexibility. Failing to optimise every element of operations could lead to a low CII rating; a rating that is unattractive, to charterers, shippers, institutions and consumers seeking to be more sustainable.

As CII is measured by the grams of CO2 emitted per cargo-carrying capacity and nautical mile, increasing fuel efficiency through intelligent voyage optimization is an easy and effective route to supporting true operational efficiency. NAPA’s voyage optimization and ship performance monitoring platform – NAPA Fleet Intelligence – enables all stakeholders to view real-time weather updates and is combined with accurate vessel-specific performance models to calculate how much fuel the vessel would consume on different route alternatives and at different speeds. This helps predict arrival time accurately and enables the ship’s crew to take advantage of a more balanced speed profile without risking their ETA.

Likewise, the preliminary results of a recent study conducted by our in-house experts found that limiting engine power would only impact speed in limited circumstances – further demonstrating why reducing engine power alone would be insufficient to achieve greenhouse gas emissions (GHG) reductions at scale. The retro-optimization study explored the potential effect of EEXI on the transportation capacity, total emissions and carbon intensity of the global bulker fleet with NAPA Fleet Intelligence. We used real voyage data from 1500 bulkers over 12 months in 2019 and found for most of the year, if EEXI had been in effect, vessel operations would have remained largely unaffected.

In the same study, we found that the implementation of EEXI would reduce CO2 emissions by an estimated 6.6%. This not only demonstrates the scale of challenge for shipping to meet the IMO’s emerging environmental regulation, but the importance of data-driven technologies in measuring the actual impact of efficiency measures and tactics.

Lost efficiency gains

To further demonstrate the potential benefit of voyage optimization in helping drive the decarbonization of the shipping industry, NAPA also analysed over a year of past transatlantic voyage data for MR tankers (47 voyages) to see how they performed compared to how they could have if they used weather routing. We found that vessels would have saved an average of 15.9% emissions with better routing and a steadier speed-profile.

The potential fuel savings that these vessels demonstrate the dynamic nature of long voyages, but equally, that there are weather and sea current conditions, on coastal areas for example, that can impact performance. As just one example: Neste, a charterer that takes an active collaborative role in voyage planning, engages in a constant dialogue with crews using NAPA Voyage Optimization. In planning a voyage from Houston to South Africa, they were able to save 37.3 tons of fuel compared to the Master’s original plan by using weather routing. Most of the savings were due to avoiding sailing against the currents off the coast of Brazil.

Measured gains

Adding new abatement technologies, applying timely maintenance and hull cleaning are further important way of keeping CII ratings on track. However, confirming the impact of these measures is not as simple as looking at fuel consumption reports day to day. Consumption will rise and fall depending on ship speed, draft, and weather conditions. Only by correcting for those factors will a ship operator gain true insight into the measures taken. NAPA Fleet Intelligence’s easy-to-use tools for monitoring technical performance suit this purpose.

Expanding from this, shipping companies can use the insights they gain to look to the longer-term tightening of regulations and collaborate further with their partners by creating a feedback loop that incorporates performance data into timely vessel maintenance, or even energy efficiency retrofit projects.

With access to the right data and the ability to turn it into actionable insights, we can start optimising voyages as the dynamic and complex processes that they really are – and unlock the GHG savings that our customers and planet demand.

 

Photo credit: © Kepler, © Mapbox, © OpenStreetMap
Published: 16 February, 2022

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Methanol

GENA Solutions: Total renewable and low-carbon methanol project pipeline increases from 61.8 to 62.2 Mt by 2032

Information shared by MI – the Global Methanol Alliance meant to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.
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September 4, 2026

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MI – the Global Methanol Alliance recently shared with Manifold Times the renewable and low-carbon methanol project pipeline August 2026 release produced by GENA Solutions Oy.

Information from the release is meant to provide the bunkering publication’s readers with insight on renewable methanol availability, and to assist the maritime industry in the adoption of methanol as a mainstream marine fuel heading into IMO 2030/2050.

Key takeaways from GENA’s August 2026 Methanol release are as follows:

  • As of the end of August 2026, GENA tracks 286 renewable and low carbon methanol projects, representing 62.2 Mt of capacity by 2032. This includes 25.1 Mt of e-methanol, 25.9 Mt of biomethanol, and 11.2 Mt of low carbon methanol capacity.
  • Two new projects were added to Project Navigator last month, while one frozen project was excluded. The project pipeline increased by 0.4 Mt month on month.
  • Four new offtake agreements were registered during August, including two biomethanol and two e-methanol agreements.
  • About 8% of the cumulative renewable methanol project pipeline capacity has reached FID so far, with another 11% at the FEED stage.
  • Considering the current uncertainty around regulatory developments and demand growth, GENA projects that renewable methanol capacity could reach 6 Mt to 12 Mt by 2031.

Note: The full article can be viewed here.

Renewable methanol project pipeline 4 Renewable methanol by feedstock 8 Renewable methanol by region 7 Project pipeline by status Methanol capacity scenarios

 

Photo credit: GENA Solutions
Published: 4 September, 2026

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Business

Singapore: MPA urges maritime firms to prepare for potential haze with plan

MPA encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

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August 31, 2026

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RESIZED SG bunker tanker

The Maritime and Port Authority of Singapore (MPA) on Monday (31 August) issued Port Marine Circular No. 9 of 2026 on steps for maritime companies to take for potential haze affecting Singapore:

BUSINESS CONTINUITY PLAN FOR HAZE

This circular supersedes Port Marine Circular No. 09 of 2023.

With reference to the National Environment Agency’s (NEA) joint media release issued on 9 August 2026, hotspots were observed in parts of Sumatra and Kalimantan, with prevailing winds potentially bringing smoke haze towards Singapore. The dry conditions may further increase the likelihood of haze affecting Singapore. The Maritime and Port Authority of Singapore (MPA) encourages all maritime companies, especially those with workers performing outdoor work to maintain a business continuity plan for haze.

MPA advises all maritime companies to monitor the PSI level through the media and the NEA’s website (www.haze.gov.sg), keep at least a one-week supply of N95 masks for workers especially those who work outdoors, and observe the Ministry of Manpower’s (MOM) Haze guidelines and advisory for work which can be found on their website (www.mom.gov.sg/haze). The latter include guidelines to ensure that stocks of N95 masks are periodically inspected, remain serviceable, and not expired.

The visibility in the Singapore Strait and port waters could be significantly reduced in the event of haze. During periods of restricted visibility, shipmasters are advised to keep a proper lookout and navigate with caution. They are also advised to comply with the International Regulations for Preventing Collisions at Sea and in particular Rule No. 19, Rule No. 20 and Rule 35 concerning conduct of vessels in restricted visibility, exhibition of navigation lights and sound signals in restricted visibility, respectively.

In the interest of safety of navigation and life at sea, the Port Master may restrict the movement of harbour craft and pleasure craft in the port waters during reduced visibility conditions.

 

Photo credit: Manifold Times
Published: 31 August, 2026

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Alternative Fuels

DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Report examines four regulatory scenarios, ranging from adoption of IMO NZF in its current form to its outright rejection, energy efficiency uptake, and long-term bunker fuel and technology strategies.
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August 28, 2026

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DNV report: Regulatory uncertainty demands fleet strategies built for multiple futures

Regulatory uncertainty is increasing pressure on shipowners to make investment decisions that remain viable across multiple future scenarios, said classification society DNV on Thursday (27 August). 

According to DNV’s 10th Maritime Forecast to 2050, stronger global regulatory signals could accelerate the uptake of energy-efficiency measures, enabling the global fleet to consume up to 25% less energy by 2050 compared to a scenario where regulation is driven by regions.

The report examines four regulatory scenarios, ranging from adoption of the IMO Net-Zero Framework (NZF) in its current form to its outright rejection, which could lead to a period of prolonged regulatory gridlock, and explores the implications of these outcomes for fuel demand, energy efficiency uptake, and long-term fleet fuel and technology strategies.

Cristina Saenz de Santa Maria, CEO Maritime, DNV, said: “Ships ordered today will operate well beyond 2050, but many of the factors shaping their future performance remain uncertain. Regulatory requirements are advancing faster than the fuel, infrastructure, and technological systems needed to support them, making long-term investment decisions increasingly complex. The industry therefore needs greater clarity and alignment among all stakeholders to provide the confidence required for long-term investment. In the meantime, shipowners need strategies that deliver benefits today while remaining resilient across a range of regulatory and market outcomes.”

Energy efficiency is one of the most immediate and practical levers available to shipowners, delivering value across regulatory outcomes whether implemented at the newbuild stage or as a retrofit. A case study of a hydrodynamic measures retrofit on a 5,000 TEU container vessel showed potential annual fuel savings of 16%, with a payback time of around one to four years depending on future fuel prices. Retrofits can add similar value across many ship types and with sufficient planning can typically be completed during a standard class-renewal dry docking.

The development of the marine low-GHG fuel market remains a key challenge. While significant progress has been made in expanding alternative-fuel capabilities of vessels, scaling fuel production depends on confidence that demand will materialize. DNV projects shipping demand for low-GHG fuels to range from 4 to 22 Mtoe by 2030 and 33 to 185 Mtoe by 2050, depending on regulatory outcomes, with uptake also shaped by future uptake of shore power, plug-in hybridization, nuclear power, and onboard carbon capture systems.

Current project pipelines indicate a maximum global supply of 270 Mtoe by 2030, although actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share. However, the cost of reducing emissions varies significantly between fuel pathways, with abatement costs ranging from about 180 to 1,290 USD per tonne of CO₂ avoided, highlighting the importance of regulation and market incentives in enabling low-GHG fuel markets to develop.

Øyvind Sekkesæter, lead author of Maritime Forecast to 2050, said: “Scenarios explored in this year’s report show how different regulatory futures can lead to very different outcomes in energy efficiency uptake, fuel demand, and consequently, GHG emissions. By testing fuel and technology choices across multiple scenarios, shipowners can identify strategies that create value today while preserving flexibility as regulation, fuel availability, prices, and technologies evolve. Strategies that each owner chooses will also be dependent on their fleet type and operating context.”

Key findings from the report: 

  • Several regulatory futures remain possible as the IMO continues negotiations on the Net-Zero Framework, with these outcomes shaping investment decisions, low-GHG fuel uptake, and energy-efficiency deployment across the global fleet.
  • With global regulatory incentives in place, the world-fleet could consume 25% less energy by 2050 than under a scenario limited to regional regulations.
  • Energy efficiency can pay off regardless of regulatory outcome – 5,000 TEU container ship case study shows 16% annual fuel savings from hydrodynamic measures retrofit.
  • Shipping demand for low-GHG fuels could range from 4 to 22 Mtoe by 2030, and 33 to 185 Mtoe by 2050, depending on regulatory outcomes and the availability of these fuels in a competitive global market.
  • Current project pipelines indicate that a maximum of 270 Mtoe of supply could be available by 2030, though actual volumes are likely to be lower due to project delays and other uncertainties, and shipping will need to compete with other industries for its share.
  • Testing fuel and technology strategies across different scenarios can help shipowners identify robust choices for an uncertain transition. Testing, piloting, and verifying technologies can provide the trusted performance data needed to make investment decisions with greater confidence.

Note: DNV’s 10th Maritime Forecast to 2050 can be found here. 

 

Photo credit: DNV
Published: 28 August, 2026

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