Decarbonisation Technology February 2026 Issue

Increased use of these models could strengthen markets for bio-LNG/biomethane, incentivising more production of a fuel offering an increasingly clear decarbonisation pathway as the number of LNG-fuelled ships grows. Moving beyond fuels While the transition to alternative, low-GHG fuels will be essential to eventually achieving maritime decarbonisation, some alternative pathways can provide immediate emissions reductions while also helping to ease the transition to new fuels. This starts with energy efficiency, whereby maximising operational and technical efficiency provides the most immediate and cost- effective route to emissions reductions. Energy efficiency is not just a compliance tool but also a competitive advantage, reducing operating costs and enhancing resilience to fuel price volatility. Examples of this include: • Speed optimisation/slow steaming, which reduces fuel consumption and emissions, often with minimal impact on delivery schedules. • Hull and propeller maintenance, where regular cleaning and advanced coatings can cut drag and improve fuel efficiency. • Machinery optimisation, where significant savings can be reached through upgrading engines, or through other means, such as waste heat recovery or hybrid systems. • Digital performance management, which applies data analytics and real-time monitoring to enable continuous improvement and rapid identification of inefficiencies. Going beyond this – and requiring a higher degree of investment – wind-assisted propulsion systems (WAPS) can drive further gains. Versions of these technologies have already been shown to deliver annual fuel savings of between 5% and 20% for certain ships. Under given operational conditions, the potential is large, and DNV has verified WAPS reaching peak values of about 30% reduced energy consumption per nautical mile in favourable conditions. While WAPS can be retrofitted to existing vessels, higher performance levels can be achieved when they are integrated earlier. By integrating WAPS into the design and

construction phases, vessels can be customised to achieve superior performance, with purpose- designed hull forms, improved aerodynamics, more seamless system integration, and aligned structural elements, increasing the ability to unlock the full potential of wind power. The rationale for investing in WAPS (or other energy-efficiency measures) rests on the potential for fuel cost savings within a reasonable payback period. Several pilots are being tested and third-party verification tests are taking place on a range of wind-assisted propulsion technologies. As these are verified and move into commercial operation, they can potentially build trust and confidence in the technologies, providing the basis for future adoption and expansion. Scaling up onboard carbon capture and storage Further emissions reductions can also be achieved through a sharp increase in the use of onboard carbon capture and storage (OCCS) technologies. As shown in models from the Maritime Forecast to 2050 report, equipping 20 major ports with CO2 offloading infrastructure and retrofitting enough ships with OCCS technology could be as effective as using 25 Mtoe of low-GHG fuels per year in reaching IMO’s 2030 base target, assuming all the CO 2 can be captured in those vessels calling at port. DNV’s latest analysis of global CO 2 storage projects (excluding enhanced oil recovery) points to a 25% increase in projected storage capacity to reach 49-85 MtCO 2 per year by 2030. Recent positive developments include Northern Lights starting operation as the first cross-border and open-access central site to which European industries can ship CO 2 for permanent storage. The project is also to increase its storage injection capacity. However, it is important to distinguish between total capacity and that which is available to shipping. Securing access to storage sites or finding alternative uses for the captured CO 2 in line with the regulatory framework is critical for the feasibility of OCCS solutions. Capacity is typically reserved in advance, and carbon capture projects and storage infrastructure are often developed in parallel.