GSI - Experts & Thought Leaders

Anemoi Marine Technologies Ltd, an industry pioneer in wind-assisted propulsion systems, has announced that it is collaborating with Hafnia Limited, Guangzhou Shipyard International (GSI), and DNV to develop the integration design of Rotor Sails suitable for installation on 50,000 dwt Medium-Range (MR) tanker vessels. The companies signed a Joint Development Project (JDP) in April 2025 to develop a new generation of efficient and environmentally friendly Rotor Sail vessel designs to increase the efficiency of MR tankers within the wider global fleet. How Rotor Sails can improve Anemoi and Hafnia will undertake several engineering studies to establish specifications As part of the project, Anemoi and Hafnia will undertake several engineering studies to establish specifications related to how Rotor Sails can be safely and efficiently installed on the deck of MR tankers, alongside additional electrical and control system layouts for these vessels. In addition, the studies will include calculations to examine how Rotor Sails can improve the Energy Efficiency Design Index (EEDI) and Energy Efficiency Existing Ship Index (EEXI) values of existing and future MR tankers. Rotor Sail’s design integration GSI will apply its naval architecture and marine engineering principles to develop essential technical documentation for the new Rotor Sail’s design integration, while DNV will undertake an Approval in Principle (AiP) assessment to ensure that the design is feasible and verifies that no significant obstacles exist to prevent the design from being realised based on current and foreseeable regulatory and class requirements. “Participating in this joint development project allows us to collaborate with industry partners to unlock the full potential of Rotor Sails on MR Tankers. It supports Hafnia’s decarbonisation strategy to assess and embrace the potential of innovative technologies to improve fuel efficiency and reduce vessel emissions,” shared Jesper Kristiansen, Hafnia’s General Manager Technical. Vessel energy efficiency DNV will undertake an Approval in Principle (AiP) assessment to ensure that the design is feasible “WAPS, like Rotor Sails, are spreading throughout the industry, enabled by new materials, data and software, and evolving rules and regulations. Across all segments, we still have room to improve vessel energy efficiency and WAPS have emerged as one of the most attractive tools for shipping to make immediate, impactful gains in this area." "DNV is very pleased to be part of this forward-looking group, and build on a cooperation with Anemoi, Hafnia and GSI that is driving shipping’s journey towards a more sustainable future,” said Mr Shao Guang Chi, Station Manager of Guangzhou Station at DNV Maritime. Integrating Rotor Sails into MR tankers “With new regulations driving the need for lower emissions, the time is right to adopt highly efficient ship designs." "Integrating Rotor Sails into MR tankers is a necessary step, and together with our partners, we’re committed to delivering vessels that meet both environmental and commercial demands,” said Deputy Chief Engineer, Huang Jun of Guangzhou Shipyard International (GSI). Tanker sector for novel technology Rotor Sails, also known as ‘Flettner Rotors’, are vertical cylinders that harness the renewable power “There is growing interest within the tanker sector for novel technology that can help reduce the carbon footprint of their vessels and increase their value, particularly as the MR tanker fleet is expected to grow in the coming years." "Our partnership with Hafnia, alongside GSI and DNV, will ensure a new generation of MR tankers that utilises Rotor Sails to improve their efficiency and sustainability credentials hits the water in the not-too-distant future,” said Nick Contopoulos, Chief Production and Partnerships Officer of Anemoi. Reduce the carbon emissions and fuel consumption Rotor Sails, also known as ‘Flettner Rotors’, are vertical cylinders that harness the renewable power of the wind to provide additional forward thrust and improve the energy efficiency of the vessel. This energy-saving technology is increasingly being sought after by ship owners and operators as a cost-effective and immediate solution to reduce the carbon emissions and fuel consumption of their vessels, as well as helping meet international emission reduction targets.

Chinese yard, Guangzhou Shipbuilding International (GSI), has received an order for 4 × MAN B&W 8S60ME-GI engines in connection with the building of 4 × 10,800 CEU Pure Car and Truck Carriers (PCTCs) for South Korean shipping owner, HMM Co. Ltd.. CSIC Diesel Engine Co. Ltd (CSE) will build the Mk10.5 dual-fuel -GI (-Gas Injection) engines in China, which will feature Exhaust Gas Recirculation (EGR) emissions-reduction technology for Tier III NOx compliance. MAN B&W 8S60ME-GI engines for PCTCs MAN Energy Solutions will also provide the 3 × MAN 8L28/32DF (Dual-Fuel) GenSets aboard each vessel Upon delivery, the PCTCs will go out on charter to Hyundai Glovis Co., Ltd., the logistics company headquartered in Seoul, South Korea and part of the Hyundai Kia Automotive Group. MAN Energy Solutions will also provide the 3 × MAN 8L28/32DF (Dual-Fuel) GenSets aboard each vessel with CSSC Marine Power Zhenjian Ltd.(CMP) set to build these, also in China. MAN Energy's comprehensive propulsion solutions Bjarne Foldager – Country Manager, Denmark – MAN Energy Solutions, said: “We are delighted to secure this order, underscoring MAN Energy Solutions' ability to deliver comprehensive propulsion solutions for cutting-edge PCTC projects.” Bjarne Foldager adds, “This achievement sets the stage for establishing a market standard in next-generation PCTC vessels, integrating our trusted and proven engines. Winning contracts for both main and auxiliary engines aligns with our strategic goal of providing complete propulsion packages. Congratulations to HMM for their bold commitment to decarbonisation.” LNG - most popular alternative fuel in car carrier market Thomas S. Hansen – Head of Sales and Promotion – MAN Energy Solutions, said: “The car carrier market is currently thriving and demand for new tonnage is at an all-time high. Most of these newbuilds are with dual-fuel engines – on account of new emission regulations – with LNG leading the way as most popular alternative fuel. That said, our main engines here will also be delivered as both methanol- and ammonia-ready.” Thomas S. Hansen adds, “Accordingly, the ME-GI engine remains the most prominent dual-fuel engine in the market with more than 700 orders. It is the world’s most efficient, methane-fuelled engine and has extremely low levels of methane slip, which make it the industry’s leading dual-fuel engine across vessel types such as container vessels, bulk carriers, tankers, as well as car carriers.”

Wallem Group, a pioneering global maritime partner, is proud to have welcomed two dual-fuel vessels, Angleviken and Askviken, into management in the last few months. The two LR2 tankers, delivered by Guangzhou Shipyard International, demonstrate Wallem’s commitment to building its expertise in managing and operating the vessels of the future and being a partner to clients who drive decarbonisation in the maritime industry. Wallem is also preparing to take delivery of multiple newly built DF PCTC vessels in the near future. Dual-fuel engine system requirements Ioannis Stefanou, Managing Director of Ship Management, Wallem Group said: "Since its foundation 120 years ago, Wallem has been at the forefront of maritime global services with a keen eye to adopt industry change. In the 21st century, decarbonisation leads the sector’s agenda, and Wallem’s key focus is to develop and build our expertise both onboard and ashore in new technologies and alternative fuel systems." Ioannis continues, "Despite technological advances, we still believe the Future is Human. These dual-fuel vessels have brought exciting opportunities for our crew to expand their expertise. They provide a platform to train experienced crews of various ship types on dual-fuel engine system requirements. Wallem is ready to manage any type of vessel equipped with dual fuel engines for our clients."

Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies.   European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development   Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel:   Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel.   Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power.  Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.