Porti & ambiente — le notizie raccolte

The global maritime industry requires financial incentives to fast-track the adoption of low-carbon fuels, according to the Maersk Mc-Kinney Møller Center for Zero Carbon Shipping (MMMCZCS). IMAGE: Methanol bunkering of one of Maersk's methanol-capable vessels in Singapore. Maritime Port & Authority of Singapore Green marine fuels are “substantially more expensive” than the fossil alternatives they are expected to replace, making them less lucrative in the market, MMMCZCS said in a recent report. This gap can be easily bridged with targeted financial support and subsidies, though the design of these schemes will determine whether shipping will secure short-term emissions cuts from fossil-based fuels or lay the groundwork for a future green fuel infrastructure. Trying to do both with a single, undifferentiated subsidy risks achieving neither, MMMCZCS argues. The report maps out how to structure rewards for zero and near-zero emissions fuels under the International Maritime Organization’s (IMO) Net-Zero Framework. Those aiming to minimize emissions reduction expenses should lean toward implementing uniform incentive structures, MMMCZCS highlighted. Meanwhile, those aiming to expand alternative fuels should prioritise varied incentive tiers, offering financial backing to more expensive yet highly scalable options like e-methanol and e-ammonia, the report added. When analysing how to disburse monetary aid, the report evaluated fixed reward rates, flexible rates, and competitive bidding models. While fixed reward rates offer greater stability, they often demand caps on qualifying quantities. Conversely, flexible rates safeguard the total budget pool but introduce unpredictability regarding final disbursements. “All three instruments can respect a hard fiscal limit, but they allocate risk and uncertainty differently. Choosing among these options depends on the policymaker’s objective,” MMMCZCS said. By Aparupa Mazumder Please get in touch with comments or additional info to news@engine.online

TheWorld Bankhas outlined how East Asia and the Pacific can strengthen energy security, modernisemaritime infrastructureand accelerate the adoption of low-carbon marine fuels as shipping charts a course towards net zero. Supporting between 16 and 18 million people through global, regional and domestic supply chains, the region's maritime sector underpins international commerce while transporting everything from manufactured goods to critical energy commodities. As demand for shipping continues to rise, the industry is facing mounting challenges including congested ports, ageing fleets, safety concerns and the need to replace fossil fuels withcleaner energy alternatives. According to the World Bank's latest report,Ports, Ships and Fuels: Maritime Efficiency, Safety and Sustainability in East Asia and Pacific, improving operational performance while investing in clean energy infrastructure will be central to building resilient supply chains and achieving long-term decarbonisation. The report identifies operational efficiency as one of the fastest and most cost-effective ways to reduce fuel consumption and emissions across the maritime sector. Shippingalready represents the most energy-efficient form of freight transport, producing between 11 and 17 grams of CO₂ per ton-nautical mile. By comparison, heavy road freight emits around 70 grams while aviation generates as much as 515 grams. Efficiency gains over recent years have demonstrated the sector's potential. Between 2008 and 2024, global shipping volumes increased by almost 50%, yet energy consumption rose by just 5%, avoiding the use of around 1.8 million barrels of oil every day and delivering annual fuel savings of approximately US$60bn. The World Bank notes that highly efficient ports including Shanghai and Singapore benefit from rapid vessel turnaround times that strengthen manufacturing and trade, while smaller ports across island nations continue to struggle with slower cargo handling and lengthy waiting periods. Port operations across developing economies in East Asia and the Pacific are responsible for around 21.5 million tonnes of CO₂e emissions, with vessels generating between 70% and 95% of air pollution within port boundaries. “Maritime supply chains are the circulatory system of regional economies,” says Carlos Felipe Jaramillo, Vice President for East Asia and Pacific at The World Bank. “When they function well, businesses become more competitive, markets become more accessible and communities prosper. “This report is a call to protect workers, strengthen maritime safety and seize the opportunities presented by a more efficient and sustainable maritime future.” The report adds that digital appointment systems and Just-In-Time vessel arrivals could reduce anchorage delays and cut emissions around ports by as much as 25%. Regional domestic fleets suffer from persistent safety gaps, as 28% of vessels are more than 20 years old and 18% exceed 25 years, increasing the likelihood of inefficient fuel use and incidents. Rigorous Port State Control inspections under the Tokyo Memorandum of Understanding conducted more than 32,000 vessel checks in 2024, resulting in nearly 1,200 detentions due to critical safety or environmental deficiencies. Extending efficiency improvements across all subsectors and scales of operation is essential to unlock broader productivity, safety and sustainability benefits. While operational improvements offer immediate carbon savings, the World Bank argues that strengthening vessel safety and workforce capability will be equally important as alternative marine fuels become more widely deployed. Across the region, 28% of domestic vessels are now more than 20 years old and 18% are over 25 years old, increasing both operational risks and fuel inefficiency. Port State Control inspections carried out under the Tokyo Memorandum of Understanding examined more than 32,000 vessels during 2024, resulting in nearly 1,200 detentions linked to significant safety or environmental shortcomings. The report concludes that extending best practice throughout fleets of every size would improve efficiency while delivering broader safety and environmental benefits. As East Asia supplies more than 40% of the world's seafarers, the World Bank says comprehensive crew training and certification remain essential to reducing human error and preparing workers for increasingly complex vessel operations. These requirements become even more important as operators introduce fuels including green methanol and green ammonia. Handling these next-generation fuels introduces new operational challenges because of their toxicity and flammability, making specialist emergency procedures, advanced gas detection systems and dedicated protective equipment essential. Replacing conventional bunker fuels remains one of the largest energy challenges facing global shipping. Today, fossil fuels still account for more than 99% of marine fuel consumption worldwide, while fuel costs typically represent between 40% and 60% of vessel operating expenditure, making affordability a key factor in fleet investment decisions. Although LNG has established the largest presence among alternative marine fuels, with more than 470 vessels currently in operation, the report argues that widespread deployment of green methanol and green ammonia will be needed to support net zero ambitions. However, supply remains limited. Current green methanol projects produce just 0.034 million tonnes, while a further 13.2 million tonnes remains at the feasibility stage. Green ammonia also faces intense competition from agricultural and chemical industries, which already consume more than 181 million tonnes every year and are often able to pay higher prices. The World Bank says stronger regulatory certainty and internationally aligned standards will be vital to encourage investment in dual-fuel vessels, renewable fuel production facilities and regional bunkering infrastructure. For sustainability the maritime sector is at a decisive inflection point. Achieving long-term sustainability will depend on the availability, affordability and scalability of alternative fuels. Transforming shipping into a low-carbon transport system will require unprecedented investment across ports, vessels and energy infrastructure. “For sustainability the maritime sector is at a decisive inflection point. Achieving long-term sustainability will depend on the availability, affordability and scalability of alternative fuels.” The report estimates that upgrading port infrastructure between 2025 and 2040 will require around US$180bn, while replacing domestic and regional fleets will demand investments exceeding US$280bn. Alongside these upgrades, building the energy infrastructure needed to supply future marine fuels will require an estimated US$310bn for green ammonia production, US$81bn for green methanol facilities and US$42bn for renewable LNG. To unlock these projects, the World Bank highlights the importance of public-private partnerships and blended finance structures capable of reducing investment risk for major developments including port electrification and shore power systems. It also calls for stronger coordination between governments, fuel producers, vessel owners and port operators to create consistent procurement frameworks that support the clean energy transition. Beyond emissions reductions, these investments could also generate substantial economic value. According to the report, every additional million tonnes of cargo handled through regional ports supports around 300 jobs throughout connected logistics and freight networks. Vice President for East Asia and Pacific

Across East Asia and the Pacific, shipping functions as a core supply chain backbone, supporting between 16 and 18 million people whose livelihoods depend on global, regional and domestic trade flows. Maritime transport ties together producers, consumers and energy systems, carrying bulk commodities, consumer goods and fuel across extensive archipelagos and busy trade corridors that feed manufacturing and retail networks. Theseinterconnected logistics systemsnow face growing strain from congested ports, ageing fleets, persistent safety gaps and the need to cut emissions across end‑to‑end operations. For companies relying on the region, building resilient supply chains means combining higher efficiency with improved safety and long‑term environmental performance from quayside to open sea. The World Bank explores this in its report Ports, Ships and Fuels: Maritime Efficiency, Safety and Sustainability in East Asia and Pacific, framing maritime policy choices through a supply chain lens. The report identifies operational efficiency as the fastest way to improve performance along international supply chains that depend on ocean freight. Ocean shipping is described as the most energy‑efficient transport mode, emitting between 11 and 17 grams of CO₂ per ton‑nautical mile, compared with 70 grams for heavy road freight and up to 515 grams for aviation, with direct implications for logistics cost and decarbonisation plans. Between 2008 and 2024, global seaborne trade expanded by nearly 50%, yet energy use rose by only 5%, avoiding about 1.8 million barrels of oil a day and saving around US$60bn a year in fuel for transport networks. Gateway ports such as Shanghai, China and Singapore are cited for rapid vessel turnaround, which stabilisesmanufacturing supply chains, while smaller archipelagic terminals struggle with slower cargo handling and longer waiting times that can disrupt feeder services and hinterland deliveries. In developing economies across the region, port activity generates about 21.5 million tonnes of CO₂e each year, with ships responsible for 70 to 95% of air pollution inside port boundaries, affecting local communities and logistics workers. “Maritime supply chains are the circulatory system of regional economies,” says Carlos Felipe Jaramillo, Vice President for East Asia and Pacific at The World Bank. “When they function well, businesses become more competitive, markets become more accessible and communities prosper. “This report is a call to protect workers, strengthen maritime safety and seize the opportunities presented by a more efficient and sustainable maritime future.” The World Bank report states that digital appointment systems and Just‑In‑Time arrivals can streamline vessel calls, cutting time at anchorage and reducing emissions around ports by up to 25%, which in turn supports more predictable supply chain schedules. From asupply chain risk perspective, safety gaps in domestic fleets are a significant vulnerability, with 28% of vessels more than 20 years old and 18% older than 25 years, increasing the chances of fuel inefficiency and operational incidents. Port State Control regimes under the Tokyo Memorandum of Understanding carried out more than 32,000 inspections in 2024, leading to nearly 1,200 detentions for serious safety or environmental failures that can interrupt cargo flows. The World Bank notes that East Asia and the Pacific supply more than 40% of the global seafarer workforce, making high‑quality training and strict crew certification central to reducing human error in complex maritime operations. These human‑factor safeguards become even more important as operators introduce alternative fuels such as green methanol and green ammonia, which change fuel handling and emergency procedures along bunker supply chains. Because these fuels are hazardous, with high toxicity and flammability, ports and shipowners must invest in gas‑detection systems, appropriate protective equipment and specialised emergency‑response training to manage operational risk. The report stresses thatlong‑term sustainabilityfor maritime supply chains depends on shifting away from conventional fossil fuels, which still make up more than 99% of global marine fuel consumption. Bunker fuel accounts for between 40 and 60% of vessel operating costs, so decisions on propulsion and fuel choice are highly sensitive to price signals and expectations about future fuel markets. Liquefied Natural Gas currently dominates alternative fuel deployment, with more than 470 LNG‑fuelled vessels in service, but meeting net zero goals will require large‑scale adoption of green methanol and green ammonia across regional bunkering networks. Extending efficiency improvements across all subsectors and scales of operation is essential to unlock broader productivity, safety and sustainability benefits. Yet supply chain planning for these fuels is complicated by limited output: green methanol projects are producing only 0.034 million tonnes today, with a further 13.2 million tonnes still at feasibility stage, leaving shipowners uncertain about future availability. Maritime operators also face competition from agriculture and chemical manufacturing for green ammonia, with these sectors consuming more than 181 million tonnes annually and able to absorb higher prices more easily than shipping. The World Bank argues that clear regulatory direction and harmonised global standards are urgently needed to reduce risk for investors in dual‑fuel vessels, low‑carbon fuel production and new bunkering infrastructure in East Asia and the Pacific. Re‑engineering maritime routes intolow‑carbon transport corridorsrequires major capital commitments across ports, fleets and energy supply chains that serve regional and global trade. From 2025 to 2040, the World Bank estimates about US$180bn will be needed to modernise port infrastructure, with more than US$280bn required to renew domestic and regional fleets so they can operate safely and efficiently. Fuel production facilities add another large investment layer, with projected needs of US$310bn for green ammonia, US$81bn for green methanol and US$42bn for renewable Liquefied Natural Gas by 2040, extending maritime decarbonisation upstream into energy and industrial systems. The report highlights public‑private partnerships and blended finance as key tools for de‑risking large projects such as port electrification and shore power installations, both of which help cut emissions around high‑volume logistics hubs. Policy coordination is also essential, aligninggovernance and procurement practicesacross raw material suppliers, shipowners and terminal operators so that investment in greener technologies supports, rather than undermines, supply chain reliability. The World Bank links these infrastructure upgrades to wider economic gains, noting that every additional one million tonnes of cargo handled through ports supports about 300 jobs in hinterland logistics, strengthening regional supply chain ecosystems. Vice President for East Asia and Pacific

Themaritimetransport sector serves as an economic lifeline for East Asia and the Pacific because it directly supports 16 to 18 million people across global, regional and domestic supply chains. As a key form of international trade, ocean shipping moves essential bulk goods, consumer products and vital energy resources across sprawling archipelagos and major economic corridors. However, the regionalmaritimelandscape faces mounting pressure from rising port congestion, ageing vessels, systemic safety deficiencies and the imperative to decarbonise operations. Building a resilient supply chain requires a balanced approach that leverages efficiency, safety and long-term environmental sustainability. This is explored inThe World Bank’s latest report, Ports, Ships and Fuels: Maritime Efficiency, Safety and Sustainability in East Asia and Pacific. In the report, operational efficiency is presented as the most immediate opportunity for performance improvements across international supply chains. Ocean shippingremains the most energy-efficient mode of transport, emitting 11 to 17 grams of CO₂ per ton-nautical mile, compared with 70 grams for heavy road freight and up to 515 grams for aviation. Between 2008 and 2024, global shipping trade expanded by nearly 50%; however, energy use grew by only 5%, saving 1.8 million barrels of oil daily and US$60bn annually in fuel costs. The report highlights that at major gateways such as Shanghai and Singapore, short turnaround times strengthen manufacturing supply networks, whereas small archipelagic terminals struggle with slow cargo handling and extended ship wait times. Port operations in developing regional economies generate approximately 21.5 million tonnes of CO₂e emissions, with ships accounting for 70-95% of air pollution within port perimeters. “Maritime supply chains are the circulatory system of regional economies,” says Carlos Felipe Jaramillo, Vice President for East Asia and Pacific at TheWorld Bank. “When they function well, businesses become more competitive, markets become more accessible and communities prosper. “This report is a call to protect workers, strengthen maritime safety and seize the opportunities presented by a more efficient and sustainable maritime future.” It is stated that adopting digital appointment systems and Just-In-Time arrivals can help to optimise vessel scheduling, reduce anchorage idle time and lower port-area emissions by up to 25%. Regional domestic fleets suffer from persistent safety gaps, as 28% of vessels are more than 20 years old and 18% exceed 25 years, increasing the likelihood of inefficient fuel use and incidents. Rigorous Port State Control inspections under the Tokyo Memorandum of Understanding conducted more than 32,000 vessel checks in 2024, resulting in nearly 1,200 detentions due to critical safety or environmental deficiencies. Extending efficiency improvements across all subsectors and scales of operation is essential to unlock broader productivity, safety and sustainability benefits. The World Bank states that because the region supplies more than 40% of the world's seafarer workforce, structured training and rigorous crew certification are vital to mitigate human error during complex operations. These safety requirements become even more critical as fleets transition to alternative fuels such as green methanol and green ammonia. Handling these hazardous fuels poses severe operational risks, including extreme toxicity and flammability, requiring advanced gas-detection infrastructure, protective equipment and specialised emergency response training. Long-term environmental sustainability relies on transitioning away from conventional fossil fuels, which currently account for more than 99% of global marine fuel consumption. The report states that bunker fuels represent 40-60% of vessel operating costs, meaning that commercial decisions regarding new propulsion systems remain highly sensitive to fuel price competitiveness. Although Liquefied Natural Gas leads alternative deployments, with more than 470 vessels in service, achieving net zero targets requires scaling up green methanol and green ammonia. Procurement of these alternative fuels faces severe structural bottlenecks, as green methanol projects currently produce only 0.034 million tonnes, while 13.2 million tonnes remain at the feasibility stage. Furthermore, maritime operators must compete for green ammonia with the agricultural and chemical manufacturing sectors, which consume more than 181 million tonnes annually and can easily absorb higher price premiums. The World Bank emphasises that transparent regulatory signals and unified global standards are urgently needed to de-risk investments in dual-fuel shipbuilding, green fuel production and regional bunkering infrastructure. Transforming regional maritime networks into clean transport corridors demands substantial capital investment across ports, ships and energy supply chains. Between 2025 and 2040, modernising port infrastructure will require roughly US$180bn, while domestic and regional fleet replacement will require more than US$280bn. Developing supporting fuel production infrastructure by 2040 will require further massive capital outlays, estimated at US$310bn for green ammonia, US$81bn for green methanol and US$42bn for renewable Liquefied Natural Gas. Public-private partnerships and blended finance mechanisms are essential to de-risk capital-intensive projects, including port electrification and onshore power supply installations. Coordinated policy frameworks must align institutional governance with sustainable procurement practices across raw material suppliers, vessel owners and terminal operators. Investing in port productivity and green energy yields significant socio-economic benefits, as every additional million tonnes of cargo throughput supports approximately 300 jobs across hinterland logistics networks. Vice President for East Asia and Pacific

Schenone: “Un investimento strategico pienamente coerente con il percorso di sviluppo del nostro gruppo” Genova – Medov group, base a Genova e sedi operative in Europa, Usa e Singapore, attivo nei settori shipping, logistica, servizi portuali, yachting e tour operator, ha annunciato l’acquisizione del 22% di Riviera Marine sam, società con sede nel Principato di Monaco e tra i principali operatori indipendenti nel bunker trading e nella fornitura di carburanti e lubrificanti per il settore marittimo. L’operazione rientra nella strategia del gruppo di diversificazione e crescita nei settori dell’energia e dello shipping attraverso partnership industriali di lungo periodo con operatori di riferimento. “L’ingresso nel capitale di Riviera Marine rappresenta un investimento strategico pienamente coerente con il percorso di sviluppo del nostro gruppo”, dichiara Giulio Schenone, presidente di Medov Group ricordando la recente acquisizione da parte di Riviera Marine di The Bunker firm group che ne ha rafforzato il posizionamento. “Dopo l’integrazione di The Bunker firm group questo accordo rafforza ulteriormente la nostra capacità di investimento e sosterrà il percorso di crescita internazionale della società a beneficio di clienti e partner”, aggiunge Mario Pellegrini, presidente di Riviera Marine.

La nuova infrastruttura container rafforzerà la gestione dei traffici import-export e accompagnerà la crescita del primo hub indiano di trasbordo in acque profonde Vizhinjam – Adani Ports and Special Economic Zone (Apsez) realizzerà una Container Freight Station (Cfs) di 100 acri nei pressi del porto internazionale di Vizhinjam, nello Stato indiano del Kerala. Il progetto punta a rafforzare l’ecosistema logistico dello scalo, sostenendo la crescita dei traffici container e migliorando la gestione delle merci import-export. La nuova struttura sarà dedicata allo stoccaggio, allo sdoganamento, alla movimentazione e alla distribuzione dei container Exim, offrendo servizi integrati che comprendono magazzinaggio, ispezioni doganali, deposito temporaneo, documentazione e attività logistiche a valore aggiunto. In una prima fase i container saranno trasferiti tra il porto e il terminal tramite trasporto stradale, con l’obiettivo di ridurre la congestione nell’area portuale e velocizzare le operazioni. L’investimento accompagna l’evoluzione di Vizhinjam, nato come porto di trasbordo ma destinato a svolgere un ruolo sempre più importante anche per i traffici di importazione ed esportazione. Secondo le stime del settore, circa il 30% dei container movimentati dallo scalo sarà costituito da merci Exim, mentre il restante volume continuerà a essere rappresentato dai traffici di transhipment. Grazie alla posizione strategica, a circa 10 miglia nautiche dalle principali rotte marittime Est-Ovest, al fondale naturale profondo e alle infrastrutture automatizzate, Vizhinjam è in grado di accogliere le più grandi portacontainer del mondo. Il porto è stato sviluppato per consentire all’India di gestire direttamente una quota crescente dei propri traffici di transhipment, tradizionalmente instradati attraverso hub esteri come Colombo, Singapore e Dubai. Il nuovo hub rientra nella strategia di Apsez di sviluppare piattaforme logistiche integrate attorno ai propri porti, combinando infrastrutture marittime e servizi logistici terrestri. Insieme ai futuri collegamenti ferroviari e stradali, il progetto contribuirà a rafforzare la competitività di Vizhinjam, favorendo lo sviluppo delle esportazioni del Kerala e consolidando il ruolo dello scalo come uno dei principali hub container dell’India.

Search across reports, market insights, and blog stories. Soaring costs for marine fuel are pushing the shipping sector toward cleaner operations amid this year's crisis in theStrait of Hormuz, according to James Lewis, chair of theSea Cargo Charter. Lewis, who also leads global operations at Cargill Ocean Transportation, noted that vessel operators are pursuing greater energy efficiency to cut expenses. Iran took control of the Strait of Hormuz after hostilities with the United States erupted in late February, restricting traffic through the waterway—which typically carries 20% of the world's seaborne oil andLNG—to just 10% of usual volumes, except for a short surge in June. This situation has sharply reduced crude shipments from the Persian Gulf, driving up prices for conventional bunker fuels and leaving ships stuck at Middle Eastern ports or forced onto longer detours to meet global energy demand. Lewis remarked that vessels idling in the Gulf are detrimental to emission reduction efforts and that such disruptions create challenges for cutting emissions. However, he pointed out that extremely high bunker prices have prompted ships to reduce speed further, which has been a beneficial outcome. The Platts Bunkerworld Marine Fuel 0.5%S Index, a benchmark for the most widely used bunker grade, climbed from $527.76 per metric ton on February 27 to $1,022.18 per metric ton on March 19 before settling back to $758.53 per metric ton on July 21—still an elevated level historically. According to Lewis, ship operators are actively seeking ways to boost energy efficiency to offset the burden of expensive fuel. He stated that consuming less fuel makes both commercial and environmental sense. Beyond slow steaming, strategies such as reducing time in port and ballast, optimizing speed, and improving weather-based routing can help lower fuel use as the conflict in the Middle East reshapes global trade patterns, Lewis added. Lewis assumed the role of Sea Cargo Charter chair in May. The charter's signatories, including Cargill, account for 14% of global seaborne wet and dry bulk trade. Established in October 2020 by charterers and operators, the initiative aims to strengthen the reliability and openness of shipping emission data by mandating annual greenhouse gas disclosures based on a standardized framework. Participants' performance is measured against International Maritime Organization targets, which call for cutting lifecycle GHG emissions from international shipping by at least 20% by 2030 and 70% by 2040 relative to 2008 levels, with net zero targeted around 2050. Despite progress in improving energy efficiency, Lewis anticipates that signatories will encounter growing challenges in meeting the UN maritime agency's objectives unless they can widely adopt low-carbon fuels. He stressed that commercial factors continue to drive member behavior, noting that low-carbon marine energy remains prohibitively expensive. In June, the average delivered price for 0.5% sulfur fuel oil in Singapore was $17.63 per gigajoule, compared with $49 per gigajoule for 100% sustainable methanol, based on the Platts bunker cost calculator. Lewis said the cost is too high and that finding freight customers willing to pay that premium is very difficult, adding that businesses will not operate at a loss or invest in fuels that lack economic justification. IMO member states are working to finalize the Net-Zero Framework, initially intended to impose a cost on maritime GHG emissions starting in 2028. However, adoption has been postponed because of strong resistance from the United States following Donald Trump's return to the presidency in January 2025. Lewis commented that a major shift is not occurring currently and that regulatory backing is essential for the shipping industry's transition to low-carbon bunker fuels. At its height, 37 companies had signed on to the Sea Cargo Charter. That number has now fallen to 31, as Shell, Chevron, Maersk Tankers, and three other firms withdrew over the past year. Lewis observed that decarbonization has become less of a priority for some companies amid the shifting geopolitical landscape, describing the past year as challenging but expressing optimism for greater stability ahead. He hopes additional companies will join the initiative, which is managed by the nonprofit Global Maritime Forum, emphasizing that collaboration can advance maritime decarbonization. Lewis said that more members, greater cooperation, increased data sharing, and enhanced transparency would all benefit the industry. When reached for comment, Shell stated it remains dedicated to helping the shipping sector achieve net-zero emissions by 2050. Chevron and Maersk Tankers did not respond to requests for comment. Making Data-Driven Decisions to Grow Your Business A Quick Overview of Market Performance Understanding the Current State of The Market and its Prospects Finding New Products to Diversify Your Business Choosing the Best Countries to Establish Your Sustainable Supply Chain Choosing the Best Countries to Boost Your Export The Latest Trends and Insights into The Industry The Largest Import Supplying Countries The Largest Destinations for Exports The Largest Producers on The Market and Their Profiles The Largest Markets And Their Profiles Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams.

Several shipping companies reported using biofuels across their fleets in 2025, with B100 emerging as the most commonly disclosed grade alongside blends such as B6, B24 and B30. IMAGE: The crude oil tanker Eagle Balder. AET Tanker Bermuda-based tanker owner Teekay Tankers used biofuels on selected voyages to comply with FuelEU Maritime last year. The company consumed more than 6,000 mt of biofuels in 2025, which included 100% biofuel (B100) and 30% biofuel (B30) blended with conventional fuels. Another tanker operator, AET, used a combined 3,200 mt of B24 and B30 biofuel blends across its fleet during the year. Canadian dry bulk operator Canada Steamship Lines (CSL) also attributed its use of biofuels in 2025 to FuelEU. It bunkered three of its vessels operating in Europe with around 1,500 mt of 6% biofuel (B6) and 1,300 mt of B30 to meet FuelEU requirements. It also bunkered around 16,000 mt of B100 across 10 vessels operating on the Great Lakes between May and October 2025. Singapore-headquartered Eastern Pacific Shipping (EPS) bunkered around 18,000 mt of biofuel in 2025, with 94% of its biofuel purchases being B100. MSC Cruises consumed approximately 3,000 mt of biofuels on two cruise ships. The cruise operator bunkered 1,700 mt of 100% hydrotreated vegetable oil (HVO100) on theMSC Operaduring a four-month trial, 570 mt of HVO100 on theMSC Seaviewand 680 mt of 24% biofuel blended with 76% VLSFO (B24-VLSFO). Liquefied biomethane (LBM) also featured in operators' fuel mix reported in 2025. EPS consumed around 8,000 mt of LBM in 2025 as part of a broader alternative fuel mix. MSC Cruises bunkered around 6,800 mt of mass-balanced LBM on the LNG dual-fuel cruise shipMSC World Europa. The biomethane was produced from waste-based feedstocks including whey permeate, food waste, sewage sludge, organic municipal waste and manure before being injected into the European natural gas grid and supplied for bunkering through a mass-balancing system. AET completed its first LBM trial on one of its LNG dual-fuel vessels in February of this year. By Konica Bhatt Please get in touch with comments or additional info to news@engine.online

A floating storage and offloading (FSO) unit has left a shipyard where it was undergoing construction and set sail toward an oil field off the coast of Vietnam, Southeast Asia. Singapore-based builderOceanSTAR Elite Groupand oil and gas engineering solutions providerPromorhave confirmed the sail-away of theFSO PTSC Lac Da Vang(FSO PTSC LDV) from Tongzhou Bay, Nantong, Jiangsu, for its journey to the designatedLac Da Vang projectin Block 15-1/05 offshore Vietnam, under the transportation arrangements of the client,PetroVietnam Technical Services Corporation (PTSC). The contract for the provision, charter, operation, and maintenance of the FSO was given toPTSC Asia Pacific, a joint venture betweenYinson Productionand PTSC,in December 2024. The FSO’s departure comes a month after Yinson Production celebrated the naming of the unit on June 23, 2026. Promor emphasized:“Seeing the FSO PTSC LDV depart is a rewarding reminder that successful offshore projects are built on months of engineering, meticulous planning, quality fabrication, and outstanding teamwork. From concept through to completion, this project reflects the dedication, expertise, and collaboration of countless people across multiple disciplines. “It has been a privilege to contribute to another offshore mooring project and to work alongside such a talented team. Congratulations to everyone involved in bringing the FSO PTSC LDV to this significant milestone. Wishing the vessel, crew, and project team a safe sail-away and every success as the FSO PTSC LDV begins its offshore operations.” After constructionbeganin February 2025, the project team achieved a series of key milestones over a 16-month execution period, including first steel cutting, keel laying, hull construction, major lifting operations, vessel launching, system commissioning and delivery preparation. OceanSTAR Elite Group highlighted:“Throughout the construction period, the project recorded more than 1.6 million safe working hours without a lost-time incident. The 16-month delivery period demonstrated the project team’s strong execution capabilities across engineering, procurement, construction, commissioning and overall project management. “The successful delivery of the project was made possible through the trust, support and close collaboration of Murphy Cuu Long Bac Oil Co., Ltd. (MCB), PTSC, the American Bureau of Shipping (ABS), Titan Wind Offshore and all project partners. From first steel cutting to quayside delivery, the FSO PTSC LDV completed its journey from blueprint to reality in just 16 months.” Murphy Oil is the operator of Block 15-1/05 of the Cuu Long Basin with a 40% working interest, while its partners, PetroVietnam Exploration Production and SK Earthon, hold the remaining 35% and 25%, respectively. The FSO features a storage capacity of 460,000 barrels and is designed to enhance operational efficiency while supporting sustainable offshore oilfield operations. The Lac Da Vang field contains an estimated ultimate recovery of 100 million barrels of oil equivalent (mmboe) gross resources, with peak gross production of 30 to 40 mboepd and 10–15 mboepd net peak production. Take the spotlight and anchor your brand in the heart of the offshore world! Join us for a bigger impact and amplify your presence at the core hub of the offshore energy community!

Oil tankers and auxiliary engines will hold major shares, while Europe remains a significant market. Leading companies include Caterpillar, Wärtsilä, Volvo Penta, Everllence, Rolls-Royce, and Hyundai Heavy Industries. Marine Engines Market Dublin, July 23, 2026(GLOBE NEWSWIRE)-- The"Marine Engines Market by Engine, Type, Power Range, Fuel, Vessel, and Region - Global Forecast to 2031"has been added toResearchAndMarkets.com'soffering. The global marine engines market is projected to grow from USD 14.24 billion in 2026 to USD 16.92 billion by 2031, registering a compound annual growth rate of 3.5%. Market growth is being driven by rising seaborne trade, fleet modernization, expanding shipbuilding orderbooks, stricter emissions requirements, and increasing demand for cleaner, more efficient, and digitally integrated marine propulsion systems. Government authorities and international maritime bodies are advancing decarbonization targets and tightening emissions standards, accelerating the transition from conventional heavy fuel oil engines to LNG, methanol, ammonia-ready, dual-fuel, multi-fuel, hybrid-electric, and other low-carbon technologies. Manufacturers are also improving thermal efficiency, waste heat recovery, fuel flexibility, and modular engine configurations to enhance vessel performance and reduce operating costs. Digitalization and automation are becoming central to marine engine development. Smart sensors, predictive maintenance, real-time performance monitoring, and advanced control systems are enabling ship operators to optimize fuel consumption, improve reliability, and reduce downtime. These capabilities are particularly important as vessel complexity increases and operators balance regulatory compliance with lifecycle cost management. Oil Tankers Expected to Hold the Second-Largest Vessel-Segment Share Oil tankers are expected to account for the second-largest share of the vessel segment during the forecast period, supported by the continued importance of crude oil and refined product transportation in global energy trade. Although renewable energy adoption is expanding, government and intergovernmental data indicate that oil will remain a significant component of the global energy mix over the medium term, sustaining seaborne oil volumes. Demand for very large crude carriers, product tankers, and their high-capacity, durable engines remains strong. Replacement and retrofit activity involving aging tanker fleets is also increasing as shipowners seek compliance with International Maritime Organization standards. Investments in offshore oil production across the Middle East, Africa, and South America are further supporting tanker utilization and marine engine demand. Auxiliary Engines to Rank Second in the Engine Segment Auxiliary engines are projected to hold the second-largest engine-segment share due to their role in powering navigation systems, cargo-handling equipment, lighting, safety systems, and hotel loads across vessel categories. Growth in global shipping activity and increasingly sophisticated onboard systems is strengthening demand for reliable auxiliary power. Environmental and energy-efficiency regulations are encouraging the adoption of lower-emission, fuel-efficient auxiliary engines, including hybrid and dual-fuel configurations. Fleet retrofits, compliance programs, and investment in technologically advanced vessels are expected to reinforce the segment's market position. Europe Maintains a Significant Marine Engines Market Position Europe is expected to retain a significant position in the marine engines market, supported by its established maritime ecosystem, extensive shipping fleet, shipbuilding capabilities, and regulatory focus on low-emission transport. Eurostat and European Commission data show that European Union ports handled approximately 840 million tonnes of goods in a single quarter of 2025. Nearly 90% of the EU's external freight trade is transported by sea, sustaining demand for new marine engines, replacement systems, and retrofit solutions. Europe operates a substantial share of global tonnage and specialized vessels, including LNG carriers and tankers requiring advanced propulsion technologies. Approximately 150 major shipyards across the EU focus on high-value and technologically complex vessels, supporting engine demand through new construction and refurbishment. Government-backed fleet modernization and regional shipbuilding initiatives are also accelerating the adoption of next-generation marine engines. Market Drivers, Opportunities, Restraints, and Challenges Drivers:Rising seaborne trade, shipbuilding concentration and orderbook expansion in Asia, and an aging global fleet supporting replacement and retrofit demand. Opportunities:Alternative-fuel propulsion, digitalization, automation, fleet modernization, offshore energy development, inland waterways, port infrastructure, and naval defense investment. Restraints:Long marine engine lifecycles and high capital costs that can limit or delay replacement demand. Challenges:Uncertainty over future fuel adoption, associated investment and technology risks, and stringent, evolving emissions regulations. Market diversification is increasing as container ships, oil tankers, product tankers, offshore support vessels, cruise ships, bulk carriers, general cargo vessels, tugs, and other vessel types require application-specific combinations of power, efficiency, durability, and fuel flexibility. Uncertainty surrounding long-term fuel availability and standards is encouraging engine manufacturers to develop dual-fuel, multi-fuel, and modular platforms that can adapt to changing operational and regulatory requirements. Competitive Landscape and Product Innovation The marine engines market is led by established global manufacturers, including Caterpillar of the US; Wartsila of Finland; AB Volvo Penta of Sweden; Everllence and Deutz AG of Germany; Rolls-Royce Plc of the UK; Mitsubishi Heavy Industries, Ltd. and DAIHATSU INFINEARTH MFG. CO., LTD. of Japan; HD Hyundai Heavy Industries Co., Ltd. of South Korea; and Cummins Inc. of the US. Caterpillar, Wartsila, Everllence, and HD Hyundai Heavy Industries are among the companies advancing product development to address changing environmental, operational, and fuel requirements. Competitive assessment covers the market presence, growth strategies, service offerings, and positioning of major participants as the industry transitions toward sustainable, technology-driven, and application-specific engine platforms. Research Coverage The marine engines market report provides qualitative and quantitative analysis, value-based estimates, competitive intelligence, market dynamics, and forecasts across the following segments: Engine:Propulsion and auxiliary. Type:Four-stroke and two-stroke. Power range:Less than 1,000 hp; 1,001-5,000 hp; 5,001-10,000 hp; 10,001-20,000 hp; and more than 20,000 hp. Fuel:Marine diesel oil, heavy fuel oil, marine gas oil, and other fuels. Vessel:Bulk carriers, oil tankers, offshore support vessels, general cargo vessels, container ships, tugs, product tankers, and other vessels. Region:Asia Pacific, North America, Europe, the Middle East and Africa, and South America. The research examines market drivers, restraints, opportunities, challenges, future trends, competitive conditions, product innovation, market development, and diversification. Revenue forecasts cover the overall market and individual subsegments, helping established companies and new entrants evaluate the competitive landscape, develop market strategies, and make informed investment and technology decisions. Key Attributes Report Attribute Details No. of Pages 364 Forecast Period 2026-2031 Estimated Market Value (USD) in 2026 $14.24 Billion Forecasted Market Value (USD) by 2031 $16.92 Billion Compound Annual Growth Rate 3.5% Regions Covered Global Company Profiles Caterpillar Wartsila Everllence Rolls-Royce PLC Hd Hyundai Heavy Industries Ab Volvo Penta Mitsubishi Heavy Industries, Ltd. Cummins Inc. Daihatsu Infinearth Mfg. Co. Ltd. Deutz AG Fairbanks Morse Defense Wabtec Corporation Yanmar Marine International Isotta Fraschini Motori S.P.A. Societe Internationale Des Moteurs Baudouin Cnpc Jichai Power Company Limited Mahindra Powerol Ihi Power Systems Co. Ltd. Weichai Holding Group Co. Ltd. Agco Power Kawasaki Heavy Industries, Ltd. Scania Cooper Corp. Anglo Belgian Corporation Nv Stx Engine For more information about this report visithttps://www.researchandmarkets.com/r/niul7 About ResearchAndMarkets.comResearchAndMarkets.com is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends. Attachment Marine Engines Market

Maersk e Hapag-Lloyd ripristinano il transito nel Mar Rosso per il collegamento tra Asia ed Europa. Per il momento nessuna modifica agli altri servizi della rete Copenaghen – La Gemini Cooperation compie un nuovo passo verso il ritorno alla normalità sulle rotte tra Asia ed Europa. Maersk e Hapag-Lloyd hanno annunciato il ripristino del transito del servizio Ae15/Se3 attraverso il Canale di Suez, dopo mesi di deviazione lungo il Capo di Buona Speranza a causa delle tensioni nel Mar Rosso. La decisione, comunicata il 6 luglio 2026, è il risultato di una valutazione congiunta delle condizioni di sicurezza nell’area ed entrerà in vigore con la partenza della portacontainer Majestic Maersk, prima nave a seguire la nuova rotta. Il servizio continuerà a collegare Qingdao, Kwangyang, Ningbo, Tanjung Pelepas, Port Said, Damietta, Colombo e Singapore, mantenendo invariata la rotazione degli scali. Secondo le due compagnie, il ritorno a Suez consentirà di sfruttare il collegamento più rapido ed efficiente tra Asia ed Europa, con tempi di transito più brevi e una riduzione dell’impatto ambientale rispetto alla circumnavigazione dell’Africa. L’Ae15/Se3 rappresenta il secondo servizio della Gemini Cooperation a rientrare sul corridoio di Suez. All’inizio del 2026 era infatti già stato ripristinato il servizio Me11, sempre dopo un’attenta valutazione della situazione nel Mar Rosso. Nonostante questo nuovo passo, Maersk e Hapag-Lloyd precisano che, al momento, non sono previsti cambiamenti per gli altri servizi della rete Gemini. Il ritorno dell’intero network East-West sulla rotta di Suez resta infatti subordinato al mantenimento della stabilità nell’area e all’assenza di nuove escalation del conflitto nel Mar Rosso.

SINGAPORE:Project CAPTUREDhas achieved two regulatory milestones that strengthen the commercial case for onboard carbon capture and storage (OCCS), following its world’s first demonstration of an end-to-end value chain for onboard captured and liquefied CO2(LCO2). Completed in June 2025, the pilot showed that CO2captured onboard a vessel can be offloaded ship-to-ship, transported overland and permanently bound through carbon mineralisation—a process that converts captured CO₂ into stable materials for industrial use. The CO2captured onboard during Project CAPTURED has been formally recognised for compliance under the European Union Emissions Trading System (EU ETS). This means the verified tonnage of captured CO2can be deducted from emissions requiring the surrender of EU Allowances (EUAs). To qualify for this recognition, the CO2must be chemically bound permanently in eligible products. Project CAPTURED demonstrated that CO2captured onboard vessels can meet this requirement through carbon mineralisation. IMO’s in-principle support for carbon mineralisation The data and learnings from the same demonstration formed the basis of a proposal submitted to MEPC 84. This proposal received in-principle support from theInternational Maritime Organization (IMO)for recognising carbon mineralisation as a form of permanent CO₂ storage. Complementing geological sequestration, which is already accepted by the IMO, this recognition broadens the downstream options for CO2captured onboard vessels, and supports the development of maritime carbon value chains. Beyond providing a permanent storage pathway, carbon mineralisation also creates the potential for captured CO2to serve not only as a waste stream requiring permanent storage, but also as a feedstock for industrial applications through carbon mineralisation, extending emissions reductions beyond the shipping value chain. About Project CAPTURED Project CAPTURED demonstrated that captured CO2can be safely transported and converted into industrial products while maintaining CO2purity above 99.95 vol% at all custody-transfer points. GCMD’s life cycle assessment further showed that this first-of-a-kind pilot achieved a 7.9% net GHG reduction based on a at 10.7% gross capture rate onboard. An optimised value chain based on the same gross capture rate could deliver GHG savings of 17.8%. GCMD orchestrated this landmark pilot by bringing together 11 partners across the maritime and industrial ecosystems, including SMDERI-QET, Evergreen Marine Corp, Zhoushan Dejin Shipping, and Greenore/ Baorong. Professor Lynn Loo, CEO, GCMD, said,“Project CAPTURED has moved OCCS beyond technical demonstration. The acceptance of the EU ETS deduction gives captured CO₂ a compliance value. At the same time, IMO’s in-principle support for carbon mineralisation will help clarify how captured CO2can be treated after it leaves the vessel. Together, these milestones turn a pilot into a verified reference case for maritime carbon logistics, one that links regulatory recognition, commercial value and emissions impact.” Dr Su Yi, General Manager of SMDERI-QET, said,“Project CAPTURED has demonstrated that captured CO₂ can be transferred from ship to ship and converted into construction materials. We have now taken a further step by achieving carbon deductions under the EU ETS, which means we have further explored the possibilities of the maritime carbon value chain. The IMO’s support in principle for carbon mineralisation means that our pathway is repeatable, offering a feasible blueprint for future emissions reductions in the shipping industry.”

(La Pure Car & Truck Carrier (PCTC) Neptune Tharros; foto courtesy Value Maritime) Value Maritime collabora con Neptune Lines per la riduzione delle emissioni e una soluzione pronta per la cattura del carbonio Pireo. I piani europei della transizione ecologica evidenziano che i porti marittimi stanno assumendo un ruolo strategico nella produzione, gestione e distribuzione dell’energia con funzioni di veri e propri hub energetici multifunzionali. I porti come spazi energetici integrati, alla luce delle più recenti normative europee e nazionali, con particolare attenzione al Green Deal, al regolamento AFIR (UE) 2023/1804 e agli strumenti attuativi interni (PNIEC, PNRR, Piano del Mare). Questo sta imponendo ai porti italiani di dotarsi di infrastrutture di supporto alla decarbonizzazione del settore marittimo, come il cold ironing, le reti per i carburanti alternativi (GNL, idrogeno, biocarburanti) e l’eolico offshore. Senza dimenticare che i porti della transizione ecologica necessitano di forme di governance energetica multilivello; un ruolo delle Autorità di Sistema Portuale che promuova le Comunità Energetiche Rinnovabili Portuali (CERP); queste intese come strumenti di amministrazione condivisa e sostenibilità industriale. Si assiste ad una volontà politica che sostenga i porti marittimi nell’assumere il ruolo di nodi avanzati di sostenibilità, digitalizzazione e innovazione tecnologica. Non più area che contiene solo infrastrutture, ma un porto-territorio funzionale che ospita, integra e connette impianti di produzione da fonti rinnovabili (eolico off-shore, fotovoltaico, sistemi di accumulo); infrastrutture di distribuzione quali microgrid intelligenti, punti di erogazione – cold ironing, bunkeraggio green, colonnine per mezzi elettrici – e meccanismi di condivisione e autoconsumo. Un recente studio commissionato dal Global Centre for Maritime Decarbonisation (GCMD), in collaborazione con Lloyd’s Register e e con la società di consulenza britannica ARUP, ha rilevato come un numero limitato di porti disponga di una infrastruttura necessaria per scaricare l’anidride carbonica liquefatta immagazzinata sulle navi. Il Centro è stato istituito nel 2021 dall’Autorità Portuale di Singapore assieme a BHP, BW, DNV Foundation, Eastern Pacific Shipping, Ocean Network Express e Sembcorp Marine. Lo studio ha esaminato più di dieci progetti infrastrutturali mondiali per lo scarico di CO2 liquefatta che sono localizzati prevalentemente vicino a cluster industriali che emettono anidride carbonica o sono connessi a questi cluster da infrastrutture di trasporto. Viene rilevato che l’installazione sulle navi di sistemi di Onboard Carbon Capture and Storage (OOCS) per la cattura e lo stoccaggio della CO2 prodotta a bordo è disincentivata proprio dal limitato numero di porti che dispongono dell’infrastruttura necessaria per scaricare l’anidride carbonica liquefatta immagazzinata sulle navi. L’analisi del report evidenzia che i dieci progetti sono stati pensati per gestire volumi di CO2 assai maggiori rispetto a quelli dei sistemi OOCS e che, per ottenere economie di scala, sarà necessario integrare con questi progetti le infrastrutture portuali necessarie per lo scarico, lo stoccaggio e il trasporto della CO2. Inoltre, l’introduzione di impianti per lo scarico dell’anidride carbonica liquefatta in aree portuali usate più frequentemente da navi per il carico e lo scarico di merci rischia di avere un impatto sull’efficienza stessa del porto e sulle prestazioni operative. Lo studio rimarca come servano ulteriori zone cuscinetto per affrontare i problemi di sicurezza legati alla movimentazione e allo stoccaggio della CO2 liquefatta. Ed ancora, non è stata dimostrata la sicurezza delle operazioni di trasferimento dell’anidride carbonica da parte di personale formato appositamente e che, se un esiguo numero di porti è dotato dell’infrastruttura necessaria per scaricare la CO2 liquefatta, si tratta però di impianti progettati per gestire CO2 alimentare; mentre fuori dai progetti di c.s. gli altri porti, a loro volta, non hanno programmato investimenti per dotarsi delle infrastrutture necessarie. Negli ultimi anni la spinta verso la decarbonizzazione ha comportato un notevole sforzo ingegneristico e di ricerca su queste tecnologie. Sono emerse quindi numerose tecnologie di cattura alternative, a livello commerciale che puntano a conseguire un’elevata efficienza di abbattimento della CO2, ridurre i costi di investimento e di esercizio (consumi energetici, reagenti chimici etc.), per le diverse tipologie di applicazioni industriali. Infatti, la Value Maritime aggiornerà le due navi che trasportano auto e camion della Neptune Lines – le PCTC Neptune Tharros e la Neptune Ethos – con due sistemi Filtree da 15 MW. Si tratta di uno scrubber SOx che riduce le emissioni e pronto per la cattura del carbonio. Questa sarà la prima installazione della tecnologia Value Maritime su navi Pure Car & Truck Carrier (PCTC), ciascuna con una capacità di 4700 (register ton). Il sistema Filtree è costruito attorno a una tecnologia brevettata che massimizza le prestazioni di pulizia dei gas di scarico minimizzando l’ingombro grazie al suo design compatto. Il sistema soddisfa il requisito di rimozione del 98 per cento di SOx per l’operatività nelle aree SECA e raggiunge efficienze di rimozione del particolato del novanta per cento per PM2.5 e del 99 per cento per PM10. La compagnia di navigazione Neptune Lines ha selezionato la prossima configurazione da 15 MW, con installazioni previste per quest’estate 2026 nel Mediterraneo. La Neptune Lines fa parte del Neptune Group of Companies, un operatore europeo di navi per trasporto di veicoli e camion. Operano un servizio regolare di linea verso oltre 48 porti chiave in 28 paesi in Europa e Medio Oriente, trasportando quasi 1 milione di auto e veicoli commerciali leggeri ogni anno. Abele Carruezzo (Il sistema Filtree di Value Maritime è una soluzione innovativa e compatta che integra uno scrubber SOx e Particulate Matter con un’unità opzionale di cattura del carbonio a bordo (OCC). Progettato specificamente per navi di piccole e medie dimensioni, aiuta gli armatori a rispettare le normative ambientali mentre promuovono gli obiettivi di decarbonizzazione; foto courtesy Value Maritime)

Search across reports, market insights, and blog stories. Tell us where to send the sample and whether you want this report customized. Thank you. Our team will review your request and reply to your business email. Our team will review your request and route it to support@indexbox.io. According to the latest IndexBox report on the globalOnshore Power Supply market, the market enters 2026 with broader demand fundamentals, more disciplined procurement behavior, and a more regionally diversified supply architecture. The World Onshore Power Supply market is entering a decisive growth phase as global ports accelerate electrification infrastructure to meet tightening emission regulations for berthed vessels. By 2035, the market is projected to expand at a compound annual growth rate (CAGR) of 10.2%, with the market index reaching 245 relative to 2025. This expansion is driven by regulatory mandates under the International Maritime Organization's revised greenhouse gas strategy and the European Union's Fit for 55 package, which require significant reductions in NOx, SOx, and CO2 emissions from ships at berth. High-voltage shore connection (HVSC) systems are becoming the standard for large container ships, tankers, and cruise vessels, accounting for an increasing share of new installations. The market encompasses complete onshore power supply systems, components such as frequency converters and transformers, integrated power management solutions, and consumables including cables and connectors. Asia-Pacific is emerging as the fastest-growing region, led by China, Singapore, and South Korea, while Europe remains the largest market by value. Key challenges include high upfront capital expenditure, grid capacity limitations in port areas, and interoperability issues between legacy ship systems and new shore-side equipment. Despite these hurdles, the long-term outlook is robust, supported by declining technology costs, standardization of plug-and-play connectors under IEC/IEEE 80005 series, and growing integration with port-side renewable energy and battery storage systems. The baseline scenario for the World Onshore Power Supply market through 2035 assumes steady regulatory enforcement, moderate economic growth, and continued technological advancement. Under this scenario, global demand is expected to grow at a CAGR of 10.2%, with the market index rising from 100 in 2025 to 245 by 2035. Europe will maintain its leading position, accounting for approximately 42% of global market value by 2035, driven by the EU's Alternative Fuels Infrastructure Regulation (AFIR) mandating shore-side electricity for container and passenger ships at major ports by 2030. Asia-Pacific will see the fastest growth, with a CAGR of 12.5%, as China's 14th Five-Year Plan for green ports and Singapore's Maritime Singapore Decarbonisation Blueprint drive large-scale installations. North America will grow at a moderate pace, supported by the U.S. Inflation Reduction Act incentives and California's shore power rules. Latin America and the Middle East & Africa will see slower but steady adoption, focused on key export and transshipment hubs. The market will benefit from declining system costs due to economies of scale and standardization, with average system prices expected to decrease by 15-20% by 2030. Grid capacity upgrades remain a bottleneck, but public-private partnerships and green financing mechanisms are increasingly available. The aftermarket segment for consumables and replacement parts will grow in tandem with the installed base, providing recurring revenue streams. Overall, the market is on a clear upward trajectory, with regulatory tailwinds and environmental imperatives outweighing short-term cost and infrastructure challenges. Container ships represent the largest end-use segment, driven by their high frequency of port calls and significant auxiliary engine emissions while at berth. Major ports in Europe, China, and Singapore are mandating shore-side electricity for container terminals, with the EU AFIR requiring connections by 2030. The demand story centers on the shift from low-voltage to high-voltage shore connection (HVSC) systems rated above 6.6 kV, which can handle the power demands of modern mega-container vessels exceeding 20,000 TEU. Through 2035, the segment will see increasing standardization of connectors and automated cable management systems, reducing connection times and improving operational efficiency. Key demand-side indicators include the number of container terminal electrification projects, vessel retrofitting rates, and regulatory compliance deadlines. The segment is also benefiting from the growth of global container trade and the expansion of port capacity in emerging markets. Current trend: Rapid adoption of HVSC systems at major transshipment hubs. Major trends:Shift to HVSC systems above 6.6 kV for mega-container vessels, Automated cable management and plug-in systems reducing turnaround times, and Integration with port-side renewable energy microgrids for carbon-neutral operations. Representative participants:Siemens Energy, ABB Ltd, Cavotec SA, Wärtsilä Corporation, and Mitsubishi Heavy Industries Ltd. Cruise vessels are a high-profile segment for onshore power supply, as cruise ports are often located in densely populated urban areas with strict air quality regulations. The segment is driven by the need to eliminate visible emissions and noise from auxiliary engines while passengers embark and disembark. Major cruise destinations in the Mediterranean, Baltic Sea, Caribbean, and Alaska are implementing shore power requirements, with the Cruise Lines International Association (CLIA) supporting voluntary adoption. Through 2035, the segment will see increasing installation of high-power systems capable of supplying up to 16 MW per berth for large cruise ships. Demand-side indicators include the number of cruise ports with shore power capability, the percentage of the global cruise fleet retrofitted with onboard receiving equipment, and the expansion of cruise itineraries to new regions. The segment is also influenced by the growing trend of 'green cruising' and passenger preference for environmentally responsible operators. Current trend: Strong growth driven by port city regulations and passenger expectations. Major trends:Installation of multi-megawatt systems for large cruise ships at key destinations, Retrofitting of existing cruise fleet with onboard shore power receiving equipment, and Integration with port-side battery storage to manage peak power demand. Representative participants:ABB Ltd, Siemens Energy, Wärtsilä Corporation, Schneider Electric SE, and Cavotec SA. Tanker vessels, including crude oil, product, and chemical tankers, require onshore power supply systems that meet stringent safety standards for hazardous areas. The segment is driven by regulations in major oil-exporting and refining hubs, such as the EU's requirement for shore power at oil terminals and the International Association of Ports and Harbors (IAPH) guidelines. Through 2035, the segment will see gradual adoption of explosion-proof shore connection systems and increased use of frequency converters to match shipboard electrical systems. Demand-side indicators include the number of oil and chemical terminals with shore power infrastructure, the age profile of the global tanker fleet, and the implementation of IMO regulations for volatile organic compound (VOC) emission control. The segment is also influenced by the energy transition, with some tanker terminals integrating shore power with renewable energy sources to reduce their carbon footprint. Current trend: Moderate growth with focus on safety and hazardous area compliance. Major trends:Development of explosion-proof shore connection systems for hazardous areas, Integration with VOC recovery systems for combined emission reduction, and Standardization of connection protocols for different tanker types and sizes. Representative participants:ABB Ltd, Siemens Energy, Eaton Corporation plc, Parker Hannifin Corporation, and Danfoss A/S. Ferries and roll-on/roll-off (ro-ro) vessels are among the earliest adopters of onshore power supply due to their frequent port calls and short turnaround times. The segment is driven by regulations in the Baltic Sea, North Sea, and Mediterranean, where many ferry routes are designated as emission control areas (ECAs). Through 2035, the segment will see widespread installation of automated shore connection systems that enable fast and safe power transfer during brief port stays. Demand-side indicators include the number of ferry terminals with shore power, the electrification of newbuild ferries with onboard battery systems, and the expansion of hybrid and fully electric ferry fleets. The segment is also benefiting from the growth of short-sea shipping as a sustainable alternative to road transport, with shore power enabling zero-emission port operations. Key trends include the integration of shore power with battery charging for hybrid ferries and the development of standardized connectors for different ferry sizes. Current trend: High adoption in short-sea shipping and domestic routes. Major trends:Automated shore connection systems for fast turnaround in short-sea routes, Integration with battery charging for hybrid and electric ferries, and Standardization of connectors across different ferry types and regions. Representative participants:Wärtsilä Corporation, ABB Ltd, Siemens Energy, Cavotec SA, and Ville Oy. This segment includes bulk carriers, offshore support vessels, naval ships, and other specialized vessel types that require onshore power supply for specific operational needs. Bulk carriers, while having lower port call frequency, are increasingly subject to environmental regulations in major grain and ore export ports. Offshore support vessels require shore power during maintenance and crew change periods. Naval ships are adopting shore power for security and emission reduction at home ports. Through 2035, the segment will see gradual adoption driven by port-wide electrification programs and the need for reliable power for shipboard systems during extended port stays. Demand-side indicators include the number of bulk terminals with shore power, naval base electrification projects, and the growth of offshore wind farm support vessel operations. The segment is characterized by diverse power requirements and the need for flexible, scalable solutions that can accommodate different vessel types and connection standards. Current trend: Niche but growing with specialized requirements. Major trends:Port-wide electrification programs covering all vessel types at major hubs, Naval adoption of shore power for security and emission reduction at home ports, and Development of mobile shore power units for temporary or remote port operations. Representative participants:Siemens Energy, ABB Ltd, Hitachi Energy Ltd, Toshiba Corporation, and Schneider Electric SE. The competitive landscape remains concentrated around large multinational groups with integrated production, broad distribution reach, and stronger quality-certification capabilities. These participants continue to shape pricing discipline, capacity planning, and product-mix upgrades across major consuming regions. Asia-Pacific is the fastest-growing market, driven by China's green port initiatives, Singapore's Maritime Decarbonisation Blueprint, and South Korea's port electrification plans. The region benefits from high container traffic and strong government support for emission reduction. CAGR is projected at 12.5% through 2035. Direction: Fastest-growing region. Europe remains the largest market, accounting for 42% of global value, driven by the EU AFIR mandating shore power at major ports by 2030. The Baltic Sea, North Sea, and Mediterranean regions lead adoption. Strong regulatory framework and public funding support sustained growth. Direction: Largest market by value. North America shows steady growth, led by California's shore power rules and U.S. Inflation Reduction Act incentives. West Coast ports are early adopters, while East Coast and Gulf ports are catching up. Grid capacity upgrades remain a key challenge in older port infrastructure. Direction: Steady growth. Latin America is a moderate-growth market, focused on key export hubs in Brazil, Panama, and Chile. Panama Canal-related ports and mining export terminals are early adopters. Investment is constrained by economic volatility and competing infrastructure priorities. Direction: Moderate growth. Middle East & Africa is a small but growing market, driven by oil export terminals in the Gulf and transshipment hubs in the UAE and South Africa. Adoption is slower due to lower regulatory pressure and reliance on oil revenues, but green port initiatives are emerging. Direction: Slow but steady adoption. In the baseline scenario, IndexBox estimates a 10.2% compound annual growth rate for the global onshore power supply market over 2026-2035, bringing the market index to roughly 245 by 2035 (2025=100). Note: indexed curves are used to compare medium-term scenario trajectories when full absolute volumes are not publicly disclosed. For full methodological details and benchmark tables, see the latest IndexBoxOnshore Power Supply marketreport. This report provides an in-depth analysis of the Onshore Power Supply market in the world, covering market size, growth trajectory, demand structure, supply capability, trade flows, pricing, competitive landscape, and forecast to 2035. The study is designed for manufacturers, distributors, importers, exporters, investors, procurement teams, advisors, and strategy teams that need a consistent, data-driven view of market dynamics and a transparent analytical definition of the product scope. This report covers the global market for Onshore Power Supply (OPS), also known as shore-to-ship power or cold ironing systems, which provide electrical power to vessels at berth, enabling them to shut down auxiliary engines and reduce emissions. The scope includes complete OPS systems, core components, integrated solutions, and related consumables and replacement parts used across various maritime and industrial applications. The report combines the standard market-statistics backbone with strategic chapters that are useful for commercial planning, sourcing decisions, market entry, competitor monitoring, and portfolio prioritization. The market is segmented into decision-relevant buckets so that demand drivers, pricing logic, supply constraints, and competitive positions can be compared across the same analytical frame. The market is segmented by product type into onshore power supply systems, components and modules, integrated systems, and consumables and replacement parts. By application, the report covers industrial automation and instrumentation, electronics and optical systems, semiconductor and precision manufacturing, and OEM integration and maintenance. The value chain analysis includes upstream inputs and critical components, manufacturing, assembly and quality control, distribution, integration and channel partners, and after-sales service, replacement and lifecycle support. Coverage includes global totals, major demand markets, production and sourcing hubs, leading exporters and importers, and country profiles for the top national markets. The report combines official statistics, trade records, company disclosures, product-level evidence, and analyst validation. Data are standardized, reconciled, and cross-checked to keep market sizing, trade flows, pricing, and forecasts comparable across countries and time periods. All indicators are mapped to a consistent product definition and reviewed against the segmentation framework used in the Table of Contents. Report Scope and Analytical Framing Concise View of Market Direction Market Size, Growth and Scenario Framing Commercial and Technical Scope How the Market Splits Into Decision-Relevant Buckets Where Demand Comes From and How It Behaves Supply Footprint, Trade and Value Capture Trade Flows and External Dependence Price Formation and Revenue Logic Who Wins and Why Where Growth and Supply Concentrate Commercial Entry and Scaling Priorities Where the Best Expansion Logic Sits Leading Players and Strategic Archetypes Detailed View of the Most Important National Markets How the Report Was Built Instant access. No credit card needed. Online access to 2M+ reports, dashboards, and tables. Trusted by Fortune 500 teams. Select the sections and data you need. Delivery by e-mail within 24 hours. No sections selected yet Minimum order: $99