Wärtsilä Corporation - Experts & Thought Leaders

Technology group - Wärtsilä has introduced its NextDF technology for a third engine, the Wärtsilä 46TS-DF dual-fuel engine. While operating on liquefied natural gas (LNG), the Wärtsilä 46TS-DF engine with NextDF feature reduces methane emissions to less than 1.4 percent of fuel use across all load points, achieving as low as 1.1 percent in a wide load range. This is nearly three times lower than the default methane slip factor of 3.1 percent, specified in the FuelEU Maritime and IMO Lifecycle Guidelines for Otto-cycle four-stroke dual-fuel engines. Transition fuel as the marine industry Through improvements made to the combustion control, and through optimising engine performance, the new feature also minimises nitrogen oxide (NOx) and CO2 emissions. LNG is an important transition fuel as the marine industry strives to reduce its carbon footprint. However, the main component of LNG is methane and when burned as a fuel, a small amount may not combust properly, leading to methane escaping into the atmosphere. Use of LNG and cutting methane emissions Use of LNG and cutting methane emissions is one of the most effective ways to decrease overall GHG emissions Across the shipping industry, the use of LNG and cutting methane emissions is one of the most effective ways to decrease overall greenhouse gas (GHG) emissions from engines over the next decade, complementing other efforts to reduce CO2 emissions. "NextDF technology reduces the environmental impact of vessels that use LNG as fuel, without compromising on performance or operational stability. Importantly, this makes it easier for ship owners to comply with increasingly stringent decarbonisation targets and legislation," comments Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine. Fuel consumption and lowers emissions Launched in 2022, the Wärtsilä 46TS-DF engine has a two-stage turbocharging to deliver high levels of efficiency and power density across a wide operational range for vessels in all segments of the industry. This level of efficiency reduces fuel consumption and lowers emissions, while being easily retrofittable for sustainable fuels as they become widely available. By applying the NextDF feature, the engine will have the lowest methane emissions and GHG emissions in the 1MW+/cylinder power range. Installation of the Wärtsilä 46TS-DF engine Wärtsilä 46TS-DF with NextDF feature was set as part of the EU co-funded GREEN RAY project The Wärtsilä 46TS-DF with NextDF feature was developed as part of the EU co-funded GREEN RAY project. The initial installation of the Wärtsilä 46TS-DF engine with NextDF feature will be onboard the cruise ship, MSC World Asia, being built by Chantiers de l’Atlantique (CdA) in Saint-Nazaire, France for the Geneva-based cruise operator MSC Cruises. Stefan Nysjö continues: "Owners and operators increasingly need engines with higher efficiency, lower emissions, increased fuel flexibility and lower operating costs." NextDF technology Stefan Nysjö adds: "The Wärtsilä 46TS-DF engine already meets these needs, representing a flexible, future-proof solution that can be upgraded in response to sustainable fuel availability. By making our NextDF technology available for the Wärtsilä 46TS-DF engine we enable operators to go even further in lowering GHG emissions and harmful local pollutants."   The Wärtsilä 46TS-DF engine is the third Wärtsilä dual-fuel engine to be made available with NextDF technology. In 2023 and 2024, Wärtsilä introduced the new technology for its Wärtsilä 31DF and Wärtsilä 25DF engines.

Wärtsilä Gas Solutions, part of technology group - Wärtsilä, and Höegh Evi, a pioneer in marine energy infrastructure, have successfully completed development of the world’s first floating ammonia-to-hydrogen cracker. This breakthrough technology enables floating import terminals to produce hydrogen at industrial-scale volumes from transported ammonia, marking a major step in the energy transition. The project was announced in April 2023 and is part of Norway’s green platform programme. Integration into hybrid FSRUs Industrial-scale ammonia cracker has a design that allows integration into hybrid FSRUs The industrial-scale ammonia cracker has a modular design that allows integration into both hybrid Floating Storage and Regasification Units (FSRUs) and dedicated Floating Hydrogen Terminals. The technology is highly scalable with a sendout capacity of up to 210,000 tonnes of hydrogen annually. Ammonia storage can range from 10,000 m³ to 120,000 m³. Reliable supply of clean energy "The floating ammonia-to-hydrogen cracker developed by Höegh Evi, Wärtsilä Gas Solutions and partners is a game-changer for the hydrogen economy and the energy transition in Europe. Our floating terminals and cracking technology can unlock the full potential of global value chains for green hydrogen, providing European industry with a reliable supply of clean energy within this decade," said Erik Nyheim, CEO of Höegh Evi. Challenges of hydrogen storage and transportation "This pioneering development of the floating ammonia-to-hydrogen cracker represents a significant leap forward in our quest for sustainable energy solutions. Together with Höegh Evi and our partners, we are not only addressing the challenges of hydrogen storage and transportation, but also paving the way for a more resilient and flexible energy infrastructure," says Kjell Ove Ulstein, Sales & Marketing Director, Wärtsilä Gas Solutions. Norwegian Government’s green platform programme  Ammonia cracker was constructed at Sustainable Energy’s Norwegian Catapult Centre in Stord, NorwayThe project has received approximately EUR 5.9 million in funding from the Norwegian Government’s green platform programme, representing approximately 50% of the total budget.  The ammonia cracker was constructed at Sustainable Energy’s Norwegian Catapult Centre in Stord, Norway. Additional partners in the project include the Institute for Energy Technology (IFE), University of South-East Norway, Sustainable Energy and BASF SE. Funds within Green Platform programme "The future of energy must be green, and it’s our job to be part of the technological development necessary to achieve this goal. We are very happy for this project," says Håkon Haugli, CEO of Innovation Norway. Innovation Norway is the Norwegian trade promotion organisation, and is partly responsibility for the allocation of funds within the Green Platform program. EU’s REPower strategy According to the EU’s REPower strategy, Europe plans to import 10 million tonnes of renewable hydrogen per year by 2030. Hydrogen is emerging as a viable sustainable fuel in the move away from fossil fuels As the development of the hydrogen grid progresses, floating infrastructure with ammonia cracking technology can unlock large-scale imports, supplying hard-to-abate industries with a stable baseload energy source and balance within the energy system. Hydrogen is emerging as a viable sustainable fuel in the move away from fossil fuels, and can be produced at a relatively low cost in countries where there is ample access to renewable power. However, it is difficult to store and transport hydrogen, due to its low volumetric energy density and with potentially large vaporisation losses. Ammonia back to hydrogen Ammonia is significantly better suited than hydrogen for this purpose. It can be stored in liquid form at moderate pressures and temperatures, and transported over long distances by ship.  When it arrives at the receiving destination, the ammonia cracker will convert the ammonia back to hydrogen for distribution into the core energy grid.

Technology group - Wärtsilä will upgrade the Wärtsilä RT-flex main engines on two bulk carrier vessels owned by Turkey-based Ulusoy Sealines. The planned engine retrofits and upgrades will extend the vessels’ operational life and improve both performance and fuel efficiency, thereby significantly reducing emissions. The orders were booked by Wärtsilä in Q4 2024 and Q1 2025. Initial delivery of vessels The aim of the upgrade is to align the engines’ performance with the latest operational profile Current regulations – such as Carbon Intensity Indicator (CII) – are requiring the majority of the merchant fleet to become more energy efficient.  Therefore, the aim of the upgrade is to align the engines’ performance with the latest operational profile of the two vessels, both of which have undergone substantial changes since the initial delivery of the vessels to the market in 2011. Integration of Wärtsilä Part Load Optimisation With the integration of Wärtsilä Part Load Optimisation (WPLO), Intelligence Combustion Control (ICC), and Fuel Actuated Sackless Technology (FAST), a CII improvement of 5% is anticipated, equating to a 2-year extension of the CII rating. Additionally, annual fuel savings of nearly 250 tons are estimated, resulting in potential cost savings of more than 150,000 US Dollars per year, and a reduction in CO2 emissions of approximately 780 tons per year per vessel. Environmental and operational efficiency Wärtsilä has closely cooperated with Ulusoy for several years and this project is a continuation “We continuously strive to operate our fleet in the most environmentally friendly and efficient manner possible. These engine upgrades are, therefore, very important to us and we are excited to be able to provide added value to our customers by combining existing assets with these state-of-the-art engine retrofits,” comments Capt. A.Akin OZCOREKCI/DPA - OPR Manager, Ulusoy Sealines. Wärtsilä has closely cooperated with Ulusoy for several years and this project is a continuation of the two companies' joint efforts to maintain environmental and operational efficiency and comply with all relevant regulations. Delivery of two vessels “These engine upgrades will involve the integration of various solutions, both long-standing and newly developed, which are meticulously fine-tuned to achieve the highest operational improvements and maximum savings tailored to the vessel’s specific operational profile,” says Peter Knaapen, Director, 2-Stroke & Other OEM Services – Wärtsilä Marine. The delivery of the required parts and equipment for the two vessels – ULUSOY 11 and ULUSOY 12 – is scheduled to take place during the first half of 2025.

The shipping industry is currently navigating a profound transformation driven by environmental concerns, new emissions targets, and evolving regulations. As vessel owners and operators seek to reduce emissions while remaining competitive, determining the right strategy has become increasingly complex. Factors such as alternative fuel availability, fluctuating prices, and an ever-expanding range of technological solutions have made decision-making anything but straightforward. Lack of motivation Regulations evolve, technologies persist to advance, and can differ greatly from port to port The complexity arises from the many moving parts of the industry. Regulations evolve, technologies continue to advance, and infrastructure can differ greatly from port to port. For vessel owners committed to reducing their environmental impact, the challenge isn’t a lack of motivation, it’s finding the most effective way to navigate the myriad of options available. Hybrid propulsion systems One method gaining traction is data-driven decision-making through digital modelling. Rather than making decisions based on guesswork, digital modelling allows owners and operators to create a detailed representation of a vessel and simulate the performance of different strategies or technologies over its lifetime. That way, they can ‘test’ these approaches before committing large investments—particularly useful when considering new fuels or hybrid propulsion systems that are still maturing. Decarbonisation Modelling Service Digital modelling accounts for variables such as vessel speed, power needs, and route patterns Digital modelling accounts for variables such as vessel speed, power needs, and route patterns, applying machine-learning algorithms to find the most promising design or retrofit. It can also show how ideas might evolve if regulations tighten, or new fuels become more practical. At Wärtsilä, our Decarbonisation Modelling Service is designed to guide shipowners and operators through this maze of choices. In developing this tool, we have observed that shipowners required more than an “off-the-shelf” solution. They needed insights based on their own operational data, combined with practical knowledge of costs and likely regulatory trends. Benefits of digital modelling One of the main benefits of digital modelling is its flexibility. Depending on an owner’s goals, whether that’s meeting today’s regulations or planning for future mandates, they can explore multiple options. A fleet operator might compare installing hybrid batteries versus retrofitting for LNG or consider alternative fuels such as ammonia and methanol, or carbon capture. These simulations can factor in fuel prices, available bunkering infrastructure, and even unexpected events like global supply chain disruptions or future carbon taxes. Ship’s actual operational profile At Wärtsilä we often liken digital modelling as the closest thing to a crystal ball At Wärtsilä we often liken digital modelling as the closest thing to a crystal ball. While it isn’t perfect, it significantly improves our ability to make informed decisions and maintain flexibility as market conditions or regulatory landscapes shift. Consider, for instance, a mid-sized container ship operating in Asia. The owner, eager to lower CO2 emissions, might be unsure whether to retrofit for LNG immediately or wait for ammonia infrastructure to mature. Using a digital model based on the ship’s actual operational profile, we can test both scenarios—evaluating fuel price trends, port facilities, and the vessel’s remaining service life. Adopt an interim strategy If the model indicates that an LNG retrofit offers a promising return on investment along with moderate emissions cuts, the decision becomes clearer. Alternatively, if the potential for ammonia becomes evident sooner, it might be wiser to adopt an interim strategy or consider dual-fuel engines. It’s important to recognise that decarbonisation is not merely a box-ticking exercise to meet current regulations; it is a dynamic, ongoing process. With tightening rules from bodies like the International Maritime Organization (IMO) and the EU on carbon intensity, and with cargo owners increasingly demanding transparency, the need for adaptive, data-driven solutions is more critical than ever. LNG with battery storage Others might make quick retrofits to comply with rules and plan for bigger upgrades later Another strength of data-driven decarbonisation is that it is not a one-off activity. As a vessel operates, new information becomes available. Owners can update their models to reflect these shifts, allowing for continuous refinement. This matters because what is optimal now may only be a temporary measure. Some operators use LNG with battery storage for a few years, then switch to next-generation fuels as they become viable. Others might make quick retrofits to comply with regulations and plan for bigger upgrades later. Raw data into actionable insights There is also a perception that gathering and interpreting data is too complex or costly. However, many modern vessels are already equipped with the necessary sensors and tracking systems, and analytics software has become more accessible. The real value lies in transforming raw data into actionable insights. Digital models not only help in planning for evolving market conditions but also enable us to visualise and execute long-term strategies. Portion of global CO2 emissions The real test is balancing environmental aims with retail realities and regulatory forces Shipping contributes a notable portion of global CO2 emissions, giving the industry strong financial and ethical reasons to embrace cleaner operations. The real test is balancing environmental aims with commercial realities and regulatory pressures. With mounting pressure from regulators, customers, and investors, now is an opportune time to adopt data-driven approaches. A continuously updated model provides a practical way to keep up with changes in the market and policy landscape. By integrating operational data, anticipating possible scenarios, and remaining open to new solutions, the maritime industry can cut emissions without sacrificing competitiveness. Shipowners and operators Shipping is an industry that operates on tight margins and these tools must deliver financial stability as well as ongoing compliance. Digital modelling is not just another technical tool; it’s a forward-looking process that helps shipowners and operators steer a confident course in uncertain waters. As more companies experiment with alternative fuels, hybrid propulsion, and emerging technologies, having a robust method for evaluating these options is absolutely essential.

More than almost any trend, decarbonisation is driving the future of maritime. That reality alone makes decarbonisation the perfect topic for our first-ever Expert Panel Roundtable column. Traditional maritime fuels, like heavy fuel oil, release harmful pollutants that contribute to air pollution and have adverse health effects. We have to do better, and discussions in the maritime industry centre on which combination of alternative fuels and other technologies can solve the shorter- and longer-term challenges of decarbonisation. For an update on the various approaches, we asked our Expert Panel Roundtable: What are the latest maritime technology trends in decarbonisation?