First containership rotor sail system set to be installed aboard Maersk post-panamax
British wind-propulsion company Anemoi Marine Technologies has signed an agreement with Maersk to install the first rotor sail system on a containership. A 35-meter-high fixed rotor sail will be fitted on the forecastle of one of Maersk’s 8,700-TEU Lima-class vessels, with installation planned for mid-2027. The vessel will operate on its regular route between Northern Europe and South America, allowing Maersk to evaluate the effectiveness of wind-assisted propulsion in container shipping. Rotor sails use rotating cylinders to harness wind energy and generate additional thrust, helping to reduce fuel consumption and greenhouse gas emissions. The project represents an important milestone for Anemoi, whose rotor sail technology has previously been used mainly on bulk carriers and tankers. Growing environmental regulations, including the EU ETS and FuelEU Maritime, are increasing interest in wind-assisted propulsion as a practical decarbonization solution for shipping.
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Race to bigger boxships could resume as carriers weigh plus 27,000 teu giants
According to Alphaliner, the trend toward larger container ships may resume, with vessels exceeding 27,000 TEU becoming a realistic option. Rising fuel prices, increasing carbon-emission costs, and the need to replace aging ultra-large vessels are strengthening the economic case for further upsizing. Maersk is considered the most likely carrier to lead this development, as it will soon face a fleet renewal cycle and has not invested in the current generation of 24,000 TEU vessels. Larger ships could provide significant gains in transport efficiency and lower costs per container. However, major challenges remain. Ports and terminals may struggle to accommodate even bigger ships, requiring substantial infrastructure upgrades. Industry executives have also raised concerns about operational safety and the structural risks associated with vessels exceeding 400 meters in length. Overall, while ships above 27,000 TEU could offer economic and environmental advantages, their widespread adoption will depend on whether these benefits can outweigh the infrastructure and safety constraints.
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Megamax boxships retain their allure despite boom in smaller newbuilds
The containership newbuilding market is shifting toward smaller and mid-sized vessels. In 2026, only 23% of orders are for ships above 10,000 TEU, down significantly from 51% in 2024. However, demand for megamax vessels remains strong among major carriers. MSC, Cosco, and Yang Ming have recently placed orders for large containerships, showing that the segment still plays an important role in global trade. The shift toward smaller ships is driven by a shortage and aging of feeder and regional vessels, as well as carriers’ desire to secure capacity through ownership rather than chartering. Although orders for dual-fuel ships have declined, this is mainly because carriers are ordering smaller vessels, not because they are less committed to decarbonization. Looking ahead, some carriers may eventually order vessels exceeding 27,000 TEU, but current investment priorities are focused on renewing feeder and mid-sized fleets.
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Is alcohol the answer to green shipping? It may depend on the fine print
Ethanol is considered a promising low-carbon marine fuel, but its emissions performance varies widely depending on how and where it is produced. Brazil currently has an advantage because of its lower-carbon production process, while the US is working to improve its competitiveness. A key challenge is the lack of globally harmonized sustainability standards. Producers argue that fragmented regulations could hinder market growth, whereas the EU and environmental groups favor stricter rules on lifecycle emissions and land-use impacts. There is the debate over book-and-claim systems, which could help overcome fuel supply and distribution constraints but raise concerns about verification and double-counting. Overall, the industry view is that regulation and emissions pricing, rather than technology, will be the decisive factors in determining whether ethanol and other alternative fuels can replace fossil fuels in shipping.
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