Portuguese 
A survey by DNV shows an acceleration in the energy transition in the maritime industry: July recorded 47 new vessels and August advanced to 52, bringing the total for 2026 to 242 orders in eight months. Container ships and vehicle carriers concentrate the new wave of investments.
The maritime industry recorded its highest monthly volume of orders for ships prepared for alternative fuels since October 2024. Shipowners ordered 52 new vessels, according to data from DNV’s Alternative Fuels Insight platform, reported by Seatrade Maritime News.
The number confirms an acceleration after a slower start to the year. In July, the market had already recorded 47 vessels, while August ramped up again. Thus, the first eight months of 2026 reached 242 ships ordered, a figure 27% higher than the same period in 2025.
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However, the race for decarbonization is not evenly distributed among different technologies. Of the 52 orders in August, 46 chose LNG, while only six opted for other alternatives.
LNG Secured 46 of the 52 Orders in August
The dominance of liquefied natural gas was significant.
Of the 52 vessels ordered during August, 46 were contracted with LNG propulsion, accounting for approximately 88.5% of that month’s total.
Container ships led this trend.
This segment alone accounted for 30 LNG vessels, while vehicle carriers added another 12 orders.
Combined, container ships and car carriers represented 42 of the 46 LNG orders.
This concentration highlights which segments are advancing more quickly in adopting alternative fuels.
Ethanol Appears in Four New Bulk Carriers
The remainder of the orders brought relevant news.
Four ethanol-powered bulk carriers were entered into DNV’s database during August.
Additionally, two more hydrogen-powered bulk carriers appeared in the report.
Thus, even with the overwhelming dominance of LNG, the market continues to experiment with different technological pathways.
This movement is of direct interest to Brazil.
The country has a large-scale established ethanol industry and is already discussing the possibility of bringing the fuel to maritime transport.
Transpetro Prepares Ships Capable of Using Ethanol
This connection between ethanol and navigation is already evident in Brazilian projects.
As reported by CPG, Transpetro is preparing dual-fuel ships and betting on ethanol to reduce emissions by up to 30% in its new fleet.
The strategy includes engines capable of operating with both conventional and lower carbon intensity alternatives, along with shore power connections and digital energy efficiency systems.
The four ethanol bulk carriers registered internationally in August indicate that this alternative is beginning to appear in commercial orders monitored by DNV as well.
This does not mean that ethanol is yet competing at scale with LNG.
However, it demonstrates that shipowners continue to explore different routes to reduce emissions.
242 Alternative Ships Ordered in Eight Months
August’s results also shifted the balance for 2026.
Between January and August, the market reached 242 orders for vessels prepared for alternative fuels.
This volume represents a 27% increase compared to the same period in 2025.
Additionally, July and August accounted for 99 vessels.
Thus, approximately 41% of the orders accumulated in the first eight months of the year occurred during these two months.
The recovery is noteworthy because 2025 had recorded a slowdown in the global new construction market.
Market Plummeted in 2025
The figures from DNV help to put the current recovery into perspective.
Throughout 2025, 275 vessels prepared for alternative fuels were ordered.
This result represented a 47% decrease compared to 2024.
The global new construction market also declined.
Total orders dropped from 4,405 vessels in 2024 to 2,403 in 2025, according to DNV.
Despite this, alternative fuels maintained a significant share in terms of tonnage.
Now, just in the first eight months of 2026, alternative orders have reached 242 units, nearing the total recorded for the entire previous year.
Large alternative vessels have already begun operations.
The CPG reported that the OOCL Wisdom has entered the Asia-Europe route with a capacity of 24,168 TEUs and a dual-fuel system designed for methanol.
The vessel performed its first fueling with green methanol in Qingdao before commencing its commercial journey.
This case illustrates another relevant technological pathway.
While the August survey was largely dominated by LNG, methanol has carved out a niche in previous projects and remains part of major shipping companies’ strategies.
LNG Gains Advantage Due to Existing Infrastructure
The current preference for LNG has practical reasons.
Shipowners must consider not only the emissions of a specific fuel but also its availability at ports.
A vessel has a lifespan measured in decades.
Thus, choosing a fuel implies betting that there will be sufficient supply, competitive prices, and available infrastructure for much of that period.
LNG already has a relatively developed international supply chain for production, transportation, and fueling.
This maturity reduces part of the operational risk.
Moreover, dual-fuel engines provide greater flexibility while the market decides which fuels will dominate long-term shipping.
LNG Does Not Completely Eliminate Emissions
However, classifying these vessels merely as “green” requires caution.
LNG remains a fossil fuel when produced from conventional natural gas.
Its use can reduce certain pollutants and emissions compared to traditional marine fuels, depending on the technology and analysis considered.
However, there are concerns regarding the so-called methane slip, where unburned methane escapes during operation.
Since methane has a high global warming potential, these emissions can negate some of the climate benefits.
Therefore, international discussions increasingly consider emissions over the entire lifecycle of the fuel.
Industry Has Yet to Choose a Single Winning Fuel
The August figures reflect this uncertainty.
The market contracted 46 LNG vessels, four for ethanol, and two for hydrogen.
In other periods, methanol and ammonia have also gained orders.
The decision depends on the type of vessel, route, fuel availability, cost, regulations, and port infrastructure.
Consequently, many shipowners are prioritizing systems capable of working with more than one energy option.
This flexibility reduces the risk of building a vessel today that may become economically disadvantageous in the coming decades.
Brazil Also Prepares 25 Vessels with New Technologies
The international renewal mirrors the Brazilian shipbuilding industry.
The CPG indicated that Transpetro is preparing a fleet of 25 intelligent vessels equipped with artificial intelligence, digital twins, and engines prepared for ethanol and methanol.
The project is part of the company’s renewal program and includes predictive maintenance systems, energy efficiency measures, and virtual training.
Thus, the Brazilian movement occurs just as international shipowners are expanding orders for vessels capable of operating with different energy matrices.
For shipyards, this shift also changes the technical requirements for construction.
Shipyards Need to Master Engines, Tanks, and Different Systems
Building a ship prepared for alternative fuels requires adaptations that extend well beyond the main engine.
Each fuel has its own properties.
The design may require changes in tanks, pipelines, safety systems, ventilation, sensors, fueling, and energy management.
Additionally, fuels such as hydrogen, methanol, and LNG present distinct physical characteristics and operational risks.
This increases the need for specialized engineering.
Consequently, the maritime energy transition also creates a technological race among shipyards, engine manufacturers, and equipment suppliers.
Brazil Enters a New Cycle of Contracts in the Shipbuilding Industry
This transformation is occurring just as the Brazilian shipbuilding industry attempts to regain scale.
Some of the new Brazilian vessels are expected to incorporate solutions aimed at reducing consumption and alternative fuels.
This opens opportunities for domestic shipyards and suppliers.
However, it also increases technological demands.
Competition will not only be for the capacity to build hulls but also for the ability to integrate new engines, digital systems, and energy technologies.
Chosen Fuel May Define Competitiveness for Decades
There is a reason shipowners are carefully analyzing these decisions.
Commercial ships can remain in operation for 20, 25 years, or more.
A vessel contracted in 2026 could continue to sail into the 2040s or beyond.
During that time, environmental regulations are expected to become progressively stricter.
Therefore, building a ship today that relies solely on conventional fuel could create additional costs in the future.
At the same time, investing too early in a technology without sufficient infrastructure also poses risks.
August Shows Acceleration After a Slow Start
The latest numbers suggest that shipowners have resumed decision-making.
There were 47 alternative vessels in July and another 52 in August.
The latter figure represents the largest monthly result since October 2024.
Combined, the two months accounted for 99 new ships.
DNV interprets this recovery as a sign of continued investments in lower-emission shipping, despite uncertainties regarding regulation and fuel.
The behavior in the coming months will reveal whether this acceleration is sustainable.
LNG Won August, but the Race Remains Open
The results for August show a clear short-term winner.
With 46 out of 52 vessels, LNG accounted for nearly nine out of ten alternative orders recorded during the month.
However, this does not mean that the shipbuilding industry has defined its definitive energy matrix.
Ethanol and hydrogen appeared in six new bulk carriers, while methanol remains present in projects for large container ships already delivered or contracted.
In addition, dual-fuel systems allow some vessels to switch their fuel matrix as new fuels gain traction.
Thus, the most important factor may not just be which fuel emerged victorious in August.
It is the speed at which shipowners have resumed investing in vessels capable of operating outside the conventional maritime matrix.
With 242 vessels contracted in eight months, a 27% increase, the energy transition has regained significant attention in shipyard portfolios.
And for countries like Brazil, which has a large ethanol industry and is trying to rebuild its naval capacity, this transformation creates a competition that simultaneously involves fuels, shipyards, technology, ports, and billions in new ships.
Do you believe that LNG will continue to dominate new ships, or will ethanol, methanol, and hydrogen manage to carve out a place in global shipping in the coming years?
