Dual-fuel shipping fleet expands as investment in cleaner technologies accelerates
The global fleet of dual-fuel container ships and vehicle carriers continues to expand, with more than 500 vessels now in operation and total investment in delivered and ordered ships exceeding US$200 billion, according to the latest World Shipping Council (WSC) Dual-Fuel Fleet Dashboard.
As of September 2026, 503 dual-fuel vessels were operating worldwide, representing an increase of 41% compared with 358 vessels during the same period in 2025.
An additional 849 vessels are on order, bringing the combined number of delivered and ordered dual-fuel ships to 1,352.
These vessels are designed to operate using conventional marine fuels or alternative fuel types, providing operators with greater flexibility as the shipping industry prepares for the transition towards lower-emission energy sources.
Alternative-fuel capability dominates new orders
The latest WSC figures indicate that dual-fuel technology remains a leading choice for new container ships and vehicle carriers.
Measured by deadweight tonnage, alternative-fuel-capable vessels account for 65% of container ship orders and 97% of vehicle carrier orders.
By comparison, the corresponding share across the rest of the global shipping fleet stands at 23%.
The figures highlight the scale of investment being directed towards vessels capable of operating on different fuel types, particularly within container shipping and vehicle transportation.
However, the WSC also reported that orders for conventionally fuelled ships have increased compared with the previous year as the overall global orderbook has expanded.
Fuel availability remains a critical challenge
Despite the growth of the dual-fuel fleet, the availability and commercial competitiveness of alternative marine fuels remain important factors in determining the environmental benefits of these investments.
Joe Kramek, President and Chief Executive Officer of the World Shipping Council, said the industry has already committed substantial capital to vessels capable of using cleaner fuels.
He stressed, however, that the full emissions reduction potential of these ships depends on access to commercially competitive alternative fuels.
Dual-fuel capability does not necessarily mean that a vessel currently operates on renewable or near-zero-emission fuels.
The actual environmental performance of each vessel depends on the fuels used and their associated lifecycle emissions.
Regulatory uncertainty influences investment decisions
The WSC also highlighted uncertainty surrounding the development of global greenhouse gas regulations at the International Maritime Organization (IMO).
According to the organisation, consistent international rules are needed to support long-term investment in alternative-fuel vessels, fuel production and bunkering infrastructure.
The WSC supports the introduction of a global greenhouse gas measure aligned with the IMO’s 2023 GHG Strategy.
Such a framework, it argues, would help address the cost difference between conventional marine fuels and renewable or near-zero-emission alternatives.
Without internationally consistent regulation, the industry could face an increasingly fragmented system of regional emissions requirements, adding complexity and costs to maritime operations.
Kramek emphasised that vessels ordered today will remain in service for decades, making regulatory certainty essential for shipping companies and fuel suppliers planning future investments.
The latest dashboard figures demonstrate the scale of the industry’s commitment to dual-fuel technology, while also underlining the importance of fuel availability and regulatory clarity in determining the pace of maritime decarbonisation.
