On World Maritime Day, Yacht Club de Monaco gathered 128 superyacht captains and international experts for its 31st Captains’ Forum, organised in partnership with Jutheau Husson, Oceanco, MB92 Group and ICON Yachts. Held every year during the Monaco Yacht Show on the initiative of YCM’s Captains’ Club, this year the focus was on which among the technologies and fuels available or under development can be realistically deployed as “Future energy sources on board ships and yachts”. From wind to solar, batteries, HVO, methanol and hydrogen discussions quickly ruled out the idea of a single solution. Some technologies are already in use at sea, while others are still restricted by technical limitations or fuel availability. What’s more, requirements vary greatly from one yacht to another. “Captains play a vital role in this debate because they have to deal with a yacht’s day-to-day operational realities. This sector cannot function without them, and I’m convinced their professionalism is a tremendous asset to the tourism industry,” said Bernard d’Alessandri, YCM Director and General Secretary, and President of the Cluster Yachting Monaco and the Monaco Chamber of Yachting.
Camille Lopez (HY-Plug) raised another key point that simply calling a fuel “clean” is not enough; it is essential to consider how it was produced and from what energy source or raw material. A molecule used on board can have a very different footprint upstream. Reducing exhaust emissions can sometimes shift part of the environmental impact to the production site. There is no single answer; the choice depends on usage, owner’s expectations and the yacht’s operational profile, all of which determine the most suitable energy source and technology.
With HVO (Hydrotreated Vegetable Oil), practicalities are a key factor. Sash Koonjul (Peninsula) remarked that his distribution network has expanded significantly, even though coverage is sparser in some regions. It is therefore essential for captains to plan their trips and refuelling needs in advance. Tobias Kohl (Rolls-Royce) confirmed that HVO can be used without restriction in the relevant engines, with no observed loss of power, and can be blended with conventional diesel. Methanol requires more extensive modifications. Florian Keiler (Everllence) presented dual-fuel engines designed to run on methanol when available, while retaining diesel as an alternative, a flexible approach that addresses the refueling network’s current limitations. Tobias Kohl explained the advantages of an engine running solely on methanol, complementing the dual-fuel diesel/methanol options.
The Forum then turned its attention to solutions more complex to integrate, such as LNG (Liquified Natural Gas), ammonia, nuclear power and hydrogen. Here too the off-the-shelf approach was viewed with caution. Giovanni Brescia (Fincantieri) stressed that experience gained in merchant shipping must be seen within the yachting context. With LNG for example, to gain an equivalent amount of energy, LNG storage requires more volume than marine diesel and requires cryogenic tanks and additional safety equipment, bearing in mind that space on a yacht is extremely limited. Operational profiles are also less consistent than those of commercial vessels, an issue compounded by the need to regularly refuel.
Ammonia has its own limitations. While it emits no CO₂ during use on board, its overall eco-footprint depends on how it is produced. Fincantieri is exploring its use for certain commercial or autonomous applications, but not for yachts.
Nuclear power featured prominently in discussions. The maritime technology is not new, but reactors currently being developed differ from those for which the existing regulatory framework was designed. Engel-Jan de Boer (Lloyd’s Register) stressed this discrepancy: the IMO nuclear code exists, but it is based on older technologies and must evolve to accommodate new reactor types. The challenge today is as much regulatory as it is technical, requiring coordination among the IMO, nuclear authorities, flag states, ports and insurers. “The technology is there,” says Engel-Jan de Boer, the main challenge lies in regulatory readiness and acceptance by the authorities. Projects are already being explored in the yachting sector. Lloyd’s Register is working on several vessels ranging from 65 to 120 metres while Derek Munro (NOxFree Ltd) presented the 1 MW micro-reactor being developed using low-enriched uranium. The first demonstration is planned in the United States in 2028.
Hydrogen has already moved beyond the laboratory stage. Andreas Boden (PowerCell Group) highlighted progress made in fuel cell technology and its deployment in several sectors. At sea it generates no NOx, CO₂, or particulate matter at point of use, but hydrogen is bulky and that is a significant limitation for the maritime industry. Again it all depends on the operational profile. For boats making regular runs between two points, compressed hydrogen may be a viable option as they return to the same location to refuel. Liquid hydrogen offers greater range but the infrastructure required must be in place. For less predictable trips, the enquiries PowerCell are getting lean more towards methanol. Ultimately, it’s not just a technology’s maturity that counts but also the vessel’s intended use. PowerCell has actually installed a fuel cell on board a superyacht and is working on higher-power units for a cruise ship.
Having spent the morning examining what was technically feasible, for the final panel the discussion turned to what would enable these solutions to be adopted on a large scale. For the merchant navy, Francesco Bellusci (Scorpio Group) said that fuel cost and availability remain decisive factors. Given the uncertainty around which solutions will prevail in the future, he advocated less for “adopting” a single technology but more for maintaining the capacity to adapt. This flexibility applies to investments as well. Christophe Lefebvre (Atlante Marine) noted that technological maturity and the ratio of investment costs to projected savings remain critical for financing, with each project requiring assessment based on the vessel and its operational profile. A vessel designed around one technology may be penalised in its financial valuation. However, regulations can alter this equation. Using bio-LNG as an example, Eirik Ovrum (DNV) showed how regulations and the valuation of emission reductions can also change the economic equation for low-carbon fuels. On one vessel, switching from LNG to bio-LNG can reduce emissions by more than 8,000 tCO2e.
In terms of infrastructure, Philippe Esposito (DH2 Energy) illustrated this issue with a hydrogen-powered boat under 8 meters that has been in operation for over two years. In his view, the boat is no longer the bottleneck: “The problem today isn’t the boat. It’s the infrastructure: how to refuel boats and get hydrogen to the marinas”. Of note is that a refueling demonstration using a mobile station was carried out recently in Alcúdia, Mallorca. He also confirmed a drop in the cost of hydrogen in Spain compared to two years ago.
One key takeaway from the discussions is that the energy transition in yachting will not rely on a single winning technology that replaces all others. Instead, a combination of factors including usage, desired range, available space, infrastructure, technological maturity, regulations and cost will determine choices made on board. This is where captains have a say, as between a technology that works on paper and a solution that is truly viable at sea lies the reality of a vessel’s actual operation.
The final talk steered the debate back to those who will have to implement changes. Chris O’Flaherty (The Nautical Institute and its representative at the IMO) pointed out that only around 15% of those participating in the Organisation’s discussions have worked professionally at sea. Hence the importance of bringing seafarers to the table to ensure regulations remain practical for application at sea. The Nautical Institute has a consultative status; its influence therefore relies on expertise, practical experience and dialogue with flag states.
As a bridge between technology developed on land and its use at sea, captains are at the heart of the equation; and the purpose of the Captains’ Forum is to channel firsthand experience at sea to where future developments are shaping the maritime sector.
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