The safety equation in greener shipping – Magnus Gillberg: “Involve safety experts early and look beyond price”

As alternative fuels become more common, they bring new safety challenges, making it crucial to design safety into ships from the very beginning. 

The shipping industry is entering a transitional phase, driven by stricter environmental rules, rising demands from cargo owners, and the growing preference for cleaner operations from financial institutions.  

For shipowners, the answer lies in alternative fuels. Five fuels are now on the radar: LNG, methanol, ammonia, hydrogen fuel, and battery power. But choosing the right fuel is only part of the challenge. Each option affects the ship’s safety systems, which need to be addressed early in the planning. 

“Safety, like propulsion, must be integral to the ship’s design,” argues Magnus Gillberg, Business Area Manager OEM/Merchant at Consilium Safety Group.

He and his team work with shipyards, designers, and operators to build safety into vessels from the outset. 

Why the shift is happening now 

Magnus Gillberg points to three reasons behind the current momentum.  

The first is regulatory; Emission Control Areas (ECAs) are expanding.  

“The Mediterranean became an ECA in 2025. And I just spoke with a colleague in the Canary Islands who said that they will become SECA in 2030. Ships entering these zones must comply with these standards”. 

Additionally, some companies, such as those in the automotive industry, are setting stricter standards for how their goods are shipped. 

“They’re setting demands for lower emissions so that the whole supply chain can become more sustainable in some way,” says Gillberg. “Shipowners need to adapt to keep contracts.” 

Also, access to capital is becoming conditional. “Banks are asking for cleaner operations,” Gillberg explains. “If you want a loan to build a ship, you have to show that it meets future requirements.” 

A web of new rules 

Before picking a fuel, shipowners must understand the sustainability regulations. 

For new ships, the Energy Efficiency Design Index (EEDI) sets the standard for emissions, measuring the emissions of a vessel per tonne-mile. This design-based formula allows flexibility in meeting the target if the ship is efficient enough on paper.  

For existing ships, the Energy Efficiency Existing Ship Index (EEXI) has been applied since 2023, bringing similar rules but retroactively. This means that ships don’t necessarily have to switch fuel, which can be expensive, but can make other adjustments to meet the standards. 

“You can limit engine power, change the route and adjust the autopilot, or tweak the hull to cut drag”, Gillberg says. 

Then comes the Carbon Intensity Indicator (CII). It rates ships from A to E based on real emissions per cargo and distance sailed. C is the lowest passing grade. 

“It’s similar to the labels on washing machines,” says Gillberg. “A means efficient. D and E means you need to improve.” 

Half the fleet falls short 

The first public CII reports revealed that 48.1% of vessels, roughly 100,000 ships, scored D or E. Vessels falling into the D or E category must act quickly to avoid penalties or restricted access to ports. 

“The challenge is, even if you want to improve, there aren’t enough shipyards in the world to handle all upgrades”, says Gillberg. 

While environmental rules are tightening, safety requirements lag, outpaced by the industry’s push to implement new fuels. 

“This means that we, as safety experts, have to support the customers and the shipyards in designing a system that will fulfil future regulations,” Gillberg says. “It requires knowing how ships work, the daily environment on board, as well as how the rules are written and enforced.” 

Gillberg doesn’t think one fuel will take over.  

“It depends on the ship, the route, and the cargo. Different ship types need different safety solutions.” 

LNG remains strong because the infrastructure is already in place. Methanol is growing fast due to several benefits, such as low emissions, low cost, and excellent energy density. Ammonia and hydrogen have potential but come with risks. 

“The toxicity and distinctive smell of ammonia make it more suitable for cargo vessels”, says Gillberg. 

“Hydrogen, on the other hand, is flammable and hard to store due to volume, but better suited for passenger ferries, tugs, workboats, and dredgers. Some cruise ships are now being built with hydrogen fuel cells for auxiliary power.” 

Building operational competence 

Once the ship is sailing, crews and onshore teams must make fast, informed decisions, often with fuels they have limited operational experience with.  

“Seafarers and onshore organisations need to develop new competencies. Knowledge, skill, and proficiency will be vital for safe operations with these fuels. Crews need to be confident and well-informed, especially when it comes to gas detection for fuels like ammonia and hydrogen”, Gillberg says. 

That’s where the new generation of Safety Management System (SMiG) comes in, becoming essential for gaining better control and instant access to information to support decision-making.  

” SMiG is a powerful tool for identifying potential hazards. It provides real-time data to monitor gas levels, and guides both crew and onshore staff to take the right action and stay safe”, he says.  

Start early to stay ahead 

Gillberg argues that regardless of the fuel chosen, safety must be part of the early planning.  

“We get involved from day one. It’s the only way to minimise downtime and build long-term resilience,” Gillberg explains. 

Many still focus on upfront costs, but Gillberg cautions against short-term thinking. 

“Uptime matters. Our systems are built to last 20 years. What you save today can cost you later.” 

What experience teaches 

Gillberg gives credit to the industry for recognising the risks that come with new fuels.  

“We’ve seen a real shift. But it’s still easy to underestimate what a safety system involves. “From the outside, it might look like a simple box with wires. It’s a complex system that must work flawlessly under harsh conditions,” he states.  

He adds: “Safety decisions affect everything, from system layout to crew training. If you wait too long, you risk delays and extra costs.” 

Gillberg offers clear advice for anyone ordering safety systems for gas-powered ships: 

“Analyse the risk. Understand the real exposure on board, involve safety experts early, and look beyond price. A cheaper setup today can lead to costly downtime later.” 

He also calls for validation. “Do the real-world tests. You need to know how the system performs in real conditions.”