Products

We work to make our ships increasingly sustainable and technologically advanced

Drawing on our unrivalled experience in high-tech shipbuilding and the cross-fertilization among our business sectors, we strive to provide our customers with cutting-edge, high value-added products, making progress towards green and digital ships.

In terms of environmental sustainability, the entire sector is moving towards the goal of Net Zero ships by 2050, while internally we are working to bring this target forward to 2035.

On the other hand, advanced technologies related to data collection and analysis, automation, artificial intelligence, and the Internet of Things (IoT) will make it possible, also by 2050, to have ships that are fully autonomous in all their operations.

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SAFE, PROTECTED, AND EFFICIENT TRANSPORT ON CLEAN OCEANS

In our strategies, we have embraced the goals of the International Maritime Organization (IMO), the United Nations specialized agency for protecting human life at sea and the environment, summarized in the slogan “Safe, protected, and efficient transport on clean oceans.”

We play an active and proactive role in developing international safety regulations and are a recognized stakeholder with the IMO, whose main conventions are aimed at:
SOLAS
IMPROVING MARITIME SAFETY
MARPOL
LIMITING MARINE POLLUTION
ILO
STANDARDIZING MARITIME LABOUR RULES
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OUR SHIPS REPRESENT A TECHNOLOGICAL BENCHMARK AT BOTH EUROPEAN AND GLOBAL LEVELS AND ARE CHARACTERIZED BY THE MOST ADVANCED TECHNOLOGIES FOR ENERGY SAVINGS, EMISSION REDUCTIONS, HIGH PERFORMANCE, AND THE SUPERIOR QUALITY OF THE TECHNICAL SOLUTIONS ADOPTED.

IN PARTICULAR, WE FOLLOW ALL INTERNATIONAL BEST PRACTICES TO MINIMIZE THE ENVIRONMENTAL IMPACT OF OUR SHIPS THROUGHOUT THEIR ENTIRE LIFE CYCLE.
Our commitments are aligned with the regulatory framework, both globally and locally, which requires a progressive yet rapid reduction of emissions to air and water.

In particular, the IMO has set targets to reduce average CO2 intensity per ton/mile by 40% by 2030 compared to 2008, and to reduce total annual greenhouse gas (GHG) emissions by at least 70% by 2040, again compared to 2008 levels.

Both at IMO level and within the European Union, even more ambitious targets are being discussed, aiming for Net Zero by 2050, through the application of new technologies and fuels and the revision of the regulatory framework.

As stated in our 2023-2027 Sustainability Plan, we are working to move this target forward to 2035, in line with technological, regulatory, and infrastructure availability.

ENERGY SAVINGS AND EMISSION REDUCTION

Reducing environmental impact has become one of the most important drivers for the design and innovation of cruise ships.
We have developed, validated, and implemented over 100 initiatives on our ships aimed at:

  • Improving hydrodynamic and propulsion efficiency
  • Recovering waste heat (from exhaust gases and cooling water) through recovery and cogeneration systems
  • Systematically reducing the energy demand of onboard systems.

In particular, a range of initiatives included in the “Eco-friendly Design” company procedure are also aimed at energy saving and reducing air pollution.

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SOME EXAMPLES OF ENERGY SAVING SOLUTIONS REDUCED CONSUMPTION PER SHIP BY CA 130,000 GRT (t FUEL/YEAR)
FAN COIL INSTALLATION IN CABINS 290 T/YEAR
FAN COIL INSTALLATION IN PUBLIC AREAS 160 T/YEAR
VARIABLE SPEED ADJUSTMENT SYSTEMS FOR ELECTRIC MOTORS 220 T/YEAR
HEAT RECOVERY SYSTEM OPTIMIZATION 270 T/YEAR
RECALIBRATION OF DRINKING WATER GENERATION SYSTEM 48 T/YEAR
INCREASE OF ELECTRIC MOTOR ENERGY CLASS 75 T/YEAR
LED AND HIGH EFFICIENCY LIGHTING AND AUTOMATIC LIGHTING CONTROL 130 T/YEAR
The reduction in consumption has been calculated based on average savings values for the various energy saving initiatives.
To meet the challenge of emission reduction, we are experimenting with various technologies.
Liquefied natural gas (LNG)
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The most commonly used configuration for emission reduction currently relies on latest-generation diesel engines combined with the installation of exhaust gas cleaning systems.

Another increasingly established solution is the replacement of traditional fuels with liquefied natural gas (LNG), which offers clear advantages in terms of emission impact. CO2 emissions are reduced by about 25% and emissions of other particulates by over 75%.

In recent years, orders for environmentally friendly ships have accelerated, particularly for dual-fuel vessels with primary LNG propulsion. We had already built a special LNG-powered ferry for Canada and, in early 2024, we delivered a 178,000 GRT cruise ship with LNG as its primary fuel—the largest vessel of this type ever built in Italy.

SOLUTIONS TO REDUCE HARMFUL AIR EMISSIONS EMISSIONS IMPACT BY TYPE OF POWER SUPPLY
PURIFICATION OF EXHAUST FUMES LNG/DUAL FUEL PROPULSION EMISSIONS
(DIESEL CYCLE)		 HEAVY FUEL OIL LNG
Nox Reduction: Catalytic converter
in which the nitrogen oxides are made to react with urea in a high temperature process, obtaining pure nitrogen (N₂) and water vapour
Reduction NOx e SOx:
solutions for future new builds
CO2 (g/KWh)
 560 430
SOx (g/KWh) 0.9 0.006
SOx Reduction: Scrubbers
fume scrubbers
 NOx (g/KWh) 10.47 2.5
Emission values refer to the limits imposed by the MARPOL regulation.
Fuel cell
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The future is moving towards the application of fuel cells, electrochemical conversion devices that generate electricity and heat by combining a fuel (typically hydrogen, methanol, or methane) and an oxidizer (oxygen) without combustion. In this way, no pollutants are produced. We have launched a research laboratory in collaboration with the University of Trieste, aiming to test generation systems based on different types of fuel cells.
Methanol and ammonia
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We are developing projects for new ships designed for future use of bio or synthetic methanol, which would fuel a dual-fuel internal combustion engine (methanol/MGO). Both in the cruise and offshore sectors, some shipowners have already requested engines to be prepared for the consumption of these fuels in addition to the traditional one. Green methanol, in the Well-to-Wake scenario, is a promising fuel for achieving the Net Zero target. Methanol management on board a ship would be simpler than LNG, as it does not require cryogenic technology for storage and use.

Ammonia is a carbon-free fuel, meaning it does not produce CO2 emissions during combustion. If produced exclusively from renewable sources (green ammonia), its Well-to-Wake cycle guarantees zero emissions, contributing to achieving the IMO’s Net Zero goal. However, due to its toxicity, it cannot yet be considered a viable solution for the cruise market. Nonetheless, we are initiating research projects to evaluate its conditions of applicability.

Hydrogen
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In April 2025, Fincantieri and Viking announced the world’s first hydrogen-powered cruise ship with onboard hydrogen storage, used for both propulsion and onboard electricity generation through a polymer electrolyte membrane (PEM) fuel cell system. The unit is currently under construction at our Ancona shipyard, with delivery expected by the end of 2026. Hydrogen, like ammonia, is a fuel that, when produced in a green way, allows for zero CO2 emissions in a Well-to-Wake approach, but the road is still long: these are developing technologies, currently usable only in limited areas.
Lithium batteries
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In 2021, together with Faist, we established the joint venture Power4Future: lithium batteries, in addition to powering ships covering short distances, can also help eliminate emissions in port in the absence of cold ironing (see below). We tested this technology several years ago by installing a lithium mega battery system to power two ferries, thus avoiding the use of diesel generators during port stops. VARD has delivered several small/medium-sized naval units equipped with electric batteries to cover all or part of their energy needs and is committed to experimenting with further innovative solutions.
Cold Ironing
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Among our goals is to achieve zero emissions in port by 2030. The solution is so-called cold ironing, a quay electrification system that allows electrical energy to be provided to the ship directly from shore, enabling ships to turn off their engines while docked. In addition to reducing pollutant emissions, supplying energy from the grid would also reduce noise pollution and improve onboard comfort during the ship’s stay in port.
WASTE AND BALLAST WATER TREATMENT

To protect areas subject to cruise ship navigation, only bacteriologically and chemically pure water can be discharged at sea. All other waste must be stored on board and discharged in port for further treatment.
Our focus on solid waste treatment includes:

  • collection, dehumidification, and treatment of galley waste
  • separate collection and recycling of hotel waste
  • compaction and/or incineration (where permitted) of solid waste
  • application of low environmental impact solutions as alternatives to incinerators
  • pelletizing
  • storage of residues for subsequent discharge in port.

Our liquid waste initiatives include:

  • physical and biological treatment (in line with the best land-based standards) of all on-board wastewater (black water, grey water, galley and laundry effluents)
  • storage of treated water
  • thickening and drying of residual sludge for later offloading in port.

To prevent contamination by species from different ecosystems, we sterilize ballast water before discharge, using next-generation systems based on plankton pre-filtration and subsequent ultraviolet sterilization.

ship
REDUCTION OF ENVIRONMENTAL IMPACT

The new units, some of which are already in service, are characterized by design choices aimed at reducing environmental impact in terms of atmospheric emissions, fuel consumption, wastewater treatment, the use of special hull preservation treatments, and, for certain forthcoming vessels, the ability to contain polluted sea areas, collect, and store pollutants on board.

For electricity generation—and drawing on decades of experience with submarines—studies are underway on the use of fuel cells on naval vessels.

SECURITY MANAGEMENT

Safety is divided into several areas:

  • defense against external threats: the concept of Survivability follows strictly military regulations. We have developed various software tools capable of assessing a ship’s susceptibility and vulnerability levels.
  • workplace safety: we take into account Legislative Decree 81/2008, from the design to the construction of the ship, up to the issuance of the Risk Assessment Document.
  • maritime safety and containment of water and air pollutant emissions: we work in compliance with the regulations of a classification society (typically RINA, through its specific regulations for naval vessels), ensuring that ships are designed, built, and maintained to minimize risks to life, the environment, and property. Obtaining class certification demonstrates that all controls throughout the ship’s lifecycle have yielded positive results.
ENERGY SAVINGS AND EMISSION REDUCTION

The issue is addressed by introducing energy-saving criteria mainly developed within naval architecture, selecting internal combustion engines (both for propulsion and power generation) with appropriate technological solutions, and using materials with high energy efficiency or high thermal transmission performance.

However, due to the specific features of military vessels and the optimized plant solutions required to achieve mission performance, it is currently not possible to implement energy recovery systems on these ships.

AREAS OF INTERVENTION TO REDUCE EMISSIONS EMISSIONS REDUCTION OF NAVAL FIGHTING VESSELS WITH
A DISPLACEMENT FROM 6.000 TONS*
CO2 (T/YEAR) NOX (T/YEAR)
OPTIMIZATION OF HULL LINES
INTRODUCTION OF LED LIGHTS
PAINTING OF SUPERSTRUCTURES WITH LOW SUN ABSORPTION PAINTS ~ 2.000 ~ 40
OPTIMIZED INSULATION OF INTERNAL AREAS
* Use profile: 50.000 nautical miles/year.
AREAS OF INTERVENTION TO REDUCE EMISSIONS EMISSIONS REDUCTION OF AUXILIARY VESSEL WITH
A DISPLACEMENT FROM 27.000 TONS*
CO2 (T/YEAR) NOX (T/YEAR)
OPTIMIZATION OF HULL LINES
INTRODUCTION OF LED LIGHTS
PAINTING OF SUPERSTRUCTURES WITH LOW SUN ABSORPTION PAINTS ~ 3.500 ~ 115
OPTIMIZED INSULATION OF INTERNAL AREAS
* Use profile: 30.000 nautical miles/year.
SOLID AND LIQUID WASTE TREATMENT AND STORAGE
For solid waste treatment and storage, the technological solutions adopted are converters. The use of these machines enables drying and sterilization of solid waste. The resulting reduction in volume and weight, together with automatic vacuum packaging, allows for increased onboard retention. Modern converters can achieve a 70% reduction in volume and a 30% reduction in weight.
VOLUME
-70%
weight
-30%

For liquid waste, we have adopted technological solutions in line with international regulations already in use for merchant ships:

  • IMO MEPC 227 (62) for the treatment of grey and black water
  • IMO MEPC 107 (49) for the treatment of bilge water.

Grey and black water are conveyed to dedicated physical and chemical treatment units that allow for the maceration of solids in suspension and, through aerobic processes, the reduction of Total Suspended Solids (TSS), Biochemical Oxygen Demand (BOD), and Chemical Oxygen Demand (COD). The process also includes disinfection with UV lamp systems.

THE COMMITMENTS OF THE 2023-2027 SUSTAINABILITY PLAN RELATED TO INNOVATION, RESEARCH, AND PRODUCT DEVELOPMENT

In the following tables, you can find the goals and targets of the 2023-2027 Sustainability Plan for all topics related to our products.

Investments in research and innovation aimed at developing sustainable, efficient, safe, and competitive products and processes, with particular focus on technologies needed to reduce environmental impact and increase digitalization.
Goals
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Research & Innovation Policy
DESCRIPTION / TARGET TIMELINE PERIMETER STATUS SDGS
Drafting of a Policy that identifies the principles and strategy chosen by the Group to approach product and process research and innovation 2023 Group
Achieved
The policy is available at the following link: https://www.fincantieri.com/globalassets/innovazione/politica-innovazione_ita.pdf
Development of smart and autonomous ships and platforms (smart ship/smart offshore infrastructure, autonomous ship). Development of innovative solutions for shipyards (smart yard)
DESCRIPTION / TARGET TIMELINE PERIMETER STATUS SDGS
• Reference framework for secure interconnection (from a cyber security perspective) of all on-board systems for the exchange/recording of real time data in open formats
• On-board systems supporting a medium level of autonomy (e.g. IMO Degree 2/3)
• Solutions for floating offshore platforms supporting wind power generation systems
• Industry 4.0 tools to be adopted in the shipyard to increase productivity
• Tools for accessing digital assembly instructions and real-time monitoring of production progress on company technical systems
• Remotely controlled or unmanned platforms capable of operating in scenarios that are hazardous for operators (e.g. fire-fighting, contaminated area detection, etc.), capable of significantly increasing the operational effectiveness of the mission		 2030 Group
Work in progress

Development of eco-sustainable products and services to contribute to a circular and low-carbon economy

Develop highly energy-efficient cruise ships powered by eco-friendly/renewable sources, with reduced environmental impact in terms of atmospheric emissions, sewage discharges, and noise (green ship)

DESCRIPTION / TARGET TIMELINE PERIMETER STATUS SDGS
International Maritime Organization (IMO) target for 2025 (30% reduction in cruise ship EEDI* index compared to IMO baseline ref. EEDI-2008**), corresponding to a 30% reduction in CO2 emissions for the same tonnage and miles travelled at the EEDI index baseline speed

* Energy Efficiency Design Index defined by the International Convention for the Prevention of Pollution from Ships (MARPOL)
** In its initial strategy, the IMO set 2008 as the baseline year against which to measure ambition levels. The baseline is a curve representing a mean value of EEDI as the size of the ship varies
 2025 Fincantieri S.p.A.
Work in progress
IMO target for 2030 (40% reduction in cruise ship EEDI index compared to IMO baseline ref. EEDI-2008), corresponding to a 40% reduction in CO2 emissions for the same tonnage and miles travelled at the EEDI index baseline speed and zero emissions in port 2030
Net Zero cruise vessels target 2050