Berg Propulsion has urged the shipping industry to pursue decarbonisation with existing vessels rather than waiting for a new generation of low- or zero-emission tonnage, arguing that retrofit measures can deliver progress today.
The point is set out in a report published by MarineLink Maritime News on 28 August 2026, in which David Sakandelidze, Business Manager for Energy and Efficiency at Berg Propulsion, explains that available technologies can be applied to conventionally fuelled ships to reduce emissions now rather than later.
Why retrofits matter
Sakandelidze tells MarineLink that retrofitting offers a practical pathway to reduce greenhouse gas output from the current fleet, enabling owners and operators to act within the operational and economic constraints they face today. The report frames retrofit as an alternative to depending on the slow turnover of tonnage and the uncertain delivery schedules for newbuilds designed for alternative fuels.
Practical options and timelines
According to the MarineLink summary, retrofits make use of technology that can be fitted to existing, conventionally fuelled vessels, providing a means to pursue decarbonisation targets without awaiting widespread fuel availability or a wholesale fleet renewal. The emphasis in the Berg Propulsion account is on immediate applicability: measures that can be deployed now to begin reducing emissions in the short term.
Berg Propulsion’s position, as presented in the report, highlights the value of pragmatic steps that sit alongside longer-term investments in new fuel types and ship designs. The company’s commentary reframes the discussion from a binary choice between today’s engines and tomorrow’s fuels to a continuum of actions that includes incremental retrofit work.
Industry implications
The MarineLink piece suggests that retrofits could alter the balance of investment and policy attention in the near term by offering tangible reductions from the existing fleet. That shift would affect owners who must weigh capital expenditure, regulatory drivers and commercial pressures when choosing between retrofit programmes and waiting for next-generation tonnage.
Any acceleration of retrofit activity would also carry operational and planning implications for shipyards, suppliers and technical managers, who would need to prioritise and schedule alterations while vessels remain commercially active. Berg Propulsion’s remarks in the report underline the importance of accessible technical solutions that integrate with prevailing propulsion and fuel systems.
Conclusion
The MarineLink report of 28 August 2026 presents Berg Propulsion’s view that retrofits are a viable route to advancing decarbonisation goals today, asserting that fitted technology can make conventionally fuelled vessels part of an immediate response. David Sakandelidze’s comments invite industry stakeholders to consider retrofit as a complementary and actionable contribution to wider emissions reduction efforts.