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What we know about CO2 shipping AiPs
AiPs for CO2 carriers, floating storage and onboard capture set early design parameters, and are likely to be a key feature of Posidonia 2026, with class and flag involvement varying by project
Ship finance and newbuilding cycles rarely give exhibitions a single narrative, yet Posidonia has a habit of crystallising whatever the sector is arguing about at that moment. In Posidonia’s gone by, standout themes were double-hull tankers and fuel sulphur limits, to name two. By 2026, the discussion that keeps resurfacing is not whether carbon capture and storage (CCS) will exist, but what the maritime hardware and operating models will look like once CO2 starts moving at scale. That is why approval in principle (AiP) has begun to feature so prominently in CO2 shipping announcements, with classification societies and, in some cases, flag registries used to put an early boundary around what can be built and operated within an agreed review framework.
AiPs sit early in the assurance chain for CO2 shipping projects. They test whether a concept can meet an agreed review framework before full design approval. The aim is to provide an independent assessment of a concept within that framework, confirming the design is feasible and that no obstacles have been identified that would prevent it being realised.
Across the 2021–2025 record provided here, AiPs cluster around three design problem sets: how CO2 is contained (pressure, temperature and tank geometry); how CO2 systems integrate onboard (capture, liquefaction, storage and safety); and how CO2 moves through a value chain when the transport asset is not a conventional seagoing ship (pusher-barge logistics and non-propelled floating storage). The approvals are granted primarily by classification societies, with flag registries appearing explicitly in some projects, particularly in early liquefied CO2 carrier design work and, in one case, onboard carbon capture.
“The liquid CO2 carrier is a critical component to carbon capture, utilisation and storage strategies"
In 2021, one AiP addressed offshore logistics for CCS. Bureau Veritas awarded Carbon Collectors an AiP for a CO2 barge–pusher tug combination and an offshore single point mooring system described as a Tower Loading Unit. Carbon Collectors, technical director, Haije Stigter, said: “Since we are operating offshore, we can’t guarantee 100% operability, but based on the system design, we can operate in sea states up to three metres significant wave height. However, in the area we are looking at – the southern North Sea – that should give us 90% availability.”
Liquefied CO2 carrier containment then appears in the same year through an AiP focused on a new cargo tank design. DNV granted an AiP for a tank concept for liquid CO2 carriers, described as a 7,500 m³ vessel split into two tanks of 3,750 m³ each. Wärtsilä Gas Solutions general manager, sales, Pål Steinnes, said at the time: “Liquid CO2 is increasingly relevant in global efforts to reduce greenhouse gas emissions and promote a greener future.” DNV gas carrier segment excellence centre department head, Monika Johannessen, said: “The review process has been extensive, and we trust their solution will contribute to facilitating the trade in liquid CO2 as a factor in reducing emissions.”
Flag and registry involvement is explicit in late 2021 carrier design work. ABS and the Republic of the Marshall Islands (RMI) Maritime Administrator awarded an AiP for liquefied CO2 carrier designs developed by Hyundai Mipo Dockyard and Korea Shipbuilding and Offshore Engineering, with the AiP described as following verification work against the IGC Code, class requirements and flag regulations for liquefied gas carriers. RMI deputy commissioner of maritime affairs, Thomas Blenk, said: “The liquid CO2 carrier is a critical component to carbon capture, utilisation and storage strategies that will directly contribute to the ongoing global energy transition.”
A separate 2021 approval combined DNV with the Liberian International Ship & Corporate Registry, with an AiP awarded to Hyundai Heavy Industries and Korea Shipbuilding & Offshore Engineering for a 40,000 m³ liquefied CO2 carrier design. LISCR chief operating officer, Alfonso Castillero, said: “This is a ground-breaking project that is key to meeting the maritime industry’s greater goals of energy efficiency and decarbonisation. I am proud to have had Liberia working so closely alongside our partners at DNV and HHI on this project.” Hyundai Heavy Industries senior executive vice president and chief technical officer, Won-Ho Joo, said: “Obtaining the AiP for this innovative large-scale LCO2 carrier is a meaningful technological milestone. We believe our self-developed LCO2 carrier will contribute to global decarbonisation efforts by providing tailor-made designs according to each shipowner’s specific requirements.”
In 2022, onboard carbon capture enters the AiP stream as a design subject in its own right. Korean Register awarded an AiP to Samsung Heavy Industries and Panasia for an onboard carbon capture and storage system. KR R&D division executive vice president, Kim Daeheon, said: “This AiP is an extremely important step to help shipping companies stay compliant with the stringent decarbonisation regulations. KR is committed to actively supporting the application of these eco-technologies, and to helping shipping companies meet their environmental obligations for the good of the industry and society as a whole.”
"Carbon capture and storage technology is expected to contribute a sizeable portion of the total global CO2 reduction [for shipping]"
In the same year, an AiP was announced for a pressurised CO2 containment system. This was the KNCC concept tank system for pressurised CO2 at 35–45 bar and 0–10°C. KNCC chief executive, Anders Lepsøe, said: “KNCC is pleased to have reached an important milestone in the commercial and technical development of our company. KNCC is now prepared to take the next step with the PCO2 technology into this emerging shipping segment.”
Class approvals in 2022 also cover basic carrier design work by established Japanese groups. ClassNK granted an AiP for the basic design of a liquid CO2 carrier developed by Mitsubishi Shipbuilding and NYK Line. DNV awarded an AiP to Mitsui OSK Lines and Mitsubishi Shipbuilding for a 50,000 m³ liquefied CO2 carrier design. Mitsui OSK Lines executive officer and chief technical officer, Makoto Yamaguchi, said: “The AiP award is an important milestone in our group strategy to achieve net-zero greenhouse gas emissions by 2050. Through this demonstration project, we will further accelerate our R&D initiatives on liquefied CO2 transport, contributing to the realisation of a low and decarbonised society.” DNV Maritime Korea & Japan regional manager, Vidar Dolonen, said: “CCUS is gaining traction around the world as a technological solution which helps reduce the impact of CO2 emissions. Maritime transport can play an essential role in building up an efficient CCUS value chain, which is expected to lead to an increasing demand for specialised LCO2 carriers going forward.”
In 2023, Korean Register (KR) awarded an AiP for a 40,000 m³ liquefied carbon dioxide carrier under development by Samsung Heavy Industries, with KR stating: “Through this LCO2 carrier AiP, we have laid an important foundation for the commercialisation of large LCO2 carrier technology.”
Bureau Veritas awarded an AiP to Wah Kwong Maritime Transport Holdings and Qiyao Environmental Technology for a carbon capture and storage retrofit study on two bulk carriers. Wah Kwong executive chairman, Hing Chao, said: “We hope this will encourage further studies or advance implementation of the CCS technology.” Shanghai Qiyao Environmental Technology president, Jianfu Dong, said: “Carbon capture and storage technology has been available for several decades, notably in industrial projects on shore, but only recently have we started to deploy its considerable potential for the maritime industry.”
Later in 2023, KR, in collaboration with the Marshall Islands Registry, awarded Hanwha Ocean an AiP for an onboard carbon capture and storage device. Hanwha Ocean basic design department vice president and head, Kang Sang-Don, said: “We will work to strengthen our competitiveness by developing eco-friendly technology that meets the ever-strengthening environmental regulations and the requirements of ship owners.” KR plan approval centre head, Yeon Kyujin, said: “Currently, the carbon capture and storage technology is expected to contribute a sizeable portion of the total global CO2 reduction [for shipping], so market demand for this technology is growing. It is meaningful for us to pre-emptively respond to the demand and play a major role in commercialising OCCS technology with this successful AiP.”
"This technology will be a key solution in reducing carbon emissions and contributing to a sustainable future"
In 2023, DNV awarded an AiP for an amine absorption-based CCS system. DNV head of R&D and advisory unit Greece and onboard CCS manager, Chara Georgopoulou, said: “While CCS technology is already known in land-based industry, its application on board ships is relatively unproven. Our guidelines provide a framework for installation, offering support for stakeholders in the industry, while contributing to reducing emissions and driving the maritime industry towards a more sustainable future.” ERMA First co-founder and managing director, Konstantinos Stampedakis, said: “We are absolutely delighted to have received an AiP from DNV for ERMA First’s OCC system.”
In 2024, AiPs were awarded for larger carrier designs and floating storage concepts. Lloyd’s Register awarded an AiP for a 40,000 m³ LCO2 carrier design developed through a joint development project between Capital Gas Ship Management and HD Hyundai Heavy Industries. HD Hyundai Heavy Industries senior executive vice president and chief technical officer, Seung-Ho Jeon, said: “With strengthening global environmental regulations, we are witnessing growing demand for eco-friendly vessels that maximise fuel efficiency.” Capital Gas Ship Management technical director, Alexandra Xystra, said the company was “actively exploring the potential for these technologies to support larger vessels in collaboration with our partners.”
Also in 2024, a Japanese consortium received AiPs from ABS and ClassNK for two low-pressure liquefied CO2 carrier designs, with capacities of 50,000 m³ and 23,000 m³. Clarksons green transition group senior technical advisor, Johan Tutturen, said: “[T]here has to be a dramatic scaling in the numbers of LCO2 carriers”, adding that there were “four ships currently in the global fleet trading CO2; the largest of which has a capacity of 1,800 m³.”
Floating storage appears again in October 2024, when Bureau Veritas awarded Samsung Heavy Industries an AiP for a floating CO2 storage unit design. In that report, Samsung said the free-form pressure tank with a lattice pressure vessel was “equivalent to the IMO Type C cylindrical tanks.” Samsung Heavy Industries chief technology officer, Haeki Jang, said: “This technology will be a key solution in reducing carbon emissions and contributing to a sustainable future.” Bureau Veritas senior vice president, Asia Pacific, Alex Gregg-Smith, said: “We are delighted to support the development of innovative technologies like the floating CO2 storage init. We look forward to continuing our partnership as this technology progresses, contributing to the creation of a sustainable CO2 supply chain.”
In 2025, ABS granted an AiP for Svitzer’s pusher barge concept. Svitzer head of CO2 transport, Sofie Skotting, said: “Getting the approval from ABS indicates our chosen design concept meets essential safety and regulatory standards.” ABS chief commercial officer and executive vice president, Vassilios Kroustallis, said: “Transport and storage of captured CO2 is going to be a cornerstone of the industry’s drive to reduce carbon emissions.”
Also in 2025, ClassNK granted an AiP to a floating liquefied CO2 storage concept, developed by NYK, KNCC and ENEOS Xplora. The AiP covered the cargo containment system, the onboard liquefaction plant and the unit’s operational profile as a non-propelled storage platform.
Taken together, the AiPs in this set read less as a parade of finished products and more as a running log of where design effort is concentrating. The earlier approvals focus on containment and the first generation of carrier sizes, then expand into onboard capture devices and non-traditional transport and storage configurations. Flag registries surface in selected cases, suggesting that some project teams are already testing how class rule interpretations and flag expectations might meet in practice, rather than leaving that conversation for later. Posidonia 2026 is likely to be the next focal point for CO2 shipping announcements, it is likely to be because more projects have reached the stage where they want a formal statement that the concept, as described, fits an agreed framework, and that the harder questions are being addressed as engineering and compliance come together.
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