Grimaldi Group is advancing the development of a new generation of ConRo and multipurpose vessels, extending its fleet renewal programme across additional ship types.

The Italian shipping group disclosed the projects in a statement published on 28 September 2026, following the 27th Euromed Convention From Land to Sea. Both are already at an advanced stage of development, according to managing director @Emanuele Grimaldi.

The announcement follows the group’s order for nine methanol-capable ro-pax ferries and the ongoing delivery of ammonia-ready car carriers.

New ConRo and multipurpose designs under development

Speaking at the convention, Emanuele Grimaldi said the group’s research and development department was examining innovative solutions for two distinct projects: next-generation ConRo vessels and next-generation multipurpose ships.

The objective is to improve cargo flexibility and environmental performance across their respective market segments.

Grimaldi has yet to disclose vessel numbers, shipyard selections, contract values or delivery schedules for either project. The announcement concerns design development; construction contracts have not been announced.

Nine methanol-capable ro-pax vessels already contracted

The group’s nine-vessel ro-pax programme was contracted on 8 April 2025 in Hong Kong. China Merchants Jinling Shipyard in Weihai will build the ships, with deliveries scheduled between 2028 and 2030.

Under Grimaldi’s latest disclosed figures, the programme represents an investment of approximately $1.5 billion.

Six vessels will belong to the Next Generation Med class, with four operated by Grimaldi Lines and two by its Greek subsidiary Minoan Lines. Each will measure 229 metres in length and provide 3,300 lane metres of rolling freight capacity, additional space for more than 300 cars, and capacity for up to 2,500 passengers.

The other three will join Finnlines as the Hansa Superstar class, serving the Finland–Germany route. These vessels will be 240 metres long, with 5,100 lane metres of rolling freight capacity, additional space for 90 cars and accommodation for up to 1,100 passengers.

Their design builds on Finnlines’ existing Superstar-class vessels, with adaptations for longer crossings.

All nine ships will have engines capable of operating on methanol. Other measures include optimised hull and propeller designs, onboard energy management systems, shore power readiness and low-drag hull coatings.

According to the owner’s design targets, CO₂ emissions per unit of cargo transported will be more than 50% lower than those of vessels currently operating on the same routes.

Ammonia-ready car carrier series to reach 17 vessels

Grimaldi is also continuing its car carrier renewal programme. At the convention, the group reported taking delivery of 14 ammonia-ready PCTCs over the preceding 24 months, with the series expected to reach 17 vessels by April 2027.

The 17 ships were ordered between 2022 and 2023, representing a total investment of more than $1.6 billion.

The latest delivery, Grande Egitto, joined the fleet on 21 September 2026 from China Merchants Heavy Industries Jiangsu. It is the group’s 14th ammonia-ready vessel.

Measuring 220 metres in length and 38 metres in beam, the ship has 15 decks and a capacity of 9,800 CEU. Alongside sister vessel Grande Pacifico, it is the largest PCTC in Grimaldi’s fleet.

Grande Egitto is equipped with 5 MWh of lithium battery capacity, approximately 2,500 square metres of solar panels, an air lubrication system, intelligent energy management and shore power capability.

Its RINA Ammonia Ready notation certifies provisions for future conversion to ammonia propulsion. Any subsequent fuel conversion would be a separate step from delivery in its current configuration.

Fourteen GG5G vessels delivered

The group’s GG5G freight ro-ro programme has already been completed.

On 14 March 2025, Jinling Shipyard in Nanjing delivered Eco Napoli, the final vessel in the 14-ship Grimaldi Green 5th Generation series. Total investment in the series exceeded $1 billion.

Eco Napoli provides 7,800 lane metres of rolling freight capacity. According to Grimaldi, it can carry approximately twice the cargo of the group’s previous-generation short-sea ro-ro vessels while consuming a comparable amount of fuel at the same speed, halving CO₂ emissions per unit transported.

Chinese shipyards have played a substantial role across these programmes, from the GG5G vessels built in Nanjing to the large PCTCs delivered in Jiangsu and the nine ro-pax ferries contracted in Weihai.

China Merchants Group stated in April 2025 that its industrial subsidiary and Grimaldi had already collaborated on more than 30 ro-ro vessels of various types.

That record provides a substantial foundation for future cooperation. Shipyard selection for the new ConRo and multipurpose projects remains undisclosed.

Efficiency and fuel flexibility shape the next investment phase

In January 2026, Grimaldi disclosed that it had ordered 48 new ships worth approximately $5 billion between 2018 and 2025. The group has also invested in upgrading existing vessels and developing ports and terminals in Europe and Africa.

Its disclosed fleet programmes combine improvements in transport capacity and energy efficiency with provisions for alternative fuels. Methanol-capable engines and ammonia conversion readiness offer different pathways for future fuel choices.

Actual emissions performance will depend on fuel production, availability and operating conditions. FuelEU Maritime, which became fully applicable on 1 January 2025, assesses the annual average greenhouse gas intensity of onboard energy on a well-to-wake basis, covering CO₂, methane and nitrous oxide.

Against the 2020 reference value, the required reduction rises from 2% in 2025 to 6% in 2030, with further tightening in subsequent stages.

For Grimaldi, the immediate priorities are to complete the current ammonia-ready car carrier series, deliver the nine methanol-capable ferries and develop its next ConRo and multipurpose designs.

The next investment milestone will be the conversion of those designs into construction orders, with vessel specifications, fleet deployment and fuel strategy determining how they fit into the group’s global cargo network.