Renewable Energy in Shipping: Perceptions Among Egyptian Seafarers

Abstract

This study investigates Egyptian seafarers’ perceptions, barriers, and adoption intentions towards renewable and low-carbon energy technologies. Recognizing the maritime sector’s significant contribution to global emissions and Egypt’s strategic role via the Suez Canal, the authors conducted a cross-sectional survey of 120 seafarers covering masters, engineers, and cadets. A questionnaire gauged familiarity with renewable energy, perceived relevance to maritime work, preferred energy sources, and factors influencing choice and perceived enablers, and results were analyzed using descriptive statistics and Fisher–Freeman–Halton exact tests. Respondents showed moderate–high awareness of renewable energy. Climate change was primarily associated with sea level rise, rising temperatures, and flooding. Most participants considered renewable energy highly relevant to maritime operations, with stronger endorsement from masters and second mates than from first mates. Solar, wind, and hydrogen were viewed as having the greatest future potential, while availability and cost effectiveness were critical selection factors. Advanced technology and better training were the most valued enablers, whereas high investment costs, limited infrastructure, safety concerns, and training gaps were key barriers. The findings suggest that, although Egyptian seafarers recognize the importance of renewable energy, the main barriers consist of establishment cost, needed infrastructure, safety, and necessity for training.

1. Introduction

Maritime transport is the backbone of international trade, carrying around 80–90% of global goods [1]; however, shipping contributes approximately to 2–3% of global CO₂ emissions [2,3]. Without effective intervention, shipping-related emissions are expected to increase significantly due to growing trade volumes [4]. The International Maritime Organization (IMO) therefore adopted the 2023 Revised GHG Strategy, which aims for net-zero emissions “by or around 2050”, while setting intermediate targets of at least 20–30% reduction by 2030 and 70–80% by 2040, compared to 2008 levels [5,6,7]. Meeting these ambitious targets requires not only technological innovations such as alternative fuels and efficiency measures, but also behavioral and workforce transformations [3,4].

While much research has focused on the technological and policy aspects of shipping decarbonization, the human and workforce dimensions have remained underexplored, particularly in developing maritime nations. Similarly, several studies about seafarers have especially concerned the work environment and welfare [8,9], or the safety climate [10]; however, the environmental sustainability perception has often been neglected. Studies in Europe and Asia have shown that seafarers’ perceptions, training, and willingness to adopt sustainable practices are critical to the successful implementation of green technologies [11,12]. However, in Egypt, whose importance is significant, given that the Suez Canal and some major maritime ports are located there, there is little empirical evidence on how seafarers perceive renewable energy and low-carbon options [13].

Egyptian maritime research highlights workforce-related issues such as training delivery and psychological well-being [14], but these works stop short of connecting workforce readiness to green shipping adoption. Moreover, Egypt’s PPP (Public–Private Partnership) renewable energy projects have shown that regulatory and training gaps are major barriers to energy transition in transport and logistics [13], suggesting that similar issues may hinder shipping decarbonization.

Therefore, this study fills a critical gap by systematically examining Egyptian seafarers’ knowledge, perceptions, barriers, and adoption intentions toward renewable energy in shipping. Such an inquiry is both timely and necessary: without workforce engagement and readiness, IMO-aligned decarbonization strategies risk remaining at the operational level. This research also contributes to understanding how seafarer perspectives in developing regions (specifically Egypt) influence the global shipping sector’s decarbonization trajectory.

2. Literature Review

A wide range of renewable and low-carbon energy pathways are currently under consideration to enable the maritime sector’s transition toward the IMO’s 2050 net-zero target, for example, onshore power supply (OPS) and emerging wind-assist technologies. However, the main focus is on the adoption of alternative fuels, including hydrogen, ammonia, methanol, and biofuels. Hydrogen and ammonia are highlighted as long-term zero-carbon candidates, although both face challenges [15,16]. Indeed, ammonia is gaining importance due to its relatively high energy density and to a wide amount of already established handling infrastructure; however, a concern remains regarding the need for new engine designs [17,18], while hydrogen faces cost and storage hurdles [19,20]. Biofuels and electrofuels offer partial compatibility with existing engines and bunkering infrastructure [21,22], while biomethanol and hydrotreated vegetable oils could serve as transitional fuels, though their scalability and sustainability depend on feedstock availability [23]; finally ammonia or hydrogen could cut GHG emissions by more than 90%, albeit at substantial cost [24]. These findings underscore that large-scale deployment requires integrated advances in port infrastructure, regulatory frameworks, workforce training, and economic incentives.

Seafarers are central actors in the successful adoption of renewable and low-carbon solutions, as they are directly responsible for the operation, maintenance, and safe integration of these technologies onboard ships. Recent studies highlight that seafarers’ awareness, training, and perceptions of environmental responsibility strongly influence the implementation of green practices at sea [11,25]. For example, the adoption of energy-efficient ship operations under the IMO Ship Energy Efficiency Management Plan (SEEMP) has shown to depend less on regulatory presence alone and more on whether crews are adequately trained and engaged in applying such measures [25,26]. Gaps persist between existing maritime education and training (MET) curricula and the practical requirements of operating with renewable fuels and energy-saving devices [12,27]. Ali [11] often reports limited knowledge about environmentally friendly practices, underlining the need for awareness programs and incentives to strengthen adoption. Surveys and case studies emphasize that seafarers’ attitudes and readiness to embrace change directly shape the success or failure of industry-wide decarbonization goals [28]. In short, the transition to renewable energy in shipping is not simply a matter of technology: it hinges critically on workforce readiness, targeted training, and fostering a culture of sustainability among seafarers, who ultimately determine whether green practices are effectively implemented at sea.

Table 1. Summary of enabling factors and barriers to renewable/low-carbon energy adoption in shipping identified in previous literature.

Category	Description/Mechanism	Representative Peer-Reviewed Studies
Enabling factors
Technological innovation	Development of alternative marine fuels (hydrogen, ammonia, biofuels), renewable power systems (solar PV, wind-assist), and onshore power supply (cold ironing) as key decarbonization technologies.	(Elhussieny [29]; Nikolaidis & Maniati [30]; Oloruntobi et al. [31]; Pan et al. [32])
Infrastructure readiness	Expansion of smart and green port facilities to support renewable energy integration and low-emission operations.	(Elhussieny [29]; Fullonton et al. [18]; Harahap et al. [21])
Policy and regulatory support	Implementation of emission reduction strategies, carbon pricing, and compliance mechanisms (e.g., IMO targets, EU ETS).	(Bullock et al. [5]; Friedman [6]; Nikolaidis et al. [30])
Education and training	Updating Maritime Education and Training (MET) programs, simulation-based training, and crew upskilling for energy-efficient and low-carbon operations.	(Dewan & Godina [25]; Jr [33]; Mojafi [12])
Collaboration and stakeholder alignment	Cross-sectoral cooperation (living labs, academia–industry partnerships) to accelerate innovation and workforce readiness.	(Kotrikla [34]; Laskar et al. [35]; Sijabat et al. [28])
Research and innovation ecosystems	National and international research funding driving demonstration projects and fuel trials for maritime decarbonization.	(Abdelmeguid & M. Ibrahiem [36]; Melnyk et al. [37])
Barriers
High capital costs	Substantial investment required for fuel conversion, vessel retrofits, and new infrastructure deters adoption.	(Fullonton et al. [18]; Latapí et al. [38]; Obuseh et al. [39])
Limited infrastructure	Lack of renewable fuel bunkering facilities, storage systems, and logistics networks at ports.	(Elhussieny [29]; Harahap et al. [21]; Rehmatulla [40])
Safety and technical uncertainty	Operational and handling risks associated with hydrogen and ammonia fuels (toxicity, flammability).	(Bortnowska & Zmuda [19]; Di Micco et al. [17])
Regulatory fragmentation	Inconsistent international standards and slow policy enforcement hinder private investment.	(Bullock et al. [5]; Friedman [6]; Rehmatulla [40])
Training and awareness gaps	Insufficient technical knowledge and practical competence among seafarers for renewable technologies.	(Dewan & Godina [25,41]; Jr [33]; Mori & Manuel [27])

Table 1. Summary of enabling factors and barriers to renewable/low-carbon energy adoption in shipping identified in previous literature.

Category	Description/Mechanism	Representative Peer-Reviewed Studies
Enabling factors
Technological innovation	Development of alternative marine fuels (hydrogen, ammonia, biofuels), renewable power systems (solar PV, wind-assist), and onshore power supply (cold ironing) as key decarbonization technologies.	(Elhussieny [29]; Nikolaidis & Maniati [30]; Oloruntobi et al. [31]; Pan et al. [32])
Infrastructure readiness	Expansion of smart and green port facilities to support renewable energy integration and low-emission operations.	(Elhussieny [29]; Fullonton et al. [18]; Harahap et al. [21])
Policy and regulatory support	Implementation of emission reduction strategies, carbon pricing, and compliance mechanisms (e.g., IMO targets, EU ETS).	(Bullock et al. [5]; Friedman [6]; Nikolaidis et al. [30])
Education and training	Updating Maritime Education and Training (MET) programs, simulation-based training, and crew upskilling for energy-efficient and low-carbon operations.	(Dewan & Godina [25]; Jr [33]; Mojafi [12])
Collaboration and stakeholder alignment	Cross-sectoral cooperation (living labs, academia–industry partnerships) to accelerate innovation and workforce readiness.	(Kotrikla [34]; Laskar et al. [35]; Sijabat et al. [28])
Research and innovation ecosystems	National and international research funding driving demonstration projects and fuel trials for maritime decarbonization.	(Abdelmeguid & M. Ibrahiem [36]; Melnyk et al. [37])
Barriers
High capital costs	Substantial investment required for fuel conversion, vessel retrofits, and new infrastructure deters adoption.	(Fullonton et al. [18]; Latapí et al. [38]; Obuseh et al. [39])
Limited infrastructure	Lack of renewable fuel bunkering facilities, storage systems, and logistics networks at ports.	(Elhussieny [29]; Harahap et al. [21]; Rehmatulla [40])
Safety and technical uncertainty	Operational and handling risks associated with hydrogen and ammonia fuels (toxicity, flammability).	(Bortnowska & Zmuda [19]; Di Micco et al. [17])
Regulatory fragmentation	Inconsistent international standards and slow policy enforcement hinder private investment.	(Bullock et al. [5]; Friedman [6]; Rehmatulla [40])
Training and awareness gaps	Insufficient technical knowledge and practical competence among seafarers for renewable technologies.	(Dewan & Godina [25,41]; Jr [33]; Mori & Manuel [27])

Despite the growing interest in renewable solutions for shipping, multiple barriers hinder large-scale adoption. Foremost are economic constraints, as many technologies involve high investment costs [38]. These financial challenges are compounded by a lack of supportive market mechanisms and incentives [42]. Infrastructure limitations also present critical challenges, as the adoption of green fuels requires port-based bunkering facilities and retrofitting investments [43]. Handling highly flammable or toxic alternative fuels introduces new operational risks [38].

The fragmented nature of international standards and the slow pace of enforcement create uncertainty, limiting investment confidence [44,45]. Even where regulation is clear, barriers at the organizational level, such as resistance to change, and split incentives between shipowners, operators, and charterers, often delay the uptake of energy efficiency and green practices [40].

Finally, training and workforce readiness gaps remain significant. Seafarers frequently lack adequate knowledge and hands-on experience with renewable technologies, particularly in areas like hydrogen safety, battery management, and wind-assist devices [39]. Without targeted training and updated maritime education frameworks, even well-designed technologies may fail to deliver their potential in practice.

Together, these economic, infrastructural, regulatory, organizational, and training barriers underscore the complexity of the shipping decarbonization pathway and highlight the need for coordinated policies, investment, and capacity building.

Previous studies (Table 1) have identified a range of technological, economic, regulatory, and human factors influencing the uptake of renewable and low-carbon energy solutions in shipping. These include both enabling conditions that support adoption and persistent barriers that hinder it. Table 1 summarizes key enabling factors and barriers identified in the peer-reviewed literature, synthesizing findings from recent global and regional studies to contextualize the present research on Egyptian seafarers.

3. Materials and Methods

3.1. Study Design

This study adopted a cross-sectional survey design to examine Egyptian seafarers’ knowledge, perceptions, perceived barriers, and adoption intentions regarding renewable and low-carbon energy in shipping. Surveys are widely applied in maritime workforce research to capture attitudes toward energy efficiency, environmental practices, and technology adoption [11,25,41,46].

The study utilized a convenience (non-probability) sampling approach, with role-targeted outreach, to ensure practical coverage across the seafarers’ departments and ages analyzed in this study.

3.2. Study Population and Sampling

The research population consisted of Egyptian seafarers across multiple professional roles, including deck officers, engineers, and cadets, with a total of 120 respondents.

The demographic breakdown shows that the following:

• Age: Most participants (55.8%) were aged 25–34.
• Job title: The largest groups were second mates (40%) and third engineers (28.3%), with smaller proportions of masters (8.3%), first mates (5%), chief engineers (5.8%), and second engineers (10%).
• Experience: The majority had 1–5 years (40%) or 6–10 years (30.8%) of experience.

Surveys were carried out by interviewing maritime academies, professional associations, and seafarer networks to reach cadets, officers, and engineers. The inclusion criteria were age equal or greater than 18 years old; and current or recent employment in sea service. Participation in the survey was voluntary and anonymous.

This study used a convenience (non-probability) sample recruited among maritime education and training networks, with a role-targeted outreach across deck and engine roles and taking into account seniority levels. The percentages of the sample by professional role (e.g., second mates 40.0%, third engineers 28.3%) therefore reflect the observed sample composition and are not population weights. The sample was predominantly male, underscoring the continuing need to advance gender equality in seafaring [47].

3.3. Questionnaire Development and Data Collection

The survey instrument was structured into five sections with seven items in total. Each section is composed of one or more items, as follows:

Section 1.

Understanding renewable energy and climate change: It is composed of two items that concern the age, the job type, and the years of experience in the maritime industry; results are presented in Section 4.2 (respectively, 4.2.1, 4.2.2, 4.2.3).

Section 2.

Relevance of renewable energy to maritime work: It is composed of three items that concern the age, the job type, and the years of experience in the maritime industry; results are presented in Section 4.4 (respectively, 4.4.1, 4.4.2, 4.4.3).

Section 3.

Preferred renewable energy sources, with greatest future potential 1 item; results are presented in Section 4.6.

Section 4.

Factors influencing the choice of renewable energy: 1 item; results are presented in Section 4.7.

Section 5.

Suggestions for promoting renewable energy: 1 item; results are presented in Section 4.8.

The validity of the questionnaire content was established through expert review by maritime professionals from several countries, not only Arabic but also European ones. Questions were primarily multiple-choice or Likert-type categorical items; in addition, they are aligned with best practices in survey methodology, emphasizing validity and reliability in the instrument design [48,49].

Data were collected during the year 2025 through both online and paper-based distribution. Surveys were disseminated via maritime academies, professional associations, and seafarer networks. Participation was voluntary and anonymous.

As regards the questionnaire validity and reliability, the content validity was established through expert review by maritime professionals from multiple countries. As the questionnaire was bilingual (English/Arabic), a TRAPD (i.e., Translation-Review-Adjudication-Pretest-Documentation) workflow was followed to ensure semantic and conceptual equivalence, while discrepancies were resolved by a bilingual committee and documented. As study indicators are single-item (e.g., familiarity, perceived relevance) or formative checklists (e.g., climate-impact options, benefits, obstacles), internal consistency statistics such as Cronbach’s α and McDonald’s ω, which assume multi-item reflective scales, are not applicable.

3.4. Data Analysis

All data were analyzed using SPSS v.27. Statistical methods included the following:

• Descriptive statistics (such as frequencies and percentages) to summarize responses.
• Fisher–Freeman–Halton exact tests to examine associations between categorical responses (e.g., familiarity and relevance) and demographic factors (age, rank, years of experience).

The significance level was assessed at p < 0.05, consistent with quantitative social science research standards [50].

Given the role-targeted design, Fisher–Freeman–Halton exact test p-values are interpreted as within-sample tests of independence, rather than population-level inferences. Similarly, FFH p-values are interpreted as within-sample tests of independence, rather than population-level inferences. Very small p-values are reported, as p < 0.001.

3.5. Ethical Considerations

The study adhered to ethical research principles for human subjects. Participants received an informed consent statement, outlining confidentiality, voluntary participation, and the right to withdraw. No identifying information was collected. Ethical clearance was obtained from the deanery of scientific research and innovation at the Arab Academy for Science, Technology and Maritime Transport (AASTMT).

4. Results

4.1. Sample Characteristics

Percentages by professional role below reflect sample composition, rather than national workforce weights.

The study sample consisted of 120 Egyptian seafarers working in a range of operational and technical roles within the maritime industry.

Table 2. Demographic and professional characteristics of study sample (n = 120). Source: own elaboration.

Variable	Frequency	Percent
Age:
Under 25	11	9.17%
25–34	67	55.83%
35–44	28	23.33%
45–54	9	7.50%
55+	5	4.17%
Job title:
Master	10	8.33%
First mate	6	5.00%
Second mate	48	40.00%
Chief engineer	7	5.83%
Second engineer	12	10.00%
Third engineer	34	28.33%
Cadet	3	2.50%
Years in the Maritime Industry:
Less than 1 year	6	5.00%
1–5 years	48	40.00%
6–10 years	37	30.83%
11–20 years	16	13.33%
More than 20 years	13	10.83%
Total	120	100.00%

summarizes their demographic and professional characteristics, while Figure 1 illustrates the distribution of respondents across age, job title, and years of maritime experience.

With respect to age, the majority of participants were between 25 and 34 years old (55.8%), followed by those aged 35–44 years (23.3%), whereas younger seafarers (<25 years old) accounted for 9.2%, and those aged 45–54 years (7.5%) or 55 years old and above (4.2%) represented smaller proportions. In terms of occupational position, the largest categories were second mates (40.0%) and third engineers (28.3%), while smaller groups included masters (8.3%), first mates (5.0%), chief engineers (5.8%), second engineers (10.0%), and cadets (2.5%). This composition suggests that the sample is primarily representative of mid-level operational officers and engineers, who are directly involved in daily navigation and technical operations.

Regarding the experience in the maritime sector, the largest subgroup reported 1–5 years of experience (40.0%), followed by those with 6–10 years (30.8%). Fewer respondents had 11–20 years of experience (13.3%) or more than 20 years (10.8%), while only 5.0% had less than one year of experience. This distribution captures the views of more experienced personnel. In addition, it describes the sample surveyed and should not be generalized to the national workforce.

Taken together, these distributions indicate that the sample provides a meaningful representation of the active Egyptian maritime workforce, especially among officers and engineers at mid-career levels. Importantly, the predominance of participants with operational responsibilities strengthens the study’s relevance for evaluating workforce perceptions of renewable energy, as these individuals are among the first to encounter its practical adoption on board vessels.

4.2. Familiarity with Renewable Energy

Respondents were asked to indicate their level of familiarity with renewable energy. The majority of the sample reported being either familiar (49.2%) or very familiar (26.7%), while only a small minority indicated limited familiarity (

Table 3. Results for the relationship between age and familiarity with the meaning of renewable energy (n = 120).

Age		How Familiar Are You with the Meaning of Renewable Energy?					Total
		Very Familiar	Familiar	Somewhat Familiar	Not Very Familiar	Not Familiar at All
Under 25	Count	1	5	2	2	1	11
	%	9.09%	45.45%	18.18%	18.18%	9.09%	100.00%
25–34	Count	20	33	11	3	0	67
	%	29.85%	49.25%	16.42%	4.48%	0.00%	100.00%
35–44	Count	5	15	3	3	2	28
	%	17.86%	53.57%	10.71%	10.71%	7.14%	100.00%
45–54	Count	3	5	1	0	0	9
	%	33.33%	55.56%	11.11%	0.00%	0.00%	100.00%
55+	Count	3	1	0	1	0	5
	%	60.00%	20.00%	0.00%	20.00%	0.00%	100.00%
Total	Count	32	59	17	9	3	120
	%	26.67%	49.17%	14.17%	7.50%	2.50%	100.00%
Fisher–Freeman–Halton exact test		Fisher–Freeman–Halton Value = 18.031			p-value = 0.204

). These results suggest that the awareness of renewable energy concepts is broadly established among Egyptian seafarers, though with variability across subgroups.

4.2.1. Familiarity by Age

When stratified by age group, familiarity with the meaning of renewable energy was generally high across all respondents’ categories (Figure 2a). Respondents aged 25–34 years, who represented the largest subgroup, reported the highest combined familiarity (≈79%). Older groups also showed strong knowledge: among those aged 45–54 years, 89% were at least familiar, and among those aged 55 years old or more, 60% reported being very familiar. In contrast, the under-25 group displayed a larger variation, with 27% indicating limited familiarity. Despite these descriptive differences, the Fisher–Freeman–Halton exact test showed no significant association between age and familiarity (p = 0.204), as shown in Table 3. Thus, familiarity with renewable energy appears consistent across the age cohorts, with no evidence of generational differences.

4.2.2. Familiarity by Job Title

Marked differences emerged by taking into account the professional role (Figure 2b). Masters reported the strongest familiarity, with 80% of them “very familiar”, while first mates demonstrated the lowest, with no respondents in the “very familiar” category and two-thirds reporting limited knowledge. Second mates also reported high familiarity, with 85% either “very familiar” or “familiar.” Engineers displayed mixed results, with chief engineers and third engineers largely reporting moderate to high familiarity, while second engineers were more evenly distributed across response options. The Fisher–Freeman–Halton test indicated a statistically significant association between job title and familiarity (p < 0.001), as shown in

Table 4. Results for the relationship between job title and familiarity with the meaning of renewable energy (n = 120).

Job Title		How Familiar Are You with the Meaning of Renewable Energy?					Total
		Very Familiar	Familiar	Somewhat Familiar	Not Very Familiar	Not Familiar at All
Master	Count	8	1	0	1	0	10
	%	80.00%	10.00%	0.00%	10.00%	0.00%	100.00%
First mate	Count	0	1	1	2	2	6
	%	0.00%	16.67%	16.67%	33.33%	33.33%	100.00%
Second mate	Count	18	23	5	2	0	48
	%	37.50%	47.92%	10.42%	4.17%	0.00%	100.00%
Chief engineer	Count	1	5	1	0	0	7
	%	14.29%	71.43%	14.29%	0.00%	0.00%	100.00%
Second engineer	Count	1	6	4	1	0	12
	%	8.33%	50.00%	33.33%	8.33%	0.00%	100.00%
Third engineer	Count	4	21	5	3	1	34
	%	11.76%	61.76%	14.71%	8.82%	2.94%	100.00%
Cadet	Count	0	2	1	0	0	3
	%	0.00%	66.67%	33.33%	0.00%	0.00%	100.00%
Total	Count	32	59	17	9	3	120
	%	26.67%	49.17%	14.17%	7.50%	2.50%	100.00%
Fisher–Freeman–Halton Exact Test		Fisher–Freeman–Halton Value = 45.00			p-value = 0.00

. These findings highlight role-specific disparities in knowledge and familiarity, suggesting that renewable energy training may need to be tailored to particular ranks, especially first mates and second engineers, where knowledge gaps were most evident.

4.2.3. Familiarity by Years of Experience

The analysis of professional experience showed that seafarers with 1–5 years of experience and those with over 20 years of experience reported the highest familiarity (29% and 38%, respectively, were very familiar). Those with 6–10 years and 11–20 years of experience demonstrated more variability, with approximately 12–13% in these groups indicating limited familiarity. However, the Fisher–Freeman–Halton test revealed no significant association between years of experience and familiarity (p = 0.20) (

Table 5. Results for the relationship between years in the maritime industry and familiarity with the meaning of renewable energy (n = 120).

Years in the Maritime Industry		How Familiar Are You with the Meaning of Renewable Energy?					Total
		Very Familiar	Familiar	Somewhat Familiar	Not very Familiar	Not Familiar at All
Less than 1 year	Count	0	3	3	0	0	6
	%	0.00%	50.00%	50.00%	0.00%	0.00%	100.00%
1–5 years	Count	14	27	6	1	0	48
	%	29.17%	56.25%	12.50%	2.08%	0.00%	100.00%
6–10 years	Count	9	16	6	5	1	37
	%	24.32%	43.24%	16.22%	13.51%	2.70%	100.00%
11–20 years	Count	4	7	2	2	1	16
	%	25.00%	43.75%	12.50%	12.50%	6.25%	100.00%
More than 20 years	Count	5	6	0	1	1	13
	%	38.46%	46.15%	0.00%	7.69%	7.69%	100.00%
Total	Count	32	59	17	9	3	120
	%	26.67%	49.17%	14.17%	7.50%	2.50%	100.00%
Fisher–Freeman–Halton Exact Test		Fisher–Freeman–Halton Value = 18.403			p-value = 0.20

and Figure 2c). These results suggest that familiarity with renewable energy concepts is not strongly influenced by the length of service, being widespread among both early- and late-career seafarers.

Overall, these findings indicate that while familiarity with renewable energy is generally high across the workforce, there are statistically significant differences by job title, with masters and second mates reporting the strongest knowledge and first mates the weakest. This pattern underscores the importance of considering rank-specific knowledge disparities in the design of future awareness and training initiatives.

4.3. Perceived Effects of Climate Change

Respondents were asked to identify what they believed to be the most important effects of climate change. As shown in

Table 6. Perceived effects of climate change among seafarers (n = 120).

What Do You Think the Effects of Climate Change Are?	Frequency	Percent	Rank
Sea level rise	51	42.50%	1
Rising temperatures	50	41.67%	2
Flooding	49	40.83%	3
Increasing intensity and frequency of extreme weather events	45	37.50%	4
Melting ice	45	37.50%	4
Coastal erosion	37	30.83%	5
Desertification	25	20.83%	6
Drought	23	19.17%	7
Total	120	100.00%	–

, the most frequently selected responses were sea level rise (42.5%), rising temperatures (41.7%), and flooding (40.8%), followed by melting ice (37.5%) and increasing frequency and intensity of extreme weather events (37.5%). Less frequently mentioned were coastal erosion (30.8%), desertification (20.8%), and drought (19.2%).

These findings are further illustrated in Figure 3, which shows that seafarers most strongly associate climate change with maritime and navigational risks, notably sea level rise, flooding, and extreme weather events. The relatively lower selection of land-based impacts such as drought and desertification suggests that participants’ perceptions are strongly shaped by their occupational exposure to the marine environment.

The prominence of sea level-related impacts (sea level rise, coastal erosion, flooding) reflects awareness of risks that directly affect ports, harbors, and coastal navigation, while emphasis on extreme weather events aligns with operational concerns regarding voyage planning, safety, and crew welfare. Collectively, the results highlight that seafarers are not only aware of climate change in general but also frame its effects in sector-specific terms that are directly relevant to shipping operations.

Together, these findings highlight that seafarers are not only aware of climate change in general but also frame its effects in sector-specific terms that directly relate to shipping and maritime operations.

4.4. Relevance of Renewable Energy to Maritime Work

Across the full sample, most respondents rated renewable energy as highly relevant to maritime operations: 27.5% selected it as extremely relevant and 44.2% very relevant (combined 71.7%), whereas only 3.3% chose slightly relevant and 5.0% not relevant at all (Figure 4). This distribution indicates a clear workforce consensus that renewable energy matters for day-to-day shipboard and port activities.

4.4.1. Relevance by Age

Perceived relevance differed significantly by age (Fisher–Freeman–Halton p = 0.02;

Table 7. Results for the relevance of renewable energy to the maritime industry according to age (n = 120).

Age		How Relevant Do You Think Renewable Energy Is to Your Work (Maritime Industry)?					Total
		Extremely Relevant	Very Relevant	Somewhat Relevant	Slightly Relevant	Not Relevant at All
Under 25	Count	3	4	1	1	2	11
	%	27.27%	36.36%	9.09%	9.09%	18.18%	100.00%
25–34	Count	24	28	13	2	0	67
	%	35.82%	41.79%	19.40%	2.99%	0.00%	100.00%
35–44	Count	2	15	8	1	2	28
	%	7.14%	53.57%	28.57%	3.57%	7.14%	100.00%
45–54	Count	2	5	1	0	1	9
	%	22.22%	55.56%	11.11%	0.00%	11.11%	100.00%
55+	Count	2	1	1	0	1	5
	%	40.00%	20.00%	20.00%	0.00%	20.00%	100.00%
Total	Count	33	53	24	4	6	120
	%	27.50%	44.17%	20.00%	3.33%	5.00%	100.00%
Fisher–Freeman–Halton Exact Test		Fisher–Freeman–Halton value = 24.86			p-value = 0.02

and Figure 4a). The 25–34 cohort—the largest subgroup—showed the strongest endorsement (77.6% top-two categories), closely followed by 45–54 (77.8%). In contrast, the under-25 group was more polarized: while 63.6% rated renewables as highly relevant, 18.2% selected not relevant at all, the highest such proportion among age groups. The 55+ group (small n) showed a similar mixed pattern (40% extremely relevant, 20% not relevant at all). Overall, middle-age cohorts displayed the most consensus, whereas the youngest and oldest groups exhibited greater dispersion.

4.4.2. Relevance by Job Title

Perceptions varied markedly by professional role (Fisher–Freeman–Halton p < 0.001;

Table 8. Results for the relevance of renewable energy to the maritime industry according to job title (n = 120).

Job Title		How Relevant Do You Think Renewable Energy Is to Your Work (Maritime Industry)?					Total
		Extremely Relevant	Very Relevant	Somewhat Relevant	Slightly Relevant	Not Relevant at All
Master	Count	4	5	0	0	1	10
	%	40.00%	50.00%	0.00%	0.00%	10.00%	100.00%
First mate	Count	0	1	1	1	3	6
	%	0.00%	16.67%	16.67%	16.67%	50.00%	100.00%
Second mate	Count	20	19	6	3	0	48
	%	41.67%	39.58%	12.50%	6.25%	0.00%	100.00%
Chief engineer	Count	1	5	1	0	0	7
	%	14.29%	71.43%	14.29%	0.00%	0.00%	100.00%
Second engineer	Count	1	6	5	0	0	12
	%	8.33%	50.00%	41.67%	0.00%	0.00%	100.00%
Third engineer	Count	6	15	11	0	2	34
	%	17.65%	44.12%	32.35%	0.00%	5.88%	100.00%
Cadet	Count	1	2	0	0	0	3
	%	33.33%	66.67%	0.00%	0.00%	0.00%	100.00%
Total	Count	33	53	24	4	6	120
	%	27.50%	44.17%	20.00%	3.33%	5.00%	100.00%
Fisher–Freeman–Halton Exact Test		Fisher–Freeman–Halton value = 39.58			p-value = 0.00

and Figure 4b). Masters reported the strongest endorsement (90% top-two), and second mates were similarly supportive (81.3% top-two). Chief engineers largely rated renewable energies as very relevant (71.4%). In contrast, first mates were notably skeptical: 50% selected the answer “not relevant at all”, and only 16.7% chose “very relevant”. Second and third engineers showed more moderate profiles, with substantial shares in “somewhat relevant”. Taken together, these patterns suggest rank-specific differences aligned with decision-making and operational responsibilities on the bridge and in the engine room.

4.4.3. Relevance by Years of Maritime Experience

Relevance was also associated with experience (Fisher–Freeman–Halton p = 0.03;

Table 9. Results for the relevance of renewable energy to the maritime industry according to years in the maritime industry (n = 120).

Years in the Maritime Industry		How Relevant Do You Think Renewable Energy Is to Your Work (Maritime Industry)?					Total
		Extremely Relevant	Very Relevant	Somewhat Relevant	Slightly Relevant	Not Relevant at All
Less than 1 year	Count	3	3	0	0	0	6
	%	50.00%	50.00%	0.00%	0.00%	0.00%	100.00%
1–5 years	Count	20	18	9	0	1	48
	%	41.67%	37.50%	18.75%	0.00%	2.08%	100.00%
6–10 years	Count	7	18	8	3	1	37
	%	18.92%	48.65%	21.62%	8.11%	2.70%	100.00%
11–20 years	Count	0	8	5	1	2	16
	%	0.00%	50.00%	31.25%	6.25%	12.50%	100.00%
More than 20 years	Count	3	6	2	0	2	13
	%	23.08%	46.15%	15.38%	0.00%	15.38%	100.00%
Total	Count	33	53	24	4	6	120
	%	27.50%	44.17%	20.00%	3.33%	5.00%	100.00%
Fisher–Freeman–Halton Exact Test		Fisher–Freeman–Halton value = 24.46			p-value = 0.03

and Figure 4c). Respondents with less than one year of service rated renewable energies uniformly high (100% extremely relevant and very relevant), and those with 1–5 years were similarly supportive (over 79% rated extremely relevant and very relevant). Greater heterogeneity emerged among the groups of 11–20 years and over 20 years, which included the highest proportions of slightly or not relevant responses. These results indicate that early-career seafarers view renewables as especially salient, whereas longer-tenured personnel show more varied perspectives.

The results previously described could be interpreted as follows. The overall picture is one of strong perceived relevance, with statistically reliable variation by age, job title, and experience. Officers with direct operational responsibility, particularly masters and second mates, are the most convinced, while first mates emerge as a priority group for targeted engagement. The contrast between early-career and late-career respondents suggests that experience-sensitive training and communication may improve alignment across crews.

4.5. Perceived Benefits of Renewable Energy for Climate Change Adaptation

Participants most frequently identified reduced greenhouse gas (GHG) emissions as the key benefit (49.2%), followed by improving environmental protection (38.3%). A smaller, but notable, share highlighted enhancing sustainable practices (20.0%) and protection of wildlife habitats (14.2%), while 5.8% reported being not sure (

Table 10. Perceived benefits of renewable energy for adaptation (n = 120).

How Can Renewable Energy Benefit Adaptation to Climate Change	Frequency	Percent	Rank
Reduced greenhouse gas emissions	59	49.17%	1
Improving environmental protection	46	38.33%	2
Enhancing sustainable practices	24	20.00%	3
Protection of wildlife habitats	17	14.17%	4
Not sure	7	5.83%	5
Total	120	100.00%	–

; Figure 5).

These distributions indicate that seafarers primarily frame renewable energy as a mitigation-led solution (emissions reduction), yet they also recognize adaptation-relevant co-benefits, namely environmental protection and more sustainable operational practices. The comparatively lower emphasis on biodiversity outcomes (wildlife habitat protection) suggests that crew perspectives are closest to operational and regulatory priorities they encounter day-to-day (e.g., emissions and environmental compliance), rather than ecological endpoints. The modest “not sure” proportion implies limited uncertainty in perceived value propositions.

4.6. Renewable Energy Sources with Greatest Future Potential

When asked which renewable energy source they believed had the greatest potential for future growth, respondents most frequently selected “solar energy” (53.3%), followed by “wind energy” (33.3%) and “hydrogen” (32.5%) (

Table 11. Renewable energy sources identified as having the greatest potential for future growth (n = 120).

Which Renewable Energy Source Do You Believe Has the Most Potential for Future Growth?	Frequency	Percent	Rank
Solar energy	64	53.33%	1
Wind energy	40	33.33%	2
Hydrogen	39	32.50%	3
Hydropower	18	15.00%	4
Tidal energy	10	8.33%	5
Total	120	100.00%	–

; Figure 6). Fewer participants identified “hydropower” (15.0%) or “tidal energy” (8.3%).

The prominence of solar energy reflects its widespread applicability and growing use in maritime contexts, such as photovoltaic panels for auxiliary power on board and land-based port operations. The substantial shares for wind energy and hydrogen also align with ongoing industry: wind-assist technologies are increasingly trialed on commercial vessels, while hydrogen is viewed as a promising longer-term fuel. By contrast, hydropower and tidal energy were less frequently prioritized, reflecting their limited current feasibility for most maritime applications.

Overall, the findings suggest that seafarers’ perceptions of future potential largely reflect technological readiness and visibility within the industry, with solar and wind considered the most immediately applicable, while hydrogen is recognized for its emerging role in future energy transitions.

4.7. Factors Influencing the Choice of Renewable Energy

Respondents were also asked to indicate which factors they considered most important when choosing a renewable energy source. As shown in

Table 12. Factors considered when choosing a renewable energy source (n = 120).

Which Factors Do You Consider When Choosing a Renewable Energy Source?	Frequency	Percent	Rank
Availability in your region	59	49.17%	1
Cost-effectiveness	52	43.33%	2
Technological limitations	39	32.50%	3
Regulatory issues	26	21.67%	4
Total	120	100.00%	–

, the most frequently cited factor was availability in the region (49.2%), followed by cost-effectiveness (43.3%), technological limitations (32.5%), and regulatory issues (21.7%). These results are visualized in Figure 7.

The prominence of availability suggests that seafarers prioritize the practical accessibility of renewable energy solutions, whether a given technology or fuel is realistically obtainable at ports or along voyage routes. Cost-effectiveness was also highly rated, indicating that economic considerations remain a key determinant of acceptability. Technological and regulatory factors, while less frequently mentioned, nonetheless represent barriers that can affect implementation, particularly in contexts where equipment integration or compliance requirements are uncertain.

Taken together, these findings suggest that adoption decisions are likely to be shaped by a combination of logistical feasibility and financial viability, with technological and policy barriers playing a secondary, though still meaningful, role.

4.8. Enablers for Promoting Renewable Energy

When asked which measures would most enhance the promotion of renewable energy in the maritime industry, respondents most frequently selected advanced technology (45.0%), followed closely by better education and training (41.7%) (

Table 13. Measures perceived as most effective in enhancing renewable energy adoption (n = 120).

Which of the Following Would Most Enhance Renewable Energy?	Frequency	Percent	Rank
Advanced technology	54	45.00%	1
Better education and training	50	41.67%	2
Government incentives	38	31.67%	3
Stricter environmental regulations	23	19.17%	4
Total	120	100.00%	–

; Figure 8). Government incentives (31.7%) and stricter environmental regulations (19.2%) were less commonly chosen.

These findings suggest that seafarers perceive the expansion of renewable energy use as most dependent on technological readiness and workforce capacity building. The high ranking of education and training underscores a recognition that operationalizing new technologies requires enhanced skills and knowledge across ranks. By contrast, while incentives and regulations were mentioned, they were viewed as less immediately effective by the workforce compared to direct improvements in technology and training.

Overall, these results highlight that seafarers preferably choose practical enablers that directly support implementation and safety, rather than relying solely on external policy levers.

5. Discussion

This study investigated Egyptian seafarers’ perceptions, barriers, and adoption intentions toward renewable and low-carbon energy solutions in shipping. The results showed moderate awareness and recognition of the relevance of renewable energy technologies to daily operations, but also highlighted persistent challenges including high costs, limited infrastructure, safety concerns, and significant training gaps. These findings are consistent with global research on workforce engagement in shipping’s decarbonization, but they also reflect the specific institutional and infrastructural context of Egypt as a major maritime nation. The proposed work is important in the literature field as a complete study focused on the Egyptian scenario has never been carried out before. As this was a cross-sectional convenience, role-targeted sample, the observed relationships should be interpreted as associations rather than causal effects; temporal ordering and unmeasured confounding cannot be ruled out. Accordingly, inferential tests are presented as within-sample evidence to aid interpretation.

5.1. Synthesis of Results

Familiarity with renewable energy was studied by taking into account the age, the job, and the amount of years worked in the maritime field of the respondents. As regards age, the oldest participants were most familiar, especially those aged over 55 years old. As regards job title, the highest familiarity values were provided by master and second mates. Finally, as regards the years of work in the maritime sector, those that have worked for a greater amount of time had the most familiar. As regards the relevance of renewable energy to the person’s job, the greatest preferences were provided again by seafarers aged over 55 years old; when considering the types of jobs again by masters and second mates and the number of years of employment in the maritime sector, the greatest preferences were provided by seafarers with maximum 5 years of employment.

Taking into account the benefits of renewable energy, respondents especially focused on the reduction of CO₂, probably because this is the aspect mostly publicized, while wildlife habitats were considered as less relevant.

Among the renewable energy sources, the majority of respondents chose solar energy, probably due to the geographical localization of respondents, followed by wind energy and hydrogen. Hydropower is taken into account by a lesser amount of respondents; however, it could be interesting to involve respondents from Europe, where the hydropower availability is considerably greater. Finally, among factors considered when choosing a renewable energy source, availability in the respondents; geographical region and the cost effectiveness were the main factors.

These results are particularly interesting because they are specific to the Egyptian scenario, which has been neglected by the majority of previous studies. Future work will focus on European countries and compare the results between the studies.

5.2. Comparison with Global Literature

Globally, the research has emphasized the centrality of seafarers in implementing IMO-driven energy efficiency and decarbonization measures. The research findings are in line with those of [25,41], who found that seafarers often express awareness of energy-efficient practices but remain limited in confidence and competence when applying them, especially regarding alternative fuels. Similarly, Ali [11] highlighted the importance of environmental responsibility and motivation among seafarers, which aligns with our finding that more experienced Egyptian officers displayed stronger familiarity and adoption intentions.

Economic constraints and high initial investments are widely cited barriers to renewable fuel adoption [38]. Concerns over safety in handling hydrogen and ammonia fuels were common among Egyptian seafarers, reflecting findings from global technical assessments that stress risks of toxicity and volatility [15].

5.3. Workforce Readiness and Training Needs

The gap between awareness and operational competence was significant based on our results. Although most participants acknowledged the importance of renewable energy for shipping, fewer reported confidence in handling advanced technologies such as hydrogen or ammonia. This result is in agreement with the studies by Dewan and Godina [25], who argued that effective training is a critical determinant of energy-efficient operations. Moreover, Mori et al. [27] underscored the need for updated maritime education (MET) curricula to integrate sustainability and practical training methods.

The results of the present study reinforce these findings. Persistent barriers in training delivery are revealed, including high costs, limited accessibility, and outdated pedagogical methods. More recently, Elsayed [51] found that training gaps extend to emerging areas such as automation and cybersecurity, demonstrating broader systemic weaknesses in aligning workforce development with technological transitions. Together, these studies suggest that Egypt’s maritime training framework requires significant modernization to prepare seafarers for low-carbon operations.

5.4. Barriers and Institutional Gaps

Our results further underscore the multi-dimensional barriers hindering adoption: economic, infrastructural, regulatory, and organizational. These are consistent with global studies highlighting investment risk, lack of bunkering infrastructure, and fragmented regulatory standards [38]. As regards the Egyptian case, it could be underlined that respondents highlighted a mismatch between current maritime education and training (MET) curricula and the practical competencies required for renewable energy systems, echoing national-level studies which show regulatory and institutional gaps in Egypt’s broader energy transition [36,52]. The pattern is consistent with gaps in education/training, regulation, and infrastructure, but causality cannot be inferred from this study’s design, while alternative explanations (e.g., organizational or market constraints) may also contribute.

5.5. Implications for Policy and Practice

The results emphasize that meeting IMO’s 2030 and 2040 emission reductioncheckpoints requires not only technological investment but also workforce readiness. For Egypt, whose maritime position through the Suez Canal is globally strategic, these findings highlight the need for urgent reforms. Updating MET curricula to include renewable fuel handling, safety protocols, and simulator-based training will be critical. Incentives—such as certifications, recognition schemes, and financial rewards—could further motivate seafarers to embrace low-carbon practices [11,25]. However, this study is limited to the Egyptian scenario; therefore, while in Egypt there are still major challenges in meeting the IMO’s objectives for reducing emissions, this situation may be different in other countries.

Additionally, coordination between maritime academies, port authorities, and regulators is needed to align workforce development with Egypt’s broader renewable energy strategy. As Abdelmeguid et al. [36] argue, Egypt’s energy transition requires systemic alignment of training, infrastructure, and policy. Without such integration, even substantial investments in onshore power supply (OPS) or alternative fuels risk being underutilized due to workforce unpreparedness.

5.6. Limitations and Future Research

This study shows some limitations. Indeed, the sample size, though diverse, represents only a portion of Egypt’s seafaring population, and reliance on self-reported data may introduce bias. Future studies should adopt longitudinal designs to track how perceptions evolve as Egypt scales up renewable maritime infrastructure. Comparative studies with other regional maritime nations, for example, European, American, or Far East ones, could also contextualize Egypt’s workforce readiness. Furthermore, experimental research on new training methods, such as game-based or simulation-based platforms, as piloted by Oliveira et al. [53], could provide evidence-based insights into best practices for workforce capacity building. Finally, the analysis should be refined as regards the research questions composed of a single item: indeed, while the first two research questions are composed of three items (namely age, job title, and years of experience in the maritime industry), the last three have just one. This is due to the reduced sample. As a result, with a larger sample, it will be possible to subdivide the sample in the same three items mentioned above for the last research question.

Recruitment was carried out following a non-probability and not stratified random sampling; therefore, role distributions may not fully reproduce the national seafaring workforce.

In summary, while Egyptian seafarers show growing awareness of renewable and low-carbon shipping, their adoption intentions remain constrained by economic, infrastructural, regulatory, and especially training barriers. These findings confirm global patterns but also highlight country-specific institutional challenges that must be addressed to align Egypt’s workforce with IMO’s decarbonization pathway. Strengthening maritime education and training (MET) curricula, modernizing training delivery, and integrating seafarer perspectives into national renewable energy strategies will be essential for ensuring that the human dimension of shipping is fully prepared for the sector’s green transition.

6. Conclusions

This study provides one of the first empirical examinations of Egyptian seafarers’ perceptions, barriers, and adoption intentions toward renewable and low-carbon energy technologies in shipping. In this cross-sectional sample of Egyptian seafarers (n = 120), familiarity with renewable energy was broadly high, but varied by job title (Fisher–Freeman–Halton p < 0.001), whereas the age and the number of years of maritime experience showed no association with familiarity (p = 0.204 and p = 0.20, respectively). Perceived relevance of renewable energy to maritime work differed by age (p = 0.02) and by years of experience (p = 0.03). Respondents most frequently selected sea level rise (42.5%), rising temperatures (41.7%), and flooding (40.8%) as salient climate impacts; when choosing energy sources, they prioritized availability (49.2%) and cost-effectiveness (43.3%).

Given the role-linked differences in familiarity and the age/experience pattern in perceived relevance, targeted maritime education and training (MET) refreshers and role-specific training may help translate awareness into operational practice on board. These implications are framed against the IMO’s 2023 GHG Strategy (net-zero “by or around 2050” with 2030/2040 checkpoints) to indicate relevance, not to claim causality beyond the carried out measures.

Future work could consist of longitudinal and comparative studies, alongside intervention trials (e.g., simulator-based or digital MET modules); these studies are warranted to test whether tailored training improves role-specific knowledge and uptake of low/zero-GHG technologies in practice.