Marine & Industrial Report (November - December 2025)

Hyke to deploy 10 autonomous e-ferries

Norwegian startup

Hydrolift Smart City Ferries AS (Hyke) plans to launch at least 10 autonomous electric passenger shuttles across Southeast Asia by 2027, with the Philippines and Singapore identified as its initial focus markets as part of efforts to decarbonise maritime transport.

“The demand in Asia is exploding,” Charles PembrokeBirss, Hyke vice-president for sales, told Marine & Industrial Report. “We’re in a few conversations down there at the moment,” he added, citing growing regional interest in

sustainable mobility solutions.

The Philippines and Singapore have pledged to reach net-zero emissions by 2050, aligning with the International Maritime Organization’s decarbonisation targets.

The Philippines, which is exploring electric ferry systems, aims to cut emissions from domestic shipping by 15% by 2028. Aviation and shipping produced 3.98 million tonnes of greenhouse gas emissions in the country in 2022, according to Our World in Data.

To support its expansion, Hyke has partnered with

Singapore-based marine engineering company Seagull Pte. Ltd., which will handle vessel manufacturing for the Asian market. Hyke will provide the autonomous systems, training, and operational support to ensure compliance with regional regulations and safety standards.

“We’ve had a lot of interest in Asia as we try to reduce transport emissions… having that local partner network in Asia is really key to driving success in the market,” Pembroke-Birss said.

“This partnership reinforces

Hanwha completes first STS LNG transfer

It aims to cut delays and ease terminal use.

Hanwha Ocean has completed the world’s first ship-to-ship (STS) transfer of liquefied natural gas (LNG) conducted between two vessels undergoing sea trials.

“This breakthrough not only reduces environmental impact but also resolves the risk of schedule delays caused by terminal congestion,” the company said. Traditionally, LNG carriers conducting gas trials must first load LNG from a terminal and later return the remaining LNG once trials are complete.

“With this innovation, LNG can be directly transferred to another vessel under trial at sea—significantly improving efficiency and flexibility,” Hanwha Ocean said.

LNG projects

The company is also the first shipbuilder to deliver 200 LNG carriers, and is recognised globally for LNG-related tech capabilities. In October, it bagged a $413.5m (KRW 545.4b) deal to build an LNG

floating storage regasification unit that is scheduled to be delivered by October 2027.

In 2016, Hanhwa Ocean completed the world’s first floating LNG platform (FLNG) to streamline the whole process from extraction to export at sea.

The company has also secured an order worth $1.37b (KRW 1.934t) from Yang Ming Marine Transport Corp.

In a company statement, Hanwha Ocean said the deal covers seven 15,880 twentyfoot equivalent unit large container vessels.

“These vessels will be equipped with LNG dual-fuel propulsion engines as standard and designed with Ammonia DF Ready specifications to meet tightening international environmental regulations,” according to the company.

“Notably, they will feature the world’s first Type-B LNG fuel tank with a design pressure of 1.0 bar, enabling safer and longer storage of boil-off gas,” it added.

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the strong collaboration between Norway and Singapore and our shared ambition to co-innovate on greener, smarter, and more connected maritime solutions,” Seagull said in a statement.

Hyke’s electric ferry, known as the Hyke Shuttle, can carry as many as 50 passengers and operate without a captain using its autonomous navigation system. According to the company, it can cut operational costs by approximately 50%.

The ferry cruises at up to 7 knots or about 13 kilometres per hour, operates for 12 hours on a single charge, and consumes 85% less energy than conventional diesel-powered vessels.

“Hyke is a composite boat where we are half the weight of traditional ferries, and this

Having that local partner network in Asia is really key to driving success in the market

allows Hyke to have operational time, which can run all day on electric,” Pembroke-Birss said.

Vessel details

Built from lightweight composite materials, the vessel weighs about half as much as a traditional ferry.

It also features solar panels with a peak capacity of seven kilowatts, letting the vessel run on solar power alone, reducing reliance on shore charging. It could potentially feed excess

electricity back to the grid if needed, Pembroke-Birss said.

The vessel’s other features include a customisable interior which can be designed depending on its use.

“It’s essentially an open space to be used. So you can use the traditional seating arrangement, or have an open space, or have some type of business class seating or lounge, depending on the market or hospitality,” Pembroke-Birss said.

Discussions for pilot operations in the Philippines are ongoing and expected to move forward by the end of 2025, Pembroke-Birss said.

“We’ll sit down, do production planning with them now, and we’ll start in Singapore and the Philippines,” he added.

Charles

PembrokeBirss Vice President of Sales HYKE

HK to host Asia’s first shore power network for ships

The grid-linked system will let vessels draw shore-based power whilst docked. Hong Kong

Hong Kong will anchor Asia’s first regional network of ship-charging ports under a joint venture between UK-based NatPower Marine and Hong Kong’s Wah Kwong Maritime Transport Ltd., marking a major step in efforts to cut maritime carbon emissions.

The venture, Wah Kwong NatPower Holdings, will develop grid-connected infrastructure across Hong Kong, enabling vessels to switch off their fossil-fuel auxiliary engines and instead draw cleaner shore-based electricity whilst at berth.

The system will also enable battery charging for near-shore propulsion using low-emission power.

“Our objective is to build and operate a network of charging points for ships… [covering] container ships, cruiser ships, ferries, railroad and service ships,” NatPower Marine CEO Stefano Sommadossi told Marine & Industrial Report in an exclusive interview.

“We are electrifying the route, creating a green corridor, and that requires a technical solution that obviously is the same. So there is a lot of standardisation to be made,” the chief executive noted.

Wah Kwong NatPower Director Greg McMillan said Hong Kong is an ideal starting point given its dense marine activity. About 18,000 oceangoing ships, 70,000 regional vessels, and 21,000 locally registered boats call at the port each year, he said.

Our objective is to build and operate a network of charging points for ships covering container ships, cruiser ships, ferries, railroad and service ships

The Organisation for Economic Co-operation and Development estimates the city’s maritime sector had emitted 620,693 tonnes of carbon dioxide as of December 2024.

Decarbonisation initiatives

The maritime industry is under mounting pressure to decarbonise, and Hong Kong’s 2050 net-zero goal creates a strong case for investment, McMillan told the publication.

“It’s about how we build in a certain location the right sort of grid infrastructure, the right sort of grid connection that allows you to deliver power sustainably over a long period of time,” the director noted.

The Hong Kong initiative is part of NatPower Marine’s broader plan to develop 120 charging locations worldwide and link them with similar networks in Europe.

In the UK and Ireland, the company is investing about $131m (£100m) in partnership with Peel Ports Group to electrify terminals along the Irish Sea, supporting more

Canfornav expands in Asia with Hong Kong office

Canadian maritime company Canfornav has established a new office in Hong Kong as it marks its 49th year of operation.

“This expansion signifies Canfornav’s commitment to strengthening its presence in the Asian market, adding a new hub to its global operations,” according to the company in its statement.

The Hong Kong office will better serve far east clients and develop further partnerships in light of Canfornav’s fleet expansion. The company owns 30 lake suitable bulk carriers and will add 25 Japanese-built handy size bulk carriers to its fleet over the next few years.

“With Montréal, Limassol and now Hong Kong, we cover strategic

than 3,000 vessel calls a year.

McMillan said Hong Kong’s market alone could require “hundreds of millions of US dollars in investment.”

The first projects are slated to officially commence operations in 2026, focusing on ferry terminals, container ports, and cruise berths.

Expansion plans

By 2030, the venture aims to install shore-power systems in more than 30 ports, forming the backbone of Asia’s first international clean-energy corridor for ships.

Sommadossi said expansion plans include Mainland China and North Asia, whilst McMillan cited South Korea, Japan, Malaysia, Thailand, the Philippines, and Singapore as priority growth markets.

“We’ve already had interest from Japan. We think there are really high potential areas in Southeast Asia, really strong case to be made for some of the large Southeast Asian ports. So, it kind of remains to be seen how it will work. But basically, if anyone’s looking for this, we can provide it,” McMillan said.

hubs for our routes,” said Knud Baek Jensen, president and chief executive officer of Canfornav.

Founded in 1976 as a vessel operator engaged in the lumber trade, the Canadian Forest Navigation Group has evolved into one of the leading international dry bulk carriers in the St. Lawrence and Great Lakes.

It was renamed Canfornav in the nineties and expanded by chartering larger ships. It is currently one of the largest handy-sized vessel owners and operators in the world.

Hong Kong is set on strengthening its marine industry with the introduction of a half-rate tax concession for commodity traders and enhancement of the existing tax concessions for the maritime industry.

New high-speed ro-pax ferries now in operations

The 56-metre vessels can transport up to 192 passengers and 25 vehicles at speeds of up to 39 knots.

Two new aluminium highspeed Ro-Pax ferries

designed by global digital shipbuilder Incat Crowther for the Integrated Transport Centre (ITC), an affiliate of the Department of Municipalities and Transport in Abu Dhabi, have successfully completed sea trials and are now operating on the ~42-kilometre route between Dalma Island and Jebel Dhannah on the United Arab Emirates mainland.

Speed and comfort

The new 56-metre vessels, Jazirat Dalma and Al Dhannah, built by Singapore based, publicly listed, designer, builder, owner and operator, Penguin International Limited in Batam, Indonesia, can transport up to 192 passengers and 25 vehicles at speeds of up to 39 knots, equivalent to roughly 70 kilometres per hour.

Each vessel is equipped with a spacious, air-conditioned passenger deck which provides comfortable seating for 185 passengers, space for an additional seven wheelchair passengers and two large viewing areas at the bow and stern.

With sleek catamaran hulls

Both vessels have been designed specifically for extreme temperatures and sandy conditions in the Arabian Gulf

and aluminium construction, Jazirat Dalma and Al Dhannah offer speed, stability, and efficiency, and have been designed with comfort and accessibility in mind.

The vessels feature a VIP room for eight passengers, two cafés, five bathrooms, and a playroom for children. Ample luggage and cargo spaces have also been included throughout both the passenger and vehicle decks, which are connected via an onboard elevator.

Each vessel is powered by four MTU engines and propelled by Kamewa waterjets. Both the Jazirat Dalma and Al Dhannah have been designed specifically for extreme temperatures and sandy conditions in the Arabian Gulf.

The vessels’ vehicle deck has been designed for operational efficiency and allows for quick roll-on and rolloff operations. The elevated wheelhouse

provides each vessel’s captain with excellent lines of sight whilst the bridge deck also features a crew mess and bathrooms for the vessel’s crew.

Ed Dudson, Incat Crowther’s managing director, Europe said, “The successful entry into service of Jazirat Dalma and Al Dhannah is testament to the strong collaboration that defined this project. Our team of naval architects has worked closely with shipbuilder Penguin International throughout and we’re proud to see these vessels in operation.”

Incat Crowther was also in charge of designing a 123-metre dual-fuel Ro-Pax fast ferry for Spanish operator Baleària.

Capable of transporting 1,200 passengers and 425 vehicles, the Mercedes Pinto features a spacious lounge area in the bow, an expanded aft terrace with an outdoor bar service, and an elongated crew area behind the vessel’s wheelhouse.

It is powered by dual-fuel natural gas engines with the capability to operate on 100% biomethane or green hydrogen blends.

Work on the vessel’s internal fit-out will continue before sea trials in early 2026.

HMM inks deal to develop zero-carbon propulsion

South Korea

HMM has signed a memorandum of understanding with four subsidiaries of Hanwha Group and Korean Register (KR) to jointly develop a next-generation zero-carbon propulsion system for ships.

In a statement, HMM said the signed agreement with Hanwha Power Systems, Hanwha Ocean, Hanwha Aerospace, Hanwha Systems, and KR aims to design an innovative propulsion system that generates thrust from an ammonia-based gas turbine and electrical power from fuel cells.

“The project will focus on developing systems applicable to container vessels and will also include

concept design of hybrid propulsion combining fuel cells and battery technologies, economic feasibility studies, and the design of new vessel hull forms optimised for this solution,” according to HMM.

This initiative aligns with HMM’s ambitious Net-Zero target, which has been moved forward to 2045 ahead of the International Marine Organization’s 2050 goal.

“The company continues to lead the industry’s energy transition by deploying LNG dual-fuelled and methanol-powered containerships in response to tightening environmental regulations and customer demand for greener logistics,” it said.

Will long-term deals keep carriers profitable as rates fall?

Sliding transpacific rates and tariff uncertainty are reshaping contract talks between carriers and shippers.

Shipping lines should secure long-term agreements with shippers to maintain profitability as Asia–US sea freight rates continue to decline, according to Xeneta AS, a freight rate benchmarking and market intelligence platform located in Oslo, Norway.

“They need to sign longterm agreements with shippers to ensure access to cargo,”

Peter Sand, chief analyst at the Oslo-based firm, told Marine & Industrial Report.

“Utilisation of individual assets will be key to profitability going forward,” he added.

The average long-term contract rates on the China–US West Coast route fell 40% to $3,300 in August from January, data from Xeneta showed. Short-term rates plunged 68% to $5,793 during the same period.

Tariffs, weaker demand

Sand said the past year has been a roller coaster ride amidst uncertainty arising from US trade policies.

Following his inauguration in January this year, US President Donald Trump implemented a series of new and increased tariffs, measures that rippled across global supply chains and affected several Asian nations, including China, the Philippines, Vietnam, and Malaysia.

This has “made it really tricky for shippers in the Pacific to sustain an even flow of cargo,” the expert said.

“Shippers should take advantage of the current position to push hard for an agreement that not only brings around a satisfactory freight rate, but also one that includes the service that they need,” Sand told the publication.

According to the Xeneta AS analyst, shippers should focus on reliability, transit times, and basically a trustworthy agreement.

“They should hold back and be patient, because time is working in their favour, and carriers will, as time passes by, become increasingly desperate to sign those long-term contracts,” he added.

Here’s the rest of the exclusive interview.

What are the key trends for Asia-US sea freight rates?

Ongoing uncertainty around the tariff barriers has kept many shippers on their toes and awake at night because it seems to be—at least in the first and second quarter of the year—that things could change on very short notice, if any notice at all.

And that, of course, was really not comfortable for those trying to run a just-intime supply chain, ensuring that the goods are moving in

We have a little bit of a split market in terms of profitability, between the trade lanes impacted by the Red Sea disruption, where they can still command a premium, and those that are no longer

an even and foreseeable flow for business purposes.

The trade tensions have definitely rolled around, with less demand, lower volumes. And that is also why we see now the short-term market falling from $5,500 in early June to where they are now— below $2,000—because there is a mismatch between demand and supply.

Carriers are also preparing for what they normally see as the peak season of the year. But we don’t expect a normal peak season to be around in 2025 because the market is much different from what has been going on in 2024 with the Red Sea disruption.

How have these affected shipping companies’ finances and operations?

Carriers at this point remain profitable and also for the full year, they expect to reap solid profit. But they are also seeing the freight rates that they are offering to their shipper customers coming closer and closer every day to their break-even levels.

We have a little bit of a split market in terms of profitability for carriers, between the trade lanes impacted by the Red Sea disruption, where they can still command a premium, and those that are no longer, as the ripple effect that we have seen for more than a year-and-ahalf now is petering out. So they’re getting back to where they were pre-Red Sea.

I think we are somewhere in between where profits are still reaped, but also where 2026 could bring around very low margins on an overall basis to the carriers.

How will the situation affect rates in the coming months?

It’s important when you look at the current situation in the container shipping market to be aware of the fundamental challenges, and I mean that from a liner perspective.

If you look at it from a shippers’ perspective, this is an opportunity, because the deck seems to be stacked right now against the carriers, as they have ordered many new ships that are still getting into their networks.

There’s an underlying trend of overcapacity, and that is

why I also mentioned the spot rates on the Transpacific trade route down by 68%.

We expect those still to be trending down as the underlying pressure is around. You should always expect volatility, whether that is coming about from geopolitics or from shippers all of a sudden finding a need to bring in more goods.

How will this affect shipping companies?

I think they are looking into the toolbox now with smart capacity management. They are treading a thin line between putting too much capacity into the trade lanes, eroding rates further, and then holding back and perhaps arresting a bit of the decline. Always easier said than done, but the regular tools apply, so a bit of slow

They are treading a thin line between putting too much capacity into the trade lanes, eroding rates further, and then holding back and perhaps arresting a bit of the decline

steaming, not much to gain on that. But then we need to see also blank sailings picking up again. On top of that, idling of capacity—temporary by nature, but very effective, something that we see very little of these days. But as we move into 2026, we’ll definitely see carriers deploy that tool more so, and also, that of a permanent solution— demolishing containers, container ships, because of the fundamental balance.

We still see a fairly bullish approach from any of the carriers, but we also see some of the carriers, mainly the large Chinese groups, facing higher barriers to trade going into the US when the port fees come into play.

That will really put pressure on Chinese operators and those who also put Chinesebuilt ships in North America.

How long do you expect this downtrend in freight rates to last?

As long as it takes for rates to come back to pre-Red sea levels, and how long will that take? Well, some of the trade lanes were there already, like the Transpacific spot, whereas we are still elevated on some of the other trade lanes.

But for the long-term contracts, we’re seeing that decline coming into force.

Industry favours remote-controlled ships over autonomy

Survey findings show most maritime experts prefer human oversight as automation advances.

The global push towards autonomous shipping is taking a distinctly measured approach, according to a recent analysis of maritime automation trends by global consulting firm Roland Berger.

Findings derived from a survey of over 20 experts at the Amsterdam Marine Equipment Fair reveal a clear industry preference for remotecontrolled vessel operations over the full automation that was once widely anticipated.

The report said this measured trajectory signals a strategic caution within the sector, prioritising human oversight as the technology matures and regulatory landscapes evolve.

Preference for human oversight

The maritime industry’s definition of autonomous shipping significantly diverges from concepts prevalent in ground transportation.

The survey noted that 41% of industry professionals— including shipbuilders, suppliers, operators, consultants, and infrastructure providers—view autonomous shipping as primarily “remote controlled” operations which still require human oversight and intervention.

A further 29% define it as

Source: Roland Berger

“partially remote controlled” systems, leaving an equal 29% who envision fully autonomous vessels.

This preference for maintaining a human in the loop reflects legitimate concerns surrounding safety, regulatory compliance, and the current technological readiness required for operating massive cargo vessels in dynamic international waters.

Moreover, the industry is adopting a more phased approach than, for example, the automotive sector.

The report said this emphasis on remote control aligns with practical maritime realities, considering the complexities of international navigation, highly variable weather conditions, and the high-stakes nature of transporting valuable cargo.

Diverging priorities Operational priorities differ markedly between commercial and naval maritime sectors. Commercial operators are primarily driven by operational cost reduction and efficiency improvements.

Some 29% of commercial respondents identified crew reductions as the main benefit of automation. This was closely followed by fuel efficiency optimisation, cited by 22% of the experts, and enhanced safety protocols, at 24%, ahead of a collection of lesser benefits.

In stark contrast, military interests centre on enhanced mission capability rather than economic gains. Survey results indicated mission profile improvement is the key military priority, cited by 26% of naval respondents.

This preference for maintaining a human in the loop reflects legitimate concerns surrounding safety, compliance, and tech readiness

This was followed by crew reduction for dangerous missions at 21%, and better operational endurance at 15%.

Multi-domain connectivity and swarming capabilities each accounted for 15% of military priorities, with CAPEX optimisation trailing at 8%.

Naval interest in uncrewed vessels focuses on operational advantages such as enabling extended missions, reducing personnel exposure to dangerous situations, and providing new tactical capabilities through coordinated vessel operations.

Conversely, commercial interests view autonomous systems as a potential solution to the persistent shortage of skilled maritime workers, rising personnel and operational costs, and an opportunity to enhance safety given that human error contributes to three-quarters of all maritime accidents.

PIL launches 8,200 TEU LNG dual-fuel ‘O’ Class

Pacific International Lines (PIL) has conducted the naming ceremony for Kota Orkid, the fourth in its series of 8,200 twenty-foot equivalent units (TEU) LNG dual-fuel ‘O’ Class container vessels.

“Kota Orkid joins her sister ‘O’ Class ships – Kota Oasis, Kota Ocean, and Kota Odyssey – on PIL’s South West Africa Service (SWS), enhancing connectivity between Asia and West Africa,” PIL said.

The company said this also strengthens its service capacity and flexibility, reinforcing its commitment to reliable and efficient global trade.

“As we grow our LNG-powered fleet, we are not only investing in capacity and technology but also in greener shipping. This vessel will play a key role in enhancing our service offerings and delivering greater value to our customers,” according to S.S. Teo, executive chairman of Pacific International Lines.

Other orders

Alongside the four ‘O’ Class vessels delivered this year, PIL has also received four 14,000 TEU LNG dual-fuel vessels since 2024.

The company has another 12 LNG dual-fuel vessels on order, including five 13,000 TEU and seven 9,000 TEU ships, scheduled for delivery in the coming years. These vessels are equipped with cutting-edge engines

that significantly reduce methane emissions and offer the flexibility to run on bio-methane fuels. The shipping company’s hydrodynamic hull designs and advanced antifouling coatings also contribute to superior fuel efficiency.

The company has also has completed its first simultaneous cargo and liquefied natural gas (LNG) bunkering operations (SIMOPS) in Singapore with its 8,200 TEU Kota Ocean.

According to PIL, the SIMOPS was conducted at PSA’s Brani Terminal in Singapore. The simultaneous operations allowed the company to save time.

The company noted that bunkering of 4000cbm alone is estimated to take about 15 hours. TotalEnergies proposed the LNG bunker.

“This milestone reinforces Singapore’s role as a leading LNG bunkering hub in Asia and highlights the benefits of LNG as a marine fuel,” PIL said.

Siemens leads US yard rebuild with HD Hyundai

Siemens Digital Industries Software has signed a memorandum of understanding (MoU) with HD Hyundai to accelerate upgrades for the the revitalisation and modernisation of the US’s commercial shipbuilding industry.

“By combining our digital backbone with HD Hyundai’s advanced engineering, we are enabling the revitalisation of American shipbuilding and supporting the creation of a sustainable, future-ready workforce,” said Robert Jones, chief revenue officer, Siemens Digital Industries Software.

Sangmin Moon, executive vice president - Global Strategy Division, HD Hyundai, also said that the company’s “accumulated shipbuilding technology and Siemens’ digital capabilities will contribute to

creating new opportunities for the US shipbuilding industry.”

This collaboration positions Siemens Xcelerator as the digital backbone for the revitalisation.

Under the memorandum of understanding, the parties will collaborate to restore engineering capabilities and rebuild a sustainable talent basethrough workforce development and training programmes. They will also promote the digital transformation and automation of shipyards, validating digital workflows and platform configurations through pilot projects.

The two companies will look into investment and technology development opportunities to strengthen the US maritime industrial base and create new business opportunities. Joint governance and working groups will be established to ensure alignment with US laws and strategic priorities.

Siemens and HD Hyundai will also work on expanding the cooperative model to allied shipyards outside the US, enhancing global technological competitiveness.

“The MoU is effective immediately and will guide cooperative efforts over the next year, with potential for extension and commercialisation based on successful pilot outcomes,” according to Siemens.

OCIMF launches FIC on ship hardening

Oil Companies International Marine Forum (OCIMF) has launched a Focused Inspection Campaign (FIC) under the Ship Inspection Report Programme (SIRE) 2.0.

In a statement, the organisation said the campaign aims to reinforce maritime security readiness across the global tanker fleet.

The initiative will run for a minimum of six months, and will concentrate on ship staff’s familiarity with company procedures and plans for vessel hardening, as well as their understanding of the SIRE 2.0 question 7.2.1 – Ship hardening and access control.

Inspectors will address this question during every SIRE 2.0 inspection conducted throughout the campaign period, regardless of where the vessel is located and operating.

“Through this campaign, OCIMF seeks to verify that Masters and ship staff understand and can apply company procedures for hardening their ships when operating in areas of increased maritime threats, and to ensure plans and equipment used for ship hardening are effective and wellmaintained,” the statement read.

An interim review is scheduled for February 2026, when OCIMF will evaluate early findings from the programme and provide further guidance or updates needed.

“Security at sea begins with preparedness and familiarity,” said Dave Cudbertson, Programmes Director at OCIMF. “This campaign reinforces the importance of welltrained crews and effective company procedures in maintaining safety and resilience in a complex global environment,” he added.

MOL teams up with NH3 and Oceania Marine

Mitsui

O.S.K. Lines, Ltd. (MOL) has entered in to a memorandum of understanding with NH3 Clean Energy Limited (NH3) and Oceania Marine Energy (Oceania) for the development of clean ammonia bunkering operations in the Pilbara region of Western Australia.

“This is a memorandum of understanding to promote collaboration with NH3 and Oceania on the Pilbara Clean Fuels Bunkering Hub initiative, which is Australia’s first ammonia bunkering concept announced by the Pilbara Ports Authority in June this year,” MOL said in a statement.

The company said the move would position Mitsui O.S.K Lines as the

first ocean-going shipping firm to join a programme of this nature.

The Pilbara region of Western Australia is home to the world’s largest iron ore export port and serves as a major port of call for Capesize bulkers.

The Pilbara Ports Authority has entered into a joint development agreement with NH3, which will supply blue ammonia, and Oceania. Their goal is to commence bunkering operations for Capesize bulkers at the ports of Dampier and Port Hedland by 2030.

Under the partnership, the companies will collaborate on the transition of iron ore carriers in the Pilbara region to ammonia fuel and the realisation of the WAH2 project.

Rolls-Royce tests world’s first pure methanol engine

The new engine aims to be an environmentally-friendly propulsion system.

Rolls-Royce has successfully tested the world’s first high-speed marine engine powered exclusively by methanol on its test bench in Friedrichshafen. Together with their partners in the meOHmare research project, Rolls-Royce engineers have thus reached an important milestone on the road to climate-neutral and environmentally friendly propulsion solutions for shipping.

“This is a genuine world first,” according to Dr. Jörg Stratmann, CEO of Rolls-Royce Power Systems AG. “To date, there is no other highspeed engine in this performance class that runs purely on methanol. We are investing specifically in future technologies in order to open up efficient ways for our customers to reduce CO2 emissions and further expand our leading role in sustainable propulsion systems.”

Rolls-Royce’s goal is to offer customers efficient ways to reduce their CO2 emissions, in-line with the ‘lower carbon’ strategic pillar of its multi-year transformation programme. The project also aligns with the strategic initiative in Power Systems to grow its marine business.

The joint project meOHmare is funded by the German Federal Ministry for Economic Affairs and Energy and combines the expertise of Rolls-Royce, injection system

We have fundamentally redesigned the combustion process, the turbocharging, process and the turbocharging

specialist Woodward L’Orange, and the WTZ Roßlau technology and research center. The goal is to develop a comprehensive concept for a CO2neutral marine engine based on green methanol by the end of 2025.

Innovative technology for a new fuel

Methanol provides new challenges for engineering: unlike diesel, liquid alcohol does not ignite spontaneously and requires a completely new injection technology. “We have fundamentally redesigned the combustion process, the turbocharging, and the engine control system – and even adapted our test bench infrastructure,” explained Dr. Johannes Kech, Head of Methanol Engine Development in the Power Systems division at Rolls-Royce.

“Initial tests show that the engine is running smoothly – now it’s time for fine-tuning,” he added.

Tech milestone

“With this successful test run, we are sending a clear signal: green methanol is a future-oriented fuel – and the technology for it is here,” emphasised Denise Kurtulus, Senior Vice President

Jan De Nul launches latest cable-laying vessel

Jan De Nul has launched its newest cable-laying vessel Fleeming Jenkin at the CMHI Haimen shipyard in China.

According to the company, the ship will be used to install subsea cables for the transmission of renewable energy. It has a loading capacity of 28,000 tonnes, making it the world’s largest of its kind.

The final vessel construction phase now begins, including sea trials. Delivery is scheduled for the second half of the year 2026.

Once the vessel is operational, the Fleeming Jenkin will immediately start her first assignment at the 2GW Program by TenneT, the grid operator for the Netherlands and large parts of Germany.

“Fleeming Jenkin will install export cables on four of these

2GW connections, bundling and laying four cables together. This results in a total of more than 2,800 kilometres of cable being installed over a distance of more than 700 kilometres,” Jan De Nul said.

Global Marine at Rolls-Royce.

“The single-fuel methanol engine is an attractive solution, especially for operators of ferries, yachts or supply vessels who want to reduce their carbon footprint. The task now is to create the framework conditions for wider use,” she added.

At the same time, Rolls-Royce is working on a dual-fuel concept that can use both methanol and diesel – a bridging technology until green methanol is widely available.

Why methanol?

Green methanol is considered one of the most promising alternative fuels for shipping. If it is produced using electricity from renewable energies in a power-to-X process, its operation

is CO2-neutral. Compared to other sustainable fuels, methanol is easy to store, biodegradable, and causes significantly fewer pollutants.

“For us, methanol is the fuel of the future in shipping – clean, efficient, and climate-friendly. It burns with significantly lower emissions than fossil fuels and has a high energy density compared to other sustainable energy sources,” said Denise Kurtulus.

The company is further expanding its portfolio of mtu yacht solutions with a new engine designs at the Cannes Yachting Festival. The advanced mtu 12V2000Z engine with 2222 hp will be presented to the public for the first time, in addition to more flexible exhaust aftertreatment systems for the mtu 4000 series engines.

Wärtsilä renews Lifecycle deal with TMS Cardiff Gas

It aims to enable flexible maintenance scheduling and optimising time between overhauls.

Technology group

Wärtsilä and TMS

Cardiff Gas have renewed their existing Lifecycle Agreement, covering the 2-stroke main engines onboard seven LNG Carrier vessels, for a further five years.

The agreement is designed to ensure the vessels’ maximum operational reliability by enabling flexible maintenance scheduling and optimising time between overhauls (TBO). The renewed order was booked by Wärtsilä in Q3 2025.

Reducing downtime

LNG carrier operators must navigate regulatory, environmental, and geopolitical challenges, along with intense competition from oversupply. This creates pressure to deliver on time whilst also remaining adaptable.

“In a competitive market, unplanned downtime is costly. The agreement’s combination of technology, high-quality spare parts delivery and expert support means we can continue to strengthen the operational reliability of these vessels, ensuring we can meet rising global LNG demand and tight delivery schedules,” according to Alexandros

Politis-Kalenteris, Deputy COO, TMS Cardiff Gas.

The seven vessels each run with two WinGD 5X72DF dual-fuel two stroke engines and Wärtsilä gas valve units.

The scope of the agreement includes Wärtsilä’s Dynamic Maintenance Planning service, which will provide flexible maintenance scheduling with extended maintenance intervals and reduced spare parts consumption, 24/7 remote operational support, as well as contract management.

It also includes Expert Insight, Wärtsilä’s unique predictive maintenance service that uses real-time vessel data

DP World enters JV on Tashkent cargo hub

to detect potential issues.

“Maximising uptime whilst ensuring safety, flexibility and reliability is critical for operators,” comments Stefan Wiik, vice president, Parts and Field Service, Wärtsilä Marine.

“Our advanced digital solutions and lifecycle support empower our customers to achieve operational excellence and maximise the availability of their assets,” he added.

TMS Cardiff Gas, established in 2011, is an operator and manager, with a fleet of 20 modern Gas Carriers. TMS Cardiff Gas is part of TMS which manages more than 140 ships across the LNG, LPG,

Oil/Chemicals, Dry Bulk and Container sectors.

Wärtsilä will also supply an integrated hybrid propulsion solution for four new 10,700 DWT geared tween decker vessels being built for Dutch ship owner and maritime service provider Vertom Group. Combining the Wärtsilä 25 medium-speed 4-stroke engine with a hybrid propulsion drive train with PTO/PTI/PTH, the package is designed to optimise vessel propulsion efficiency, whilst enabling sailing modes on batteries without using combustion power.

The 10,700 DWT series

DP World has entered into a joint venture with Tashkent Invest, a subsidiary of the Tashkent City Administration, to develop and manage a multimodal logistics terminal near the Uzbekistan capital, according to a press release.

The new terminal in the Yangi Avlod Special Industrial Zone, located in the Yangihayot region of Tashkent, also aims to enhance connectivity, efficiency, and trade facilitation across Central Asia.

Under the agreement, Tashkent Invest will contribute 15% of the joint venture’s equity capital, whilst DP World will hold the remaining 85%.

The total investment in the project is over $288m across three phases.

The joint venture company, DP World Tashkent Limited

Liability Company, will oversee the development on a site covering approximately 82 hectares within the Special Industrial Zone.

Phase one covers the construction of a 150,000 twenty-foot equivalent unit a year rail terminal and 63,000 square metre warehouse complex by the end of 2027.

An additional 163,000 square metres of warehousing capacity is planned in subsequent phases, depending on demand.

The terminal will be supported by its own dedicated freight railway station, accelerating cargo handling and delivery and helping reduce logistics costs.

Once fully operational, it will include a rail-connected dry port for containers and covered cargo, and customs clearance zones.

In a competitive market, unplanned downtime is costly

complements Vertom’s ongoing fleet renewal programme and commitment to sustainable shipping. The order with Wärtsilä was booked in Q1 2025.

The full scope of Wärtsilä’s supply includes the Wärtsilä 25 engine, NOx reducer, gearbox, controllable pitch propeller (CPP), transverse thruster, and the Wärtsilä ProTouch remote propulsion control system.

In addition, all four vessels will be fitted with Wärtsilä EcoControl, enhancing their power and propulsion systems to optimise performance and maintain the most efficient fuel consumption.

By considering the vessel’s draught and other external conditions, this will be made possible by a smart control system that seeks and combines the optimal propeller pitch and engine loading automatically upon activation.

The Wärtsilä equipment is scheduled for delivery to Chowgule Shipyards in 2026, and the vessels are expected to be delivered in 2027 and 2028.

Seatrium bags $130m in repair and upgrade deals

Seatrium Limited has secured various repair and upgrade contracts with an aggregate value of $130m (S$170m).

According to the company, the latest wins are mostly major cruise, leisure and naval vessel projects, many of whom are repeat customers. All works are slated for completion by the first quarter of 2026.

The recent contract wins include a mega yacht upgrade project from the Middle East, as well as major docking and repair works for various cruise ships namely Discovery Princess and Crown Princess from Carnival Corporation, Silver Moon from Royal Caribbean Group, and Le Soleal from Ponant Explorations Group.

Seatrium will also do retrofit works for three navy vessels. Contracts were also secured for offshore repairs and maintenance, including a drillship; pipelayer vessels from McDermott, amongst others; as well as decommissioning works on a floating production storage and offloading (FPSO) vessel.

Repairs and upgrade works will also be done on three LNG carriers, including solutions to address greenhouse gas emissions, three tankers, a wind turbine installation vessel, and two power station vessels from repeat customer Karpowership, namely the vessels Karadeniz Powership Mehmet Bey and Karadeniz Powership Fatmagul Sultan.

Marshall Islands updates its yacht code for new builds

It includes new rules for designs of superyachts and construction methods.

The Republic of Marshall Islands (RMI) published its most significant update yet to its yacht code, which includes new rules on vessel design and compliance certificates for chartered yachts.

The RMI Yacht Code 2021, as amended through August 2023, has been updated as the RMI Yacht Code 2026 to provide practical rule application for the increasing innovative designs of superyachts, new construction methods, and

modern operational practices. The Code will come into force on 1 January 2026. The Code serves as a robust framework for safety and compliance, especially for new build projects and shipyards. It reflects lessons learned and best practices developed in recent years, whilst aligning the document with revised instruments from the International Maritime Organization (IMO). Regulatory and Yacht Fleet Operations Teams from International Registries, Inc.

and its affiliates (IRI), which provide administrative and technical support to the RMI Maritime and Corporate Registries, began collaborating on the revised Code in September 2024.

“The yacht industry continues to rapidly evolve, and we want the Administrator’s regulatory framework to remain flexible, adaptable, and pragmatic. We reviewed requirements chapter by chapter, section by section, solicited industry feedback,

The yacht industry continues to rapidly evolve, and we want the Administrator’s regulatory framework to remain flexible,

and ensured we met the technical and safety needs of this innovative market,” said Marc Verburg, Director, Yacht Operations based in IRI’s Roosendaal office in the Netherlands.

“We took a pragmatic approach, drawing on lessons learned from recent and past projects and current industry best practices. We wanted the language to reflect practical regulatory requirements that leave room for alternative arrangements, whilst maintaining the highest standards of safe vessel operation,” said Patrick Bachofner, Director, Geneva Office and Worldwide Director, Yachts.

The RMI Yacht Code 2013 was replaced in 2021 to support owners and shipyards using the RMI framework as a building standard. The 2021 Code was amended in August 2023. The 2026 Code was released in October 2025

Hefring Marine aids trawlers with fuel data

Icelandic tech company

Hefring Marine announced a new partnership with the Northern Ireland Fishermen’s Federation (NIFF) which was formed in early 2025 to pilot innovative solutions that support the fishing fleet in tackling issues like rising fuel costs, improving safety, and reducing emissions.

With support from the previous Marine Environment & Fisheries Fund from the Department of Agriculture, Environment and Rural Affairs in Northern Ireland this initiative will see members of the Northern Ireland Fish Producers’ Organisation (NIFPO) and the Anglo Northern Ireland Fish Producers’ Organisation (ANIFPO) trial Hefring Marine’s IMAS technology for the first time on commercial fishing trawlers.

The project’s core goal is to provide vessel operators with real-time insights into fuel use and vessel performance, enabling them to optimise operations, lower costs, and improve safety onboard.

“Fuel represents one of the most significant operating costs

Our goal is to empower fishermen with tools that make their work safer, more sustainable, and more efficient

for fishing vessels,” commented Adam Holland, Fisheries Sustainability Officer for the Northern Irish fishing industry.

“By working with Hefring Marine, we aim to give vessel operators the tools to monitor and manage their consumption more effectively, supporting profitability whilst also supporting our fleet in aligning with the UK’s emissions reduction targets.”

Rising fuel and operating costs, driven by inflation and global energy market pressures, have placed increasing strain on the Northern Irish fishing industry. Traditionally, most vessels lack the tools to measure fuel consumption accurately, relying on crude tank calculations. Hefring Marine’s system will allow operators to track and understand fuel usage in real time, paving

the way for greater efficiency, reduced diesel dependency, and improved engine longevity.

The pilot programme will also test how the technology can enhance crew safety by offering data-driven guidance on vessel handling in challenging sea conditions.

“Fishing is one of the toughest operating environments at sea,” said Karl Birgir Björnsson,

allowing stakeholders time to familiarise themselves with the changes prior to it coming into force 1 January 2026. Representatives from the RMI Registry, shipyards, designers, Classification Societies, and yacht managers were solicited for feedback on proposed updates in April 2025. In total, 161 comments and suggestions were received and assessed for inclusion in the Code.

“It was very important for us to hear from industry stakeholders directly during this process,” said Marc. “They are on the ground working with the new technology, materials, and methods. Their experience ensures our amendments are practical, reasonable, and continue to maintain our high safety standards,” concluded Marc.

“It’s an exciting time in yachting. The current challenges created a valuable opportunity for the Yacht Team to review the Code, consult with our stakeholders, and draft updates to remain forward-thinking and solutiondriven,” said Jo Assael, Yachts Commercial Director.

“We want the Code to remain flexible and adaptable, whilst protecting the safety of all those aboard, the yacht, and the marine environment,” he added.

chief executive of Hefring Marine. “We are excited to collaborate with NIFF to adapt our technology for this sector. Our goal is to empower fishermen with tools that make their work safer, more sustainable, and more efficient.”

As part of the rollout, fishermen will undergo training to ensure they can easily access, understand,

and apply the system’s data insights. The project will also provide valuable baseline data to explore future adoption of alternative technologies and sustainable fishing practices.

If successful, the pilot will form the foundation for a longterm strategy to modernise vessel operations across the Northern Irish fleet and potentially beyond.

Maritime industry leaders doubt IMO climate goals

SMM survey finds industry doubts 2050 climate goals even as green investment rises.

The maritime sector remains committed to sustainability despite continued scepticism regarding the global climate goals, the latest SMM Maritime Industry Report (MIR) reveals. At SMM 2026, the global maritime flagship fair taking place in September, companies will showcase technologies driving the energy transformation of the global shipping sector.

The member states of the International Maritime Organization (IMO) failed to achieve consensus on a global climate protection policy, and instead deferred their decision to next year. In an extraordinary session, the IMO’s Marine Environment Protection Committee (MEPC) discussed effective measures to implement the IMO climate goals, such as a global alternative fuel standard and an emission penalty for ships exceeding set limits.

Continued scepticism

But those dealing with the practical implications of these plans remain sceptical about the IMO’s climate ambition.

This is one of the conclusions drawn by the SMM MIR which summarises the responses of roughly 1,500 industry leaders surveyed by Hamburg Messe und Congress.

Roughly half of shipowners and suppliers (51%) doubt that the net-zero goal can be achieved by 2050. Forty-six percent of shipyards share this assessment. Just barely one third of respondents (29% of shipowners, and 26% of yards) are more optimistic.

Market insiders, including yard manager and SMM Advisory Committee Chairman Dr. Klaus Borgschulte, say they are not surprised.

“After all we are talking about roughly 90,000 ships worldwide – a gigantic undertaking that can hardly be accomplished

In the end, cost and availability will be the decisive factors

within the given time frame,” according to Borgshculte.

Investing in the future

Despite these doubts, sustainability continues to range at the top of the industry’s agenda: 78% of responding suppliers expect the issue to become even more prominent in the coming years. Nine out of ten companies are in the process of implementing specific measures, a marked increase from the previous survey (+ 8%).

The IMO’s Net-Zero Framework is already reshaping investment decisions, operational strategies, and fuel choices across the maritime value chain, confirms Knut Ørbeck-Nilssen, CEO of DNV Maritime. According to the classification society’s Maritime Forecast to 2050, the number of climate-friendly ships is growing steadily.

The supply of the required alternative fuels remains limited, however. Over the next ten years, the MIR survey participants expect the demand for LNG, biofuels, methanol and other hydrogen-based fuels to soar. In addition, hybrid propulsion solutions could play a key role, as well.

Efficiency is the new capital “In the end, cost and availability will be the decisive factors,” points out Richard von Berlepsch, long-standing fleet director at the shipping company Hapag-Lloyd. There can be no doubt that alternative fuels will be more expensive than conventional ones, making efficient ship operations a crucial success

CEO DNV - Maritime

Nuclear propulsion is

a viable solution for

maritime decarbonisation

According to a new paper by DNV, shifting environmental requirements are reigniting interest in nuclear propulsion as a long-term solution for maritime decarbonisation.

This renewed attention comes despite the absence of any civilian commercial nuclear-powered vessel commissions in more than four decades.

DNV’s latest report, “Maritime nuclear propulsion: Technologies, commercial viability, and regulatory challenges for nuclear-powered vessels,” highlights how maritime nuclear technologies differ from land-based reactors, and emphasises the need to address technological, regulatory, and commercial factors in the effort to understand the potential role of nuclear propulsion.

factor for both newbuilds and vessels in service.

As a consequence, the industry puts the focus on retrofitting existing ships, implementing measures such as propeller and energy system upgrades, or installing exhaust gas treatment systems: The MIR survey showed that 78 % of shipowners are planning to invest in appropriate technologies, especially propulsion systems (66 %) and digital solutions (58 %).

“Shipowners are willing to spend money,” according to the Hapag-Lloyd fleet director.

Collaborative success

“Generally there is confidence and a strong willingness to invest,” said Hauke Schlegel, CEO at VDMA Marine Equipment and Systems.

“Our industry has the right technologies to lead the shipping sector to a climatefriendly future.”

Schlegel said close collaboration amongst all industry stakeholders will be essential to driving progress and elevating the sector to the next level.

Claus-Ulrich Selbach, Vice President Exhibitions - Maritime & Energy at Hamburg Messe und Congress, emphasises: “Everyone involved understands there won’t be that one single technology solution to achieve the IMO’s zero-emission goal by 2050 –neither in terms of propulsion technology nor when it comes to energy sources. There will be a combination of many technologies enabling the shipping sector to achieve net zero, combined with operational efficiency enhancements including digitalisation and artificial intelligence. At SMM, decisionmakers will find the full spectrum of technologies.”

The paper addresses the main elements of the future maritime fuel cycle – including fuel management, waste handling, vessel construction and operation, and oversight of nuclear supply chains – and presents the reactor technologies most likely to be adopted by shipowners.

Advances in automation, digitalisation, and modular design are identified as critical enablers of safety, security, and non-proliferation of future nuclear fuels and reactors, thereby paving the way for public acceptance.

Knut Ørbeck-Nilssen, Maritime chief executive officer at DNV, said: “Nuclear energy has the potential to play a role in the maritime energy transition. However, much work still needs to be done to overcome technical, regulatory, and societal challenges, including public perception. This will require coordinated global action, technological innovation, and closely aligned regulatory frameworks.”

Much work still needs to be done to overcome technical, regulatory, and societal challenges, including public perception

The white paper stresses the need for a predictable and harmonised regulatory framework at both national and international levels to enable safe nuclear propulsion at sea. Regulators such as the International Maritime Organization and International Atomic Energy Agency, along with flag states, national authorities, and classification societies, must play a coordinated role and the report outlines likely regulatory roadmaps for all relevant actors, as the industry develops.

Better business models

The success of any future industry will also hinge on robust, cost-effective business models.

DNV’s report outlines how mass production, standardisation, and modularisation can strengthen the business case for nuclear-powered ships.

This is further underscored by a case study that shows what cost levels marine nuclear reactors will need to reach for nuclear propulsion to become viable for the merchant fleet.

Ole Christen Reistad, senior principal researcher at DNV and lead author of the paper said: “For nuclear propulsion to become commercially viable in shipping, the business case must account for the full lifecycle costs, including fuel supply, reactor maintenance, and waste management,”

“Modular and standardised reactor designs can significantly reduce capital and operational expenditures, whilst robust regulatory frameworks and predictable supply chains are essential for investor confidence and long-term competitiveness,” the senior principal researcher added.

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