SIT, Rolls-Royce launch $15.4m hybrid ship trial
The ship will test tools to predict maintenance and boost performance.
Singapore
The Singapore Institute of Technology (SIT) and Rolls-Royce Holdings PLC have partnered to test smart features on the MPA Guardian vessel as part of a $15.4m (S$20m) programme to develop high-tech tools for managing hybrid and crewless vessels over five years.
“We hope to demonstrate real-time results to improve fuel efficiency, reduce emissions, and enhance safety and performance,” Tay Chuan Beng, acting cluster director of engineering at SIT, told Marine & Industrial Report.
The 34-metre hybrid, multipurpose patrol ship
We’re working on real-life FMECA models that work on live data to improve failure prediction accuracy
will serve as a platform for testing tools that help predict maintenance needs and improve fleet performance, he said in an exclusive interview.
“The trial also aims to detect problems in key parts of the ship early, using an equipment health monitoring system,” the acting director added.
Launched in 2024 by the Maritime and Port Authority of Singapore and Singapore Maritime Institute, the Future Ship & System Design programme seeks to boost the country’s electric harbour craft sector by promoting sustainable ship design and cutting greenhouse gas emissions. However, the maritime industry still faces challenges in reducing its carbon footprint, said Bartosz Kowalinski, a marine automation manager at RollsRoyce Power Systems.
“As a result, the systems that power and move ships through the water, called propulsion
Around 500 tonnes of fuel was used.
Japan
Mitsui
O.S.K. Lines,
Ltd. (MOL) has started using bioliquified natural gas (LNG) for its car carrier Celeste Ace, making it the first oceangoing vessel operated by a Japanese shipping company to use such fuel.
The company said about 500 tonnes of bio-LNG from Titan Supply B.V. was supplied. The fuel has a carbon intensity of less than zero on a life cycle basis from fuel production to consumption.
Whilst LNG fuel can reduce carbon dioxide emissions by about 25% compared to conventional fuel oil, bio-liquified natural gas fuel derived from waste and residues, which is also carbon neutral, can further reduce the emissions.
Furthermore, bio-LNG fuel represents an effective
solution for decarbonising ship operations because methane is the primary component in both LNG and bio-LNG, the existing LNG supply chain infrastructure can be leveraged for transport and consumption.
“We are exploring the use of ammonia and hydrogen fuels as part of our strategy to adopt clean alternative fuels, whilst moving to expand the use of LNG-fuelled vessels and more quickly achieve a low-carbon society,” MOL Marine Fuel GX Division General Manager Yoshikazu Urushitani said.
“We will also be early adopters of bio-LNG and synthetic LNG. Partnering with Titan, we will start using bio-LNG to lead the shipping industry in the transition to clean alternative fuels,” Yoshikazu added.
The vessel is part of a $15.4m programme to develop high-tech tools for managing hybrid vessels (Photo from Rolls-Royce)
LBM bunkering vessel supplying the Celeste Ace (Photo from Mitsui O.S.K.
EDITORIAL marinereport@charltonmediamail.com
Banner Story...frompage1 systems, are becoming more complex, yet they must be operated by a smaller crew,” he said in an exclusive interview.
“The MPA Guardian is a vessel equipped with an advanced hybrid propulsion system.”
The ship will be fitted with Rolls-Royce’s mtu NautIQ Foresight for continuous monitoring using sensors, edge computing, and cloud analytics.
“Mtu NautIQ Foresight will be used as a foundation for rapid prototyping, customer feedback, and a sandbox for testing new ideas,” Kowalinski said. “One of the programme’s outcomes will be the
development of new functionalities for the platform.”
In line with this, SIT plans to expand the platform’s scope to monitor electrical subsystems using adaptive artificial intelligence (AI) algorithms and failure analysis tools.
“We’re working on real-life FMECA (failure modes, effects, and criticality analysis) models that work on live data to improve failure prediction accuracy and provide intelligent alarms to operators,” Tay said.
Aside from system performance, the team seeks to build semiautonomous decision-support
systems that are transparent and can be audited.
“We’re incorporating explainable AI,” Tay said. “Operators retain final control, with the system providing decision support, particularly in complex or uncertain scenarios.”
One key hurdle is complying with maritime regulations that may not yet account for AI-enhanced or autonomous tech, Kowalinski said. Acceptance amongst fleet managers and captains is another.
“Addressing this will involve working closely with regulatory bodies to ensure compliance and facilitate the adoption of innovative solutions,” he added.
Imabari Shipbuilding completes 70,000-ton Triton Highway vessel
This can transport 7,000 LNG-fueled vehicles. Japan
Japan’s Imabari Shipbuilding Group has completed and delivered the Triton Highway, a vessel dedicated to transporting liquefied natural gas (LNG)-fuelled vehicles. The company said the vessel has a length of 199.93 metres (m), and 77,509 gross tonnages. It can transport 7,000 LNG-fuelled vehicles built in Marugame Headquarters. Since its deck height can be adjusted, the ship
can also tall freight cars such as trucks and trailers.
Compared to conventional fuelfuelled vessels, it has lower carbon emissions by 25% to 30%, whilst its SOx emissions were reduced by almost 100%, and NOx emissions by 80% to 90% by using the exhaust gas recycling system. The vessel can use the generated boil-off gas with generators and boilers, making it more environmentally friendly.
(Photo from Imabari Shipbuilding)
Planned US port call fees may cancel out HK refunds
The fees may have implications for Hong Kong-flagged container vessels.
Hong Kong
AHong Kong push to make its shipping industry more attractive by offering refunds for block ship registrations is unlikely to lure more shippers as the US plans fresh port fees of as much as $1.5m (HK$11.7m) per call on vessels connected to China, analysts said.
“A particular risk that is being considered at present is the reported plan by the US to impose tariffs on Chinese-linked vessels,” Oliver Miloschewsky, head of Shipping for Asia at global professional service firm Aon, told Marine & Industrial Report.
“This could have potential implications for Hong Kong-flagged vessels as well,” he said in an exclusive interview with the publication.
New port fees
The Trump administration is planning to impose new port fees on vessels connected to China, whether by ownership, flag, or place of construction, as part of a broader strategy to cut reliance on Chinese maritime infrastructure.
If enforced, the fees could increase port call costs for affected vessels by as much as 3,000%, potentially reshaping global shipping dynamics, according to marinetraffic.com.
It noted that whilst only 22% of container ships calling at US ports are Chinese-built, more than 11% fly Chinese or Hong Kong flags — more
than any other segment. Reflagging may be a quick fix for some operators, the website added.
“The incentive in isolation is unlikely to increase the number of vessels flying the Hong Kong flag,” Miloschewsky said, referring to Hong Kong’s block registration incentives that took effect on 14 February this year.
Hong Kong had 2,322 registered ships at the end of 2024, with the gross tonnage increasing by 2.8% to 131.8 million from a year earlier, according to Captain Nittin Handa, director for regulatory affairs at the Hong Kong Shipowners Association.
Sulmara expands with new Taiwan site
This move improves proximity to several key clients.
Independent subsea survey and inspection company Sulmara has opened its new site in Taipei, Taiwan, fuelling its expansion efforts across the world.
In a statement, the company said this new site will be a hub for data management and house the remote operations centre for running uncrewed surface vehicle operations. According to the company, this expansion “provides a high-quality working environment for the local onshore team, as well as improving proximity to several key clients.”
The company also launched a new office in Norwich, England and relocated its Glasgow, Scotland headquarters, whilst increasing its
international team by 25% over the last year to 250 employees.
The company said the Norwich expansion “will provide direct access to a strong talent pool in the East Anglia region, benefiting the company’s commercial and data processing teams.”
“The new offices enable valuable operational improvements by building on Sulmara’s in-house capabilities in data processing and reporting. Dedicated data departments have been established to ensure greater control over data quality and further support the company’s delivery of high-value marine data,” said Sulmara CEO Kevin
For ships with a gross tonnage of more than 500, the registration fee is $1,912, and the annual tonnage fee for those exceeding 24,000 net tonnage is $9,817, he told Marine & Industrial Report in a separate interview.
“We believe that the ship registration fee and the annual tonnage charge of the Hong Kong Shipping Registry are highly competitive amongst other major ship registries,” he added.
Hong Kong is offering refunds of ship registration fees and the first-year annual tonnage charge if multiple eligible ships are registered within 24 months, the Marine Department said.
The incentive in isolation is unlikely to increase the number of vessels flying the Hong Kong flag
“Whilst the scheme alone is unlikely to boost ship registrations in Hong Kong, it remains important for Hong Kong as the maritime sector continues to be a cornerstone of Hong Kong’s economy,” Miloschewsky said.
Important maritime gateway
The trading and logistics sector is 20% of the city’s economic output, with the maritime industry contributing $3.82b (HK$30b) to the economy through more than 900 shipping-related companies, he said. “Strategically, Hong Kong is an important maritime gateway in the Belt and Road Initiative.”
In addition, the Transport & Logistics Bureau launched the Port Community System (PCS) project which aims to boost digitalisation, cross-sector information interconnectivity, and smart port development in Hong Kong’s ports. The system will provide real-time cargo tracking, integrate sea, land, and air transport data, and offer value-added electronic services.
Aboitiz Construction builds Lagonglong Port
It can handle up to 3.3 million metric tons of bulk cargo annually.
Philippines
Aboitiz Construction has completed the Lagonglong Port project, a private commercial port in Lagonglong, Misamis Oriental, Northern Mindanao, the Philippines.
In a statement, the project, owned by AMADI MGT Terminals Inc., has a handling capacity of up to 3.3 million metric tons of bulk cargo annually. Its berth measures 23 meters in width and 250 meters in length, with a seabed elevation of -21 meters from mean lower low water for larger vessels and efficient cargo handling operations. The project included the construction of dock facilities, storage areas for perishable goods, and the installation of loading and unloading equipment.
Development plans
The new port will accommodate the transportation of agricultural products and raw materials, strengthen regional trade capacity, and create employment.
According to Aboitiz Construction, it deployed up to 300 employees during peak construction periods in building the project.
“We are not just building a port; we are fostering economic growth and job creation. Our commitment to operational excellence drives us to continue our partnership with AMADI in advancing both business
and communities,” said Aboitiz Construction’s Chief Operating Officer Ramez Sihom
Aboitiz Construction is also developing a new berth for cement shipments at the Davao International Container Terminal in Panabo City, Davao del Norte. The facility will primarily accommodate cement and cementitious materials, further supporting the region’s infrastructure and development needs.
It has also completed major projects in Balamban, Cebu for Tsuneishi Heavy Industries. These included a 100-hectare shipbuilding facility and the Pier Head and Admin Building Project.
Hong Kong had 2,322 registered ships at the end of 2024 with 131.8 million gross tonnage
McBarron
Taiwan
The company also launched a new office in Norwich, England (Photo from Sulmara)
Lagonglong Port (Photo from Aboitiz Construction)
Shipbuilders back key automation tech
Smart ports and sensors top investor targets.
Asthe global market for autonomous ships is set to grow by 9.1% between 2023 and 2032, here are investment opportunities companies can take.
According to Roland Berger’s “Autonomous and uncrewed vessels: A new wave of opportunity,” one of the key opportunities in the industry is the creation of autonomous port infrastructure.
“After autonomising ships, the next step will be to autonomise harbour equipment, such as cranes and battery chargers,” the report said.
It also highlighted the increasing
importance of artificial intelligence in the industry, along with connectivity and sensors. All will be in demand to operate autonomous vessels and ports.
Since autonomous ships operate with minimal to no human intervention onboard, security is vital. Shipbuilders will need to secure software expertise, which can be done through partnerships between hardware and software companies.
Electric propulsion systems are also gaining traction for its better manoeuvrability and a smaller environmental footprint.
CK Hutchison drops port deal near Panama Canal
Authorities will conduct an antitrust review of the port deal.
CK Hutchison Holdings Limited will not sign the deal with a BlackRock-led group selling the former’s two port operations near the Panama Canal, according to a Reuters report citing two people with knowledge of the matter.
It said China’s market regulators will conduct an antitrust review on the port deal to ensure fair competition and protection of public interest. One of the sources said that only the definite documentation would not be signed due to “obvious reasons.”
He noted, however, that this does not mean the deal has been called off. The other source also confirmed that talks are still underway, with the deal covering 43 ports in 23 countries. It is being exclusively negotiated between CK Hutchison and the consortium for a 145-day period.
Chinese authorities have reacted unfavourably to the conglomerate’s plans to sell its port holdings whilst US President Donald Trump supports this, who articulated a goal of reasserting control over the key waterway.
The deal covers 43 ports in 23 countries
Hong Kong
Autonomous shipbuilding set to grow three times faster than rest of the sector
Source: Roland Berger
Strategic Marine to build survey ship for Odyssey
The custom build will be powered by Caterpillar C18s to withstand strong winds in Western Australia.
Singapore-based Strategic Marine (S) Pte Ltd. has won a contract to build a 24-metre survey vessel for Odyssey Group, which was designed for marine exploration, research, transport, and port operations in Western Australia’s northwest shelf.
With a top speed of 16 knots or about 30 kilometres per hour, the ship’s key feature will be its endurance, Hans Randklev, general manager for commercial at Strategic Marine, told Marine & Industrial Report
“The vessel is a custom build, developed specifically for Odyssey Group’s operational goals,” Randklev said in an exclusive interview.
The ship will be powered by two C18 diesel engines from US manufacturer Caterpillar, Inc. because they suit the northwest shelf’s high temperature and strong winds. “The C18 is known for its robust construction, long service life, and efficient cooling system.”
Built in compliance with Australia’s National Standard for Commercial Vessels, the ship is expected to operate as far as 370 kilometres offshore with 10 passengers or carry 35 passengers for inshore operations. “Offshore work includes surveys and scientific research, while inshore work relates more to general port services and crew transfers.”
“When the ship reaches the end of its life, it can be scrapped, unlike a fibreglass vessel, which isn’t as readily recyclable,” Randklev added.
Surveying capabilities
The ship has a gyro stabiliser that will help keep it steady in rough seas, ensuring more accurate underwater surveys, safer journeys and lower fuel consumption, whilst reducing the number of aborted missions.
“Often, operators have taken surveyors out to perform offshore surveys, and due to changing weather conditions, they have to cancel the mission and return to port,” Randklev said. ”The gyro will allow the ship to operate in a wider range of weather conditions.”
Whilst the tech has existed for decades, it has only become commercially available for smaller vessels in the past four years, Randklev said.
To further support its offshore scientific and survey work, the vessel is equipped with a moon pool—a vertical shaft through the hull that allows safe launch and recovery of underwater equipment from within the vessel, even in rough seas.
“It also features a tug winch and a deck crane to service and lift items out of the water,” he said. “Additionally, it has twin bow thrusters and twin drive lines, providing excellent
When the ship reaches the end of its life, it can be scrapped, unlike a fibreglass vessel, which isn’t as readily recyclable
manoeuvrability,” he added.
The aft deck is also structurally reinforced to accommodate the future installation of an A-frame if needed, Randklev said.
The company has built over 600 vessels globally, including patrol boats, ferries, and offshore utility vessels, with many adapted to specific regulatory and environmental contexts.
Recently, they delivered high-specification vessels, including two StratCat 27 Crew Transfer Vessels for Louis Dreyfus Armateurs in support of offshore wind operations in France and Europe, and a second hybrid Fast Crew Boat for Centus Marine in Malaysia.
Australian regulations
Whilst currently headquartered in Singapore, Strategic Marine originally began as a company in 1984 in Western Australia.
“Signing a contract with a Western Australian company like Odyssey Marine is important to us—we do have Western Australian heritage.”
He said one of the key challenges in building the vessel lies not in engineering but in regulatory compliance, particularly with Australia’s requirement of zero traces of asbestos on vessels.
“There are compliance regulations by the Australian
Maritime Safety Authority (AMSA) that domestic commercial vessels need to meet,” he said. “These include regular vessel surveys, permits and certificates of operation.”
Australia maintains one of the world’s strictest asbestos regulations, requiring zero detectable levels (zero PPM) of asbestos in any material used in ship construction. Unlike the European Union (EU) or China, which allow minimal trace amounts, Australian rules mandate that every component must be tested and certified as entirely asbestos-free.
The installation of asbestos on Australian ships has been
prohibited since 31 December 2003, and this ban has been effective internationally since 1 January 2011.
Meanwhile, Randklev pointed out that whilst some international suppliers may label materials as ‘asbestos-free’, they may still permit small trace amounts under EU or Chinese standards.
The AMSA recommends providing documentation that materials were tested by a laboratory approved by the National Association of Testing Authorities, Australia, or another recognised organisation that is qualified to check for asbestos.
“We will take some material samples and use an Australianaccredited laboratory to do product material assessments, checking for any trace of asbestos in the materials,” he told Marine & Industrial Report. Meanwhile, the project’s focus will shift once the vessel’s design is finalised. ‘We can start cutting metal and begin the build process.”
Strategic Marine is coordinating with the designer, surveyor, and client through online meetings and site visits throughout the project period. “It’s all about communication at this stage, and so far, it’s going well,” Randklev said.
Wesley van der Spuy, CEO of Odyssey Group, and Chan Eng Yew, CEO of Strategic Marine
Strategic Marine recently delivered two StratCat 27 crew transfer vessels for Louis Dreyfus (Photo from Strategic Marine)
The vessel will be used for marine exploration and research in Western Australia’s northwest shelf
Inconsistent rules stall green shipping
Policies like carbon pricing and incentives are essential.
The global shipping industry needs global regulatory support to attain its net-zero and digital transformation targets.
According to the inaugural Global Maritime Trends 2025 Barometer by Lloyd’s Register (LR) and Lloyd’s Register Foundation, widespread adoption of green fuels is unlikely without robust and coordinated regulation. To address this, policies such as carbon pricing, emissions mandates, along with incentives for green investments are essential.
The 2025 Barometer shows that global energy production remains heavily dependent on fossil fuels even with a 50% increase in alternativefuelled ship orders last year.
Depite the progress in digital transition, the report said the industry
still lags behind land-based sectors.
“One of the report’s most concerning findings is the critical gaps in workforce development, impacting both transitions - the People component scored only 27% alignment on energy transition and 32% alignment on digital transition,” Lloyd’s Register said.
“Training programmes remain insufficient to prepare seafarers for safely operating vessels powered by alternative fuels and implementing new digital technologies. Recruitment struggles persist because of an ageing workforce and declining interest in maritime careers,” it added.
However, major ports are pushing decarbonisation as technology efficiency and alternative fuels gain gain prominence in the industry.
ESVAGT and KMC
Line
eye Korea wind market
It aims to support the country’s 2030 offshore wind goal.
Danish offshore shipping company ESVAGT has entered into a joint venture with South Korean shipping company KMC Line to capitalise on opportunities in the Asian country’s offshore wind market.
The agreement for the new joint venture, KESTO, was signed at a ceremony in Seoul on 8 May.
“The new joint venture is well into constructive discussions with partners on several Korean offshore wind farms to be established from 2027 onwards,” according to ESVAGT’s statement.
Korea is aiming for 18.3 gigawatts of offshore wind capacity by 2030.
“The potential of the Korean offshore wind market is very
attractive, but as an emerging market it also comes with unknowns. International developers and turbine manufacturers have a heightened focus on using well-known partners and respected suppliers when much else is new. That is to our advantage,” according to ESVAGT CEO Søren Karas
James Jonghoon Kim, president & CEO of KMC Line, said that combining ESVAGT’s expertise and experience service operation vehicles with KMC Line’s regional maritime knowledge “will raise the bar for both safety and service quality in the industry.”
The Korean company currently has twelve vessels in its fleet.
India boosts river trade with new barge deal
There will be 100 cargo vessels deployed.
India’s Ministry of Ports, Shipping and Waterways has signed a memorandum of understanding with Rhenus Logistics India Private Limited for barge services in the country’s various national waterways.
Under the deal, signed by the ministry’s Inland Waterways Authority of India (IWAI), Rhenus Logistics will deploy 100 cargo vessels along with pusher tugs in a phased manner along NW-1, NW-2, NW-16 and the IndoBangladesh Protocol (IBP) routes.
About 20 barges and six pusher tugs will be deployed during the first phase, which will start in the third quarter of 2025. A combination of pushers and barges will be used to transport bulk and break-bulk cargo across North and East India, North-East India, and to neighbouring countries.
Further plans
The operations will gradually be scaled up to include other national waterways in the country.
Union Minister Sarbananda Sonowal said this agreement “will ensure effective utilisation and expansion of waterways infrastructure, thereby lowering the operational costs, making IWT sector more competitive and
responsive to market demands.”
India currently has 29 operating waterways. Cargo traffic on national waterways has touched an all-time high of 145.84 million tonnes, with the newly introduced ‘Jalvahak’ Cargo Promotion Scheme expected to further accelerate this growth.
Launched in December last year, it incentivises cargo owners and movers up to 35% of the total actual operating expenditure incurred on a waterways journey.
Global energy production remains dependent on fossil fuels even with a 50% rise in alternative-fuelled
South Korea
KMC President & CEO James Jonghoon Kim (L) and ESVAGT CEO Søren Karas (R)
Rhenus Port Logistics Head Michael De Reese & Rhenus India CEO Vivek Arya
ONE’s first dual-fuel vessel sails to Latin America
It is methanol- and ammonia-ready for future conversion to alternative fuels.
Ocean Network Express Holdings, Ltd. (ONE) has deployed its first owned and operated newly built container vessel that will connect various ports in Asia to Latin America.
ONE Sparkle, a 13,800 twenty-foot equivalent unit container ship built by Hyundai Heavy Industries in Ulsan, South Korea, will play a key role in meeting the company’s emission targets whilst enhancing its service reliability, Koshiro Wake, executive vice president for corporate and strategy at ONE, said in an exclusive interview.
The Singapore-flagged ship, which is managed by OneSea Solutions — a ship management company owned by ONE and Seaspan Corp. — left Yokohama Port on 31 March and was expected to reach Ensenada Port in Mexico on 15 April after its naming ceremony.
Data from market researcher TradeImex showed that Mexico’s biggest trading partners last year were China, which accounted for 19.1% of the country’s total import share, followed by Japan (3.4%), South Korea (3.3%), Taiwan (2.4%), Malaysia (2%), and Vietnam (1.9%).
Wake said ONE Sparkle
We expect a positive impact on fuel expenses due to the vessel’s enhanced operational efficiency
is methanol- and ammoniaready for future conversion to alternative fuels. It also has an advanced hull design “for better hydrodynamic performance and reduced fuel consumption, enhanced nitrogen oxide and sulfur oxide scrubbing capabilities, advanced exhaust gas cleaning system, as well as additional reefer plugs.”
Vessel impact
The ship sports the latest generation energy-saving devices and shore power connection capabilities for zero-emission port stays, according to ONE’s website.
Wake said it is too early to estimate ONE Sparkle’s impact on revenue generation and emission reduction, which would depend on operational conditions and trade routes.
“We expect a positive impact on fuel expenses due to the
vessel’s enhanced operational efficiency,” he said.
“We expect lower carbon emissions versus conventional vessels of similar size.”
Methanol producer Methanex Corp. has said the fuel could help cut sulfur oxide and nitrogen oxide emissions by over 95% and 80%, respectively, versus vessels running on traditional marine fuel. Ammonia, meanwhile, is virtually free of sulphur oxide and particulate matter emissions, contributing to cleaner air quality, according
ABB, CMA CGM to build parametric roll algorithm
It minimises risks for cargo damage and loss at sea.
ABB
and CMA CGM have boosted their partnership by working on a parametric roll algorithm to improve vessel safety by integrating it into the ABB Ability OCTOPUS Marine Advisory system.
The algorithm aims to detect and prevent parametric rolling, a dangerous phenomenon that causes extreme vessel motions in waves, particularly affecting container ships, ro-pax vessels, and car carriers. It also aims to protect the waters by minimising pollution from lost cargo, in addition to helping ship operators avoid potential costs associated with repairs and cargo damage.
Integrated into the OCTOPUS Marine Advisory System, the solution also provides real-time monitoring
and response, improving voyage efficiency and reducing downtime caused by adverse weather conditions.
CMA CGM will deploy the solution across its fleet and provide training for the wider shipping industry. ABB will handle installation, engineering, and project management.
ABB and CMA CGM already have 200 vessels equipped with OCTOPUS.
“This solution not only enhances safety and operational efficiency but also helps to minimize risks for cargo damage and loss at sea. This collaboration represents a major leap forward for the industry, enabling more efficient operations and safer voyages,” said Emmanuel Delran, vice president, Group Operations, CMA CGM Group.
to Lloyd’s Register of Shipping. When produced using renewable energy, greenhouse gas emission can be cut by as much as 90%, it added.
“There is a greater movement towards dual fuel, in the expectation that in the future, we will have to transition to green fuels,” Wake said, with ONE seeking to expand its fleet of future-ready vessels.
ONE Sparkle is part of a series of 20 large ammonia- and methanol-ready vessels that will be built in Korea and Japan and scheduled for delivery in the
years 2025 and 2026.
More partnerships
ONE and Yusen Logistics have signed an agreement to advance sustainable shipping through ONE’s green shipping service, ONE LEAF+.
Under the partnership, ONE will use sustainable biofuels, cutting well-to-wake CO2 emissions by up to 84% compared to Very Low Sulphur Fuel Oil. Yusen Logistics will offer this option to customers, helping them reduce Scope 3 greenhouse gas emissions.
ONE Sparkle is methanol and ammonia-ready for future conversion for alternative fuels (Photo from ONE)
The companies already have 200 vessels equipped with OCTOPUS (Photo from ABB)
DNV releases white paper on alternative ship fuels
It proposes a streamlined approval process of ammonia- and hydrogen-fuelled ships. Global
As the shipping industry continues its transition to carbon-neutral fuels, ammonia, and hydrogen are emerging as possible fuel options, however mandatory regulations governing their use are not yet in place. DNV’s latest white paper, “Safe introduction of alternative fuels – Focus on ammonia and hydrogen as ship fuels,” provides shipowners with insights and tools to navigate the evolving regulatory landscape and safely implement these fuels.
Increased safety focus
Both hydrogen and ammonia have properties that introduce new safety risks, triggering the need for increased focus on safety in ship design, construction, and operation. However, the lack of specific mandatory international regulations for ships running on these fuels is a barrier to their widespread adoption.
“Interim guidelines for ammonia in late 2024 and will continue developing similar hydrogen guidelines in 2025. The additional efforts to arrive at mandatory regulations are expected to take years. Given an accelerated development process, the earliest opportunity for new mandatory regulations in the IGF Code is 2028,” the DNV report read.
With its latest white paper, DNV aims to support customers in implementing these fuels by providing
Hydrogen and ammonia are emerging as possible solutions, and we are already seeing a growing newbuilding orderbook
increased predictability through classification rules and early dialogue with Flag Administrations. The paper also outlines the relevant safety challenges and considers the industry’s efforts to ensure safe adoption and operation of these fuels at sea.
No one-size-fits-all solution
Knut Ørbeck-Nilssen, CEO Maritime at DNV said: “In Maritime’s journey towards decarbonisation, there is no one-size-fits-all solution.”
“Hydrogen and ammonia are emerging as possible solutions, and we are already seeing a growing newbuilding orderbook,” he noted.
To get the benefits of the zerocarbon fuels, Ørbeck-Nilssen said the maritime industry will need careful planning, technical expertise, upskilling of seafarers, and a deeper collaboration across the industry. DNV is leading several initiatives to support the development and adoption of ammonia and hydrogen as marine fuels. These include the Nordic
China’s largest dual-fuel carrier begins voyage
It carries Chinese-branded new energy vehicles.
China’s
largest dual-fuel car carrier has started its maiden voyage from Nansha, Guangzhou. Yuanhai Kou is powered by a liquefied natural gas main engine, along with over 500 solar panels with a peak power of 302.8 kilowatts, currently the largest amongst similar vessels.
According to LONGi, which provided the ship’s solar modules, this photovoltaic system generates 410,000 kilowatt-hours of electricity annually, saving approximately 111 tonnes of fuel and reducing carbon dioxide emissions by 345.9 tonnes.
Yuanhai Kou measures 199.9 metres in length, with a gross tonnage of 68,252 tonnes and a displacement of 39,069 tonnes.
It features 12 vehicle decks,
including 8 fixed decks and 4 movable decks, with a loading capacity of 7,000 standard car parking spaces. It can carry all types of vehicles such as sedans, engineering vehicles, and buses, as well as MAFI cargo.
The ship is transporting vehicles produced by Chinese brands, over 90% of which are new energy vehicles. It will head to Greece, Turkey, Italy, and Tunisia.
Roadmap for Future Fuels project, the Green Shipping Programme, and the MarHySafe joint development project.
Understanding specific hazards
Linda Hammer, principal engineer at DNV and lead author of the whitepaper, stated: “To safely operate ships using hydrogen or ammonia as fuel, ensuring that the crew understands the specific hazards of these fuels and the safety features built into the design is vital. This will require updates to the safety management system, building in detailed operating
procedures, comprehensive training for up-skilling personnel, and potentially making organisational changes. All of which are essential for developing a robust safety culture throughout the organisation.”
DNV has developed prescriptive classification rules as far as possible, aimed at ensuring increased predictability for owners, designers, and shipyards. The first edition of the classification rules for ammoniafuelled ships was published in 2021, and the rules for hydrogen-fuelled ships were published in July 2024.
Fortescue’s Green Pioneer is the first ocean-going vessel fuelled by ammonia (Photo from Fortescue)
China
Yuanhai Kou measures 199.9 metres in length
CIC to ship 17.5m tonnes of clean fuel by 2030
Delivery will start by 2027 at the earliest.
Australia-based Climate Impact Corp. (CIC) is targeting the shipment of nearly 3.5 million tonnes of renewable hydrogen annually to Asia and Europe over the next five years, as global demand for clean fuel rises.
“In five years, we will be delivering close to three-and-a-half million tonnes per annum,” CIC Chairman David Green told Marine & Industrial Report. The supply will be coming from its two 10-gigawatt facilities in Australia, he added.
Demand for alternatives
According to Green, they are in talks with several firms in Japan, where there is a strong demand for alternative fuels such as ammonia from clean hydrogen.
The trend is being driven by major oil and energy companies seeking to transition away from natural gas and coal, as well as steel manufacturers decarbonising their operations.
The size of Japan’s ammonia market reached 1.3 million tonnes last year and is projected to hit 1.9 million tonnes by 2033, according to market research firm IMARC Group.
Tokyo is looking at ammonia to meet its environmental goals, which include achieving 100% ammonia-fuelled power generation and deploying zero-emission fuel technologies for ships by 2050.
Green said the company is also working with companies in South Korea, Singapore, Malaysia, Indonesia, and China.
The first delivery is expected by 2027 at the earliest. The Australian company partnered with Singaporebased Purus Marine Services Ltd. to bring the fuel to its markets.
According to Green, the demand for renewable hydrogen is powered by factors like a desire for zero-carbon fuels. However, traditional products do not measure transport emissions when claiming to produce a truly green hydrogen product.
Partnership details
Under the partnership, the parties will set up a zero-emission shipping route using vessels powered by green fuels, so the transported supplies align with each country’s environmental shipping standards.
Green said shipments would start with medium gas carriers, later expanding to larger ships as CIC increases its volumes. About 20 ships will be operating between Australia and Europe once full production begins, he added.
“We would then need to work with Purus closely to start to forecast the way in which we can execute that strategy to ensure that we’ve got all the infrastructure in place for us when we ramp up the delivery,” Green said.
Cleaner shipping hit by biofuel limits
The capacity to produce biofuels, such as biodiesel and bio-liquefied natural gas (bio-LNG), may not be enough to meet the global shipping industry’s demand to attain its net-zero carbon emissions goal, according to a report by Rystad Energy.
“Unconstrained biodiesel demand exceeds total supply and the outlook for bio-LNG is equally restricted, in both allocation and production,” according to Rystad Energy’s analysis.
Emissions target
The shipping industry has set a net-zero greenhouse gas (GHG) emissions target by or around 2050. This goal is being supported by the adoption of biofuels since these could be more cost-effective compared to traditional marine fuels such as very low-sulphur fuel oil, particularly when aligned with the low-emission thresholds established by the International Maritime Organization’s (IMO) Greenhouse Gas Fuel Intensity (GFI) standard.
If there are no supply constraints, Rystad Energy said global demand for biodiesel in shipping could exceed 140 million tonnes of fuel oil equivalent by 2028. Total biofuel production, however, could only peak at around 120 million tonnes even under ideal conditions, the report added.
Supply crunch
Applying sustainability criteria, which means prioritising secondgeneration biofuels, the potential drops to 40 million tonnes.
“Whilst projected demand is relatively modest at 16 million tonnes in fuel oil equivalent by 2028, the apparent surplus in supply is misleading,” said one of the report’s author Junlin Yu, senior data
This is a supply crunch that the shipping industry cannot afford to overlook
analyst, shipping, Rystad Energy. Yu noted that over 84% of global biomethane is already committed to electricity generation, with an additional 10% allocated to road transport. Other sectors, including the maritime sector, are only left with 6% of the supply.
“This is a supply crunch that the shipping industry cannot afford to overlook,” Rystad said, noting despite other alternatives such as ammonia and methanol, these may still not be ideal since they come with high costs and infrastructure challenges, leaving many shipowners hesitant and waiting for clearer market signals.
Careful planning
Biofuels remain as the most practical choice to meet IMO’s emissions standards. Blending them at 30% or 50% can help meet emission targets in the short term, whilst fully switching to 100% lowemission biofuels offers the greatest long-term savings.
Bio-LNG is an even cheaper option than biodiesel, particularly when supported by government subsidies, Rystad said.
However, this fragile transition needs careful planning to ensure the industry will be able to comply.
“To navigate the changing regulatory landscape, shipowners must act quickly, securing dependable biofuel supplies and aligning with GFI targets. In the race for cleaner shipping, success hinges not just on choosing the right fuel, but on securing it ahead of competitors,” Yu said.
Over 84% of global biomethane is already committed to electricity generation
Global maritime biofuel demand and global supply
Rystad Energy
US tariffs on Chinese ships may delay deliveries
Redeploying vessels to US trade routes based on shipbuilding origin would be inefficient.
US port fees on Chinesebuilt and -operated container and bulk ships, which account for more than 50% of global fleets, could lead to global shipping delays, including in Singapore, as these are redirected to non-US trade routes, analysts said.
“Shipping lines will try to use non-China-made ships for the US trade lane where possible,” Goh Puay Guan, an associate professor at the National University of Marine & Industrial Report.
“This redeployment based on shipbuilding origin would reduce efficiencies.”
Less congestion Maritime data from Linerlytica showed that as of May 2, Singapore’s queue-to-berth ratio was 0.16%, with 59 ships at port and 10 at anchorage, indicating less congestion than a year earlier, when the ratio was recorded at 0.47%.
The US began imposing port fees on Chinese-built, -operated and -owned vessels based on cargo weight, container count, or number of vehicles onboard on 14 October 2024.
Fees start at $50 (S$65)
per ton for bulk ships, $120 (S$155) per container for container ships, and $150 (S$194) per vehicle, with rates rising annually over the next three years.
Better prepared
The delays are unlikely to cause congestion at Singapore’s ports, Goh said, adding that the citystate is “better prepared” now for possible port disruptions since port operators would soon have access to the Maritime Digital Twin—a virtual, real-time replica of
a vessel, its systems, and its surrounding environment.
“This would help to reduce or manage port congestion by identifying potential buildup before or as they occur, and possible solutions that can alleviate the situation,” Goh told the publication.
Last year, traffic diverted from the Red Sea due to Houthi attacks caused the worst congestion in Singapore ports since COVID-19.
According to Goh, what could weigh on Singapore’s port volume is the trade war
Maritime leaders gather at Sea Indonesia 2025
The event featured 150 exhibitors.
The global maritime industry exhibition ‘Sea Indonesia 2025’ returned to JIExpo Kemayoran, Central Jakarta. The event carried the theme ‘Maritime One Stop Shop, The Most Exclusive Maritime Exhibition & Conference’.
“Over the course of three days, exhibitors and visitors were able to exchange views and information, as well as engage in business and investment collaborations. This event provides everything needed to support the realisation of such partnerships,” according to Johnson W. Sutjipto, president director of PT Kshatriya Piningit Kamulyan and the event organiser.
The exhibition featured more than 150 exhibitors, both from within the country and across Asia, Europe, the US, China, Japan, Singapore, the Netherlands, Denmark, Germany, Norway, and India.
The Japan Ship Machinery and
Equipment Association (JSMEA) also participated in the exhibition by occupying the Japan Pavilion.
It also featured the China Pavilion as one of the exhibition participants.
The exhibitors at the event are key players in the maritime ecosystems, which includes shipping companies, shipyards, law firms, fleet management, financial and banking institutions, port and marine services, P&I clubs, consultants, inspection agencies, classification societies, ship management, insurance companies, trade associations, along with ship engine and component manufactures.
There were also participants from amongst shipbuilders and designers, equipment suppliers, ship chandlers, terminal operators, marine engineering equipment companies, marine technology and service providers, as well as educational marine institutions and the maritime tourism sector.
between the US and China, which has already cut trade volume between them. “This could possibly impact our port transhipment volumes.”
Slashed capacities
US tariffs on Chinese goods have led shipping lines to cancel trips and consolidate routes, Andrew Coldrey, vice president for APAC at C.H. Robinson, said in an interview.
As of 1 May, vessels on the Trans-Pacific Eastbound route from Asia to North America had reduced the
If tariffs reduce the volume of trade, then this would have a corresponding impact on port volumes handled in Singapore
space available for cargo bookings, with capacity down 17% from typical levels due to weaker demand and cancelled sailings from China to the US, according to global logistics firm Flexport, Inc.
Carriers significantly cut capacity in May, with 29% of sailings cancelled for the week of 5 May, it said.
“If tariffs reduce the volume of trade, then this would have a corresponding impact on port volumes handled in Singapore,” according to Goh.
In 2024, the Port of Singapore broke its annual cargo handling record, processing more than 40 million twenty-foot equivalent units (TEUs).
As of 2 May, it had 358,399 TEUs at port, according to Linerlytica data.
Indonesia
Johnson W. Sutjipto, president director of PT Kshatriya Piningit Kamulyan
Carriers significantly cut capacity, with 29% of sailings cancelled for the week of 5 May
AI may not yet be smart enough to solve engine problems
Condition Monitoring Technologies (CMT) has cautioned against placing sole reliance on artificial intelligence (AI) in ship condition monitoring, warning that human expertise remains essential to ensure safety as well as accuracy in various aspects of maritime operations.
As the shipping industry rapidly adopts AI-driven systems for machinery testing and diagnostics, CMT acknowledges the growing potential of these technologies to process vast quantities of data and assist with condition monitoring tasks. However, the company insists that human engineers must remain “in the loop” to validate, interpret, and act upon technical data, particularly aboard increasingly complex and automated vessels.
“AI has a role to play, certainly – especially when it comes to analysing huge data sets generated during operations,” said CMT’s Managing Director David Fuhlbrügge. “But there are critical limitations in relying on technology alone. A sensor can tell you a pressure reading or temperature value. It cannot smell burning oil, feel excessive vibration, or recognise an unusual sound in the engine room. That’s where human intuition, experience and judgement come in.”
The company currently does not embed AI in its own monitoring devices, relying instead on sophisticated algorithms to provide reliable data interpretation.
The company suggests that in the future, AI and sensors will be relied upon to flag issues remotely. But crucially, these alerts will still require expert human evaluation, often from shore-based engineers in contact with onboard or visiting crews.
CMT envisions a likely shift
Human engineers are not a relic of the past. They’re the best safeguard we have
towards a hybrid model where monitoring is continuous during voyages, with mobile maintenance teams dispatched to address problems in port.
“Ultimately, we anticipate a setup similar to today’s engine manufacturer service models,” Fuhlbrügge continued.
“Sensors might identify a fault mid-voyage, and a flying repair team would meet the vessel at the next port. But without someone qualified to interpret those readings correctly, there’s a serious risk of either false alarms or overlooked faults.”
No ‘gut feeling’
The concern is compounded by the technical and financial burden of deploying high numbers of reliable sensors across all areas of a ship, especially if these systems themselves become points of failure. AI still lacks the ability to emulate the ‘gut feeling’ that seasoned engineers develop through years of experience, a critical quality when diagnosing nuanced mechanical issues.
“The shipboard engineer is effectively a multi-sensory detector,” Fuhlbrügge added.
“They notice smells, vibrations, small changes in behaviour, things no current AI or sensor suite can reliably do. That kind of holistic insight is still uniquely human, and indispensable.”
CMT stresses that rather than seeking to replace engineers, AI should be used to augment their abilities, enhancing maritime safety and efficiency through collaboration between people and machines.
“Seasoned engineers see
DR KIM JEONG WON DR LI HONGYAN
Senior Research Fellow, Energy Studies Institute, National University of Singapore Research Fellow, Energy Studies Institute, National University of Singapore
What the approval of the IMO carbon pricing proposal means for Singapore
On 11 April 2025, the International Maritime Organisation (IMO) took a major step forward by approving the first-ever carbon pricing mechanism for international shipping.
According to the approved proposal, known as J9, ships around the world may be subject to the world’s first carbon pricing system in the maritime sector by 2028. Singapore — a proactive initiator of the proposal and a leading global maritime hub — now faces both challenges and opportunities that could reshape its economy, port operations, and climate leadership.
AI as a useful extension of their own insight. But younger professionals, by contrast, are often more enthusiastic about the prospect of fully automating decision-making, even to the point of removing human involvement. This is as much a cultural shift as it is a technological one,” according to Fuhlbrügge.
Whilst acknowledging the long-term potential of machine learning to replicate more sophisticated aspects of human reasoning, CMT warns that significant obstacles remain. Chief amongst them is the need for massive, diverse, and highly contextual datasets to train such systems effectively, as well as the enormous energy requirements to power advanced neural networks, which are challenges that are yet to be resolved.
Humans as ‘best safeguard’ In the meantime, the company calls on industry stakeholders to adopt a balanced and pragmatic approach. “Let’s not be blinded by the promise of the full autonomous ship. Human engineers are not a relic of the past. They’re the best safeguard we have for a safe and reliable future at sea,” Fuhlbrügge said.
CMT is a leading developer of diagnostic systems for engine performance and fuel quality monitoring, with more than two decades of experience supporting ship operators and engine manufacturers worldwide. Its solutions provide realtime analysis of wear metals, combustion parameters, and fuel contamination – critical indicators of machinery condition. The company’s portable and onboard systems are used to help prevent prevent failures and optimise maintenance.
The J9 proposal, co-sponsored by Singapore and Norway, features a two-tier carbon pricing mechanism that combines a credit trading scheme with a global fuel standard. Vessels over 5,000 gross tonnes must meet the annual greenhouse gas fuel intensity (GFI) benchmarks, consisting of a minimum base target and a more stringent direct compliance target (DCT).
This scheme is expected to mark a significant shift for the industry where most ships still run on heavy fuel oil
Whereas ships outperforming DCT can generate tradable credits (surplus units), ships failing to meet the base target must purchase surplus units or pay $380/ tCO2e (S$491/tCO2e) on emissions exceeding the threshold. Ships that meet the base target but fall short of DCT must pay $100/tCO2e (S$129/tCO2e). Starting from 2028, the ships are required to reduce their GFI by 4% (base target) – 17% (DCT) compared to 2008 levels. These targets will be tightened annually to ensure the industry keeps making steady progress. This carbon pricing scheme, combined with GFI requirements, is expected to mark a significant shift for the industry where most ships still run on heavy fuel oil, one of the dirtiest fossil fuels.
For Singapore, a central player in global shipping, these requirements carry far-reaching implications, not only for compliance but also for competitiveness, innovation, and its leadership in green shipping. Singapore’s trading volume is more than triple the size of its economy, with total imports and exports equivalent to 326% of its GDP in 2024. The vast majority of this trade relies on maritime transport.
Singapore handles over 3 billion gross tonnes of vessel arrivals each year and maintains one of the world’s largest ship registries, with more than 4,000 vessels flying the Singapore flag. This dual role as both a major port state and flag state gives Singapore the responsibility as well as the opportunity to shape the future of maritime decarbonisation.
The 4% reduction in GFI, or base target, is relatively inexpensive to achieve. Most ships may be able to meet this requirement through operational improvements such as route optimisation or by blending in a small percentage of cleaner fuels like LNG or biofuels. However, achieving the 17% reduction and the incremental reduction targets will require a more fundamental fuel switch to zero and near-zero emissions marine fuels like green hydrogen-based ammonia and methanol, which are much cleaner but more expensive and not yet commercially or technologically viable at scale.
This move puts pressure on Singapore’s shipping industry to restructure its fleet.
No humans could lead to false alarms or overlooked faults.
Human engineers must remain in the loop to validate, act, and interpret technical data
Global
