The Port of Batangas in the Philippines is slated for a $60m expansion, fuelled by the planned capital expenditure from Asian Terminals, Inc. (ATI), the local partner of Dubai-based DP World Ltd.
The project would expand facilities to accommodate container vessels, roll-on/roll-off (ro-ro) carriers that transport most of the Philippines’ new car imports, as well as general cargo and passenger traffic, William Khoury, vice president for ports and terminals in Southeast Asia and CEO at DP World Philippines, told Marine & Industrial Report
The Batangas Port, which is two hours away from Metro Manila, handles more than
200,000 vehicles annually, mostly transported via ro-ro vessels. It manages more than 70,000 deliveries of imported compact cars, sedans, vans, and Asian utility vehicles annually, accounting for more than half of national car sales.
DP World has managed the facility with ATI since 2006.
The $60m expansion will cover the development of additional berths, yard space, and modern cargo-handling equipment. The rollout will take place over the next two years, according to Khoury.
DP World and ATI also run the Manila South Harbour in the national capital region and and Tanza Barge Terminal in Cavite province, which was launched in April 2024.
DP World recently completed a $100m upgrade of the Manila South Harbour, including the acquisition of two shipto-shore cranes, extension of Pier 3 to over 600 metres, and expansion of the container yard to 20,000 twenty-foot equivalent units (TEU). The investment also funded the purchase of environmentally friendly landside equipment.
The improvements raised the terminal’s annual throughput capacity to almost 2 million TEUs from 1.45 million. Its shipto-shore cranes can now handle vessels up to 20 containers wide.
“We have completed this expansion programme today, but we are already in the planning stages of what’s coming
The harbour ship was built by Pinnacle Marine.
Singapore
Singapore has launched its 16-metre harbour ship powered entirely by 100% biodiesel.
The President 100 was developed by Weichai Power, the China Classification Society (Singapore), Nanyang Technological University’s Marine Energy and Sustainable Development Centre (MESD), and Pinnacle Marine.
This development marks the start of full-scale operational testing for B100 marine fuel in real-world conditions.
President 100 was built by local shipyard Pinnacle Marine. It will now undergo a 1,000-
hour continuous trial in Singapore’s port waters to assess B100’s long-term performance, emissions, and reliability.
“B100 biodiesel offers an immediate pathway towards net-zero operations. Weichai’s high-efficiency marine power systems optimised for B100 not only reduce emissions but also set a benchmark for the global shipping industry’s green transformation,” Weichai said.
The project will also serve as a model for Singapore’s maritime energy transition and contribute to establishing industry-wide standards for biodieselpowered vessels.
The port handles over 200,000 vehicles annually (Photo from DP World Philippines)
It will undergo a 1,000-hour continuous trial in Singapore’s port waters MCI
Batangas Port handles over half of the Philippines’ car imports. Philippines
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In 2024, Manila South Harbour processed about 1.3 million TEUs, 8% higher than a year earlier, according to DP World.
DP World and ATI are also moving towards sustainability. About 20% of their truck fleet has been converted to electric vehicles, with a target to become fully electric within five years.
“We are working together with the government on a master plan to make sure that the growing volume and the growing economy in the Philippines can be serviced efficiently and at optimum cost to the end-consumer,” Khoury said.
Data from the Philippine Ports Authority showed national container traffic rose 13% year on year to 2.04 million TEUs in the first quarter of 2025.
The logistics company has also
We have completed this expansion programme today, but we are already in the planning stages of what’s coming next
opened its first warehouse in Singapore after unveiling similar facilities in South Korea and Hong Kong, as part of a push to expand its footprint in the Asia-Pacific market and fuel regional growth.
“This new warehouse strengthens our ability to support customers’ regional distribution strategies and efforts to enhance supply chain agility and resilience in today’s dynamic trade
environment,” Glen Hilton, CEO and managing director for AsiaPacific at DP World, said in an exclusive interview with Marine & Industrial Report
“In doing so, we are also advancing our long-term goal of being the logistics partner of choice across the Asia-Pacific region,” Hilton added.
The company is exploring other opportunities—whether through new sites, partnerships, or service offerings—and would continue to make strategic investments in key markets to strengthen its capabilities in the region, it said in a separate statement.
The multipurpose-built Singapore warehouse can be retrofitted to suit the requirements of cargo businesses depending on the type of goods they are tasked to manage, Hilton said.
The warehouse is 20 minutes away from Jurong Port (Photo from DP World) Glen Hilton, DP World CEO
What happens to shipping when half the world votes?
More than 70 national elections heighten political risk for shipping.
Politicalvolatility remains the top threat to global shipping, driven by conflicts, trade tensions, and a year of sweeping leadership changes.
According to the International Chamber of Shipping (ICS) Maritime Barometer Report 2024–2025, over 70 national elections, covering nearly half the world’s population, are contributing to an unpredictable operating environment.
“The risk of political polarisation and new tensions is also increasing,” the report stated, noting the still-unfolding impact of the US Administration’s recent universal tariff move.
These changes include the “significant and unintended consequences” on global supply chains from the proposed fees to be levied by the US government on Chinese-built and Chinese-operated vessels.
This marks the third consecutive year that political instability has ranked amongst the industry’s top risks, climbing from low concern in 2021 to the highest level of risk and lowest confidence recorded so far.
“One noteworthy trend has been a clear decline in maritime leaders’ confidence in their ability to steer issues related to geopolitical and regulatory challenges, and as more maritime leaders yearn for a return to what is known and predictable, amidst rising geopolitical volatility and uncertainty,”
the report stated.
With instability from constantly shifting global regulations on the rise, maritime operators are left vulnerable. There is an increase in interest for Trade Disruption Insurance (TDI) products worldwide.
Protection and indemnity (P&I) clubs are beginning to revise pricing, with premiums expected to rise by around 5%, according to S&P Global.
War insurance is becoming less available for shippers. According to the report, war is now reintroduced as a material risk for insurers to assess and quantify particularly after the conflicts in Ukraine, the Middle East, and Sudan.
“One noteworthy trend has been a clear decline in maritime leaders’ confidence in their ability to steer issues related to geopolitical and regulatory challenges, and as more maritime leaders yearn for a return to what is known and predictable, amidst rising geopolitical volatility and uncertainty,” the report stated.
On the brighter side, there is a more marked push to tackle associated risks with climate change and sustainability initiatives. The positive developments in regulations, technology, and training for new vessel designs and dual-fuel engines that aim to address operational inefficiencies have bolstered confidence.
“There appears to be a steady
CLPe, CNOOC finish HK’s largest LNG bunkering
The Hanoi Express received around 10,000 cubic metres of LNG.
CLPe and CNOOC
Guangdong Water Transport Clean Energy Company Ltd. (CNOOC) have completed the largest liquefied natural gas (LNG) bunkering with simultaneous cargo handling in Hong Kong.
The Hanoi Express, a container vessel from German shipping company Hapag-Lloyd AG, was supplied with approximately 10,000 cubic metres of LNG whilst also handling cargo at Kwai Tsing Container Terminals. Integrated bunkering and cargo operations at Kwai Tsing Container Terminals allowed the vessel to be filled with LNG and handle cargo within 24 hours, significantly cutting port turnaround time and operating costs.
The bunkering operation was carried out by CNOOC’s Haiyang Shiyou
301, a liquefied natural gas (LNG) bunkering and transportation vessel spanning 184.7 metres in length and 28.1 metres in width.
Notably, the vessel is recognised as the world’s largest vessel of its kind, featuring a substantial storage capacity of 30,000 cubic metres and a highefficiency refuelling rate of up to 1,650 cubic metres per hour.
The Hong Kong government has inked partnerships to focus on promoting he development of green maritime fuel-related businesses and establishing a market for the trade of green maritime fuels.
The region is currently the top bunkering centre in the GuangdongHong Kong-Macao Greater Bay Area, the second largest in the whole of China, and ranks seventh globally.
evolution in how leaders view such challenges, and they seemingly feel more equipped to handle them,” the report added.
Cyber risk ranks high
Cybersecurity ranks second in overall risk, following a string of highprofile attacks. Whilst confidence in handling cyber threats has grown slightly, ICS warns this optimism may be premature.
Two out of three organisations report lacking the skilled personnel to meet their cybersecurity needs, the report noted. The global cyber skills gap has widened by 8% since early 2024.
ICS credited growing confidence to increased awareness, better tools, and advances in artificial intelligence. Still, it cautioned that rising trust in systems may outpace actual preparedness. Despite increased confidence, the report cites CyberOwl’s latest data where just one in six shipowners fully
understand what a cybersecure vessel should look like upon delivery.
“This not only exposes a gap in the industry’s approach, but highlights a growing need for owners and operators to adopt a lifecycle-wide approach that embeds cybersecurity from design to daily operations,” the report stated.
Admin burden rises
For the first time, regulatory and compliance pressures have entered the top three risk categories. Confidence in managing this burden has declined slightly from last year, amid overlapping requirements from the EU Emissions Trading Scheme, FuelEU Maritime Regulation, and the IMO’s annual CII framework.
The report cites industry frustration with a lack of clarity and inconsistent implementation timelines, particularly as some policies face extensive revisions or political resistance.
Port of Amandayehan resumes full operations
The port can now accommodate larger RoRo and LCT vessels.
The Philippines has completed $7m-worth (PHP400m) of upgrades at the Port of Amandayehan in Basey, Samar in the Eastern Visayas region, marking the resumption of its full operations.
According to the Philippine Ports Authority (PPA), six landing craft tank vessels are operating actively between Tacloban port and Amandayehan port for cargo and passenger movement. The PPAfunded installation of navigational aids has been completed as well.
Infrastructure upgrades
The key upgrade is a $3.53m (PHP200m) investment for port expansion, enabling Amandayehan to accommodate larger roll-on, roll-off (RoRo) and landing craft tank (LCT) vessels. In addition, $1.76m (PHP 100m) is spent each for dredging works and for the installation of 14 navigational buoys. These are meant to improve port depth, vessel manoeuvrability, and maritime safety especially during night operations or inclement weather.
“With a fully operational port, modern navigational systems, and 24/7 maritime services, Amandayehan port is now ready to support economic growth and daily inter-island connectivity in the Visayas region,” PPA said in a statement.
Other ports in the country have
also been constructed or undergone expansions recently.
In Misamis Oriental, Aboitiz Construction has completed the construction of the Lagonglong Port. Te 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.
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.
Hong Kong
The $3.53m investment is for a port expansion
Amogy bags $23m for ammonia shipping tech
A Korean city hopes to use the tech to generate electricity.
Amogy has secured an additional $23m in venture financing, strengthening its push to advance ammonia-to-power technology for the maritime sector and support its expansion across Asia.
In a statement, Amogy said the round was co-led by Korea Development Bank (KDB) and KDB Silicon Valley LLC, with participation from new investors BonAngels Venture Partners, Pathway Investment, along with JB Investment.
Amogy has now raised a total of nearly $300m since inception, marking a new high in the company’s valuation.
“Support for a hydrogen-based economy is especially strong in Asia, and as the most cost-effective hydrogen carrier, ammonia is quickly
evolving into the leading zero-carbon fuel solution for these markets,” said Seonghoon Woo, co-founder and chief executive officer at Amogy.
The company launched the first carbon-free, ammonia-powered maritime vessel in September 2024, which allowed it to form partnerships with maritime industry leaders to deploy its technology in newbuild and retrofit vessel applications.
Amogy has also expanded operations in South Korea and accelerated the applications of its technology in stationary power generation.
This includes a partnership with the city of Pohang to deploy an ammoniafuelled distributed power generation system up to 40 megawatts for commercial operations by 2028-2029.
Percentage of newbuild vessels fitted with propulsion ESDs, fleet and orderbook
Propeller retrofit demand soars four-fold since 2020
However, very few ships are equipped.
APAC
Anew study showed that demand for advanced propeller retrofits and energy saving devices (ESDs) has nearly quadrupled since 2020 as shipping owners and operators boost efforts to meet tightening emissions regulations.
The Energy Saving Devices Retrofit Report from Lloyd’s Register (LR) highlighted that high-efficiency propellers can provide fuel savings ranging from 3% to 10%, whilst popular devices such as rudder bulbs canachieve reductions of up to 3.5%.
However, only 1.74% of the global fleet currently features the rudder bulb. When it comes to the orderbook,
8.42% of vessels on order choosing to install energy saving devices.
The proportion of vessels on the orderbook fitted with a particular device is between two and six times higher than for those vessels already in service.
The Lloyd’s Register report highlighted that bulk carriers, tankers, and container ships have the highest adoption rates due to their substantial fuel consumption profiles. Notably, 16.87% of bulk carriers on order will feature rudder bulbs compared to just 6.74% of the existing fleet. In the container ship segment, rudder bulbs, stator fins, and boss cap fins are each present on at least 10% of vessels.
Source: Lloyd’s Register Energy Savings Devices Retrofit Report
MOU signing with the city of Pohang (Photo from Amogy)
Pyxis eyes Asia for solar-powered boat expansion
The startup’s solar-electric vessels aim to decarbonise inland waterways.
Singapore-based electrification tech startup
Pyxis is preparing to roll out its solar-powered river boats across Asia, targeting ports that are under increasing pressure to decarbonise their operations.
The company sees its cleanenergy vessels as scalable commercial solutions to support the global maritime industry’s net-zero targets.
“That is very much in the work in Asia, because we think ports all around Asia, similar to Singapore, are also under pressure to decarbonise, to become greener,” Tommy Phun, founder and CEO at Pyxis, told Marine & Industrial Report “These are commercial solutions that can be deployed overseas.”
Deployment
The company delivered Singapore’s first Pyxis R ferry to local river cruise operator WaterB in March. After four months, three out of the planned 10 units had already been deployed for cruises along the Singapore River.
The launch came a year after Pyxis unveiled its X Tron, the first in its series of fully electric passenger transfer vessels known as Pyxis One. It was chartered by York Launch, a Singapore-based boat operator, and its maiden voyage sailed from Sentosa Cove Jetty to Lazurus Island.
Each Pyxis R unit is equipped with solar panels that generate 20 kilowatt-hours of energy daily, covering most of its power needs to operate. The vessel’s vehicle-to-grid capability lets it return excess power to the grid—enough to supply electricity to two public housing apartments in Singapore.
“What this can do is to turn the Pyxis R into a floating solar farm, and in the future, it’s able to power micro waterfront projects, facilities, piers, pontoons, lights, sound systems, or boat floating structures,” Phun explained.
Singapore, which accounted for 8% of global carbon dioxide emissions in 2024 alongside China’s 9%, is accelerating its solar adoption. The city-state achieved its 2025 target of deploying 1.5 gigawatt-peak (GWp) of solar energy earlier this year and is on track to meet its 2030 goal of 2 GWp which is enough to power 350,000 households annually.
About the vessel
Phun said the remaining Pyxis R vessels would be delivered to WaterB in the next few months, and the company is exploring potential partnerships to expand deployment both within Singapore and regionally.
The boats could be used by resorts to carry tourists or as diving boats, he said.
The Pyxis R travels at four to five knots (7 to 9 kilometres per hour) and has an energy demand comparable to just three hair dryers. Its catamaran hull design ensures stability and can transport as many as 48 passengers.
The vessel is also equipped with Electra, which is Pyxis’ proprietary Internet of Things (IoT)-powered ship management system.
“Pyxis is electrified, so that means a lot of data points we are now able to collect, feed it into our software and create new features to increase productivity,” Phun told the publication.
Electra enables real-time monitoring of performance, power levels, remaining range, and optimal deployment routes. Using the system, vessel operators can track carbon savings, vessel location, and onboard weather information to make faster and smarter decisions on routing, maintenance, and energy use.
Other projects
Pyxis L is the company’s luxury electric vessel and is an evolution of Pyxis R and Pyxis One. A keel laying ceremony was recently held for the new model.
Phun said one unit is scheduled for deployment by Singapore River Cruise Pte Ltd., which operates the city’s iconic bumboats.
To further boost the commercialisation of electric vessels in Singapore, Pyxis has been working with SP Group
for the establishment of public chargers for harbour craft.
The 150kW direct current chargers have been installed at the Marina South Pier in 2024, and the project is set to run in a two-year pilot test, according to SP Group.
Phun said Pyxis has also signed a memorandum of understanding with SP Mobility to operationalise vehicle-to-grid technology in electric vessels.
In November 2023, Pyxis
signed a memorandum of understanding with the Japan-based Mitsui O.S.K. Lines (MOL), which is one of the world’s biggest shipping companies, operating for over 100 years now. The collaboration focused on joint development and marketing of EVs in Singapore and Japan.
The company aims to be the market leader in coastal electrification. Phun said, “Our vision as a company is to become the Asia Pacific
market leader for maritime electrification. Our strong network, industry expertise and proprietary technology allow Pyxis to focus on data-driven designs and optimisations to expand beyond Singapore to sister ports in the APAC region. Our team of industry experts is immersed in the intricate workings of the coastal maritime landscape and is united by a shared vision to overcome the sector’s demands and challenges.”
Tommy Phun CEO Pyxis
We think ports all around Asia, similar to Singapore, are also under pressure to decarbonise, to become greener The
The Pyxis R travels at four to five knots and has an energy demand comparable to just three hair dryers (Photos from Pyxis)
vessel is also equipped with Electra, Pyxis’ proprietary ship management system
Keel-laying ceremony for the Pyxis L Singapore
DNV clears HD Hyundai Mipo’s new LR2 tanker design
It replaces the traditional pump room with a hydraulic-powered one.
DNV has awarded an Approval in Principle (AiP) to HD Hyundai Mipo for a new secondgeneration LR2 tanker design featuring a hydraulically driven cargo pumping system from Framo as part of the Nor-Shipping trade fair.
The newly introduced design has the potential to significantly enhance safety, cargo handling performance, and energy efficiency.
Design features
The key feature of the new design is the elimination of the traditional pump room. This not only increases cargo capacity, but also removes a hazardous area, with the goal of significantly enhancing the overall safety of both the vessel and the crew onboard.
Other design features include a simplified cargo piping system with all valves and pipes located on deck, eliminating piping penetrations between segregations as well as the use of one submerged pump per tank for complete cargo segregation, minimising the risk of contamination.
All together, these features
We have developed a design that not only enhances safety and efficiency but also offers tangible environmental benefits
are tailored to enable faster, more efficient cargo operations, with reduced turnaround time, and increased vessel utilisation.
The vessel is additionally outfitted with deck-mounted cargo heaters, removing the need for in-tank heating coils. This is designed to minimise slop generation and allow for quicker, more effective tank cleaning, again with the goal of reducing downtime and improving operational efficiency.
“This achievement reflects our commitment to delivering next-generation solutions that meet both operational and environmental expectations. Through this collaboration with DNV and Framo, we have developed a design that not only enhances safety and efficiency but also offers
tangible environmental benefits,” said Dongjin Lee, vice president and head of the Initial Design Division and Detailed Design Division at HD Hyundai Mipo.
Improved sustainability
“Depending on the operational profile, we calculate that this design could reduce fuel consumption by up to 800 MT annuallycontributing directly to lower emissions and improved sustainability for our
customers,” he added.
“We are proud to award this AiP to HD Hyundai Mipo for a design that clearly demonstrates their innovative spirit and goal of driving the tanker industry forwards. This second-generation LR2 tanker design is a great example of how close collaboration can lead to improvements in both performance and sustainability,” according to Cristina Saenz de Santa Maria, chief operating officer of DNV Maritime.
“With this AiP, they also show that they are putting safety at the forefront of innovation, by building on the basis of the world’s most advanced classification standards,” she continued.
An Approval in Principle (AiP) is an independent evaluation of a concept based on a predefined framework of requirements. It confirms the feasibility of the design and ensures there are no significant technical obstacles hindering its implementation.
ITOCHU to build 5,000 cbm ammonia vessel
Another agreement was signed for an ammonia tank plant.
Japan
ITOCHU Corporation has signed a shipbuilding agreement with Sasaki Shipbuilding Co., Ltd. for the construction of a 5,000-cubic-metre ammonia bunkering vessel.
In a statement, ITOCHU said another agreement was signed with Izumi Steel Works Ltd. for the construction of an ammonia tank plant that will be loaded onto the bunkering vessel.
These agreements were signed by Clean Ammonia Bunkering Shipping Pte. Ltd., a wholly owned Singapore-based specific purpose company of ITOCHU.
The deals are intended to advance an ammonia bunkering project in Singapore, adopted by the Ministry of Economy, Trade and Industry in Japan as part of the Global South Future-oriented CoCreation Project.
The vessel will be flagged under the Singapore Registry and is expected to be delivered in September 2027.
“Going forward, with an eye toward the demonstration of ammonia bunkering in Singapore after building the world’s first newbuilding ammonia bunkering vessel, efforts will be made to facilitate concrete discussions with the maritime stakeholders, including the port authority in
Singapore, the Maritime & Port Authority of Singapore (MPA), and the fuel producers, whilst obtaining support from the Japanese Government,” ITOCHU said.
Following this development, the Japanese company will establish an offshore bunkering operation of ammonia as a marine fuel by way of ship-to-ship transfer.
By utilising the vessel, ITOCHU said it will establish a connection between the first movers in clean ammonia production and the first movers in the ammoniafuelled vessels. It will also secure initial demand for ammonia as marine fuel, aiming at the commercialisation of ammonia bunkering business in Singapore and the expansion of a similar business model to major maritime transportation points.
Cristina Saenz de Santa Maria (L) and Dong Hyon-woo (R), Head of Hull Initial Design & Technology Strategy at HD Hyundai Mipo
The vessel is set for delivery in September 2027
Seatrium bags FSRU conversion deal
The project will commence in the third quarter.
Seatrium Limited has secured a deal for the conversion of a liquified natural gas carrier (LNGC) into an FSRU, or a floating storage regasification unit.
In a statement, Seatrium said the project was secured from Kinetics, an energy transition initiative by global floating power leader Karpowership.
The conversion of LNGT Türkiye includes the installation of a regasification module, a spreadmooring system, and integration of key supporting systems such as cargo
handling, offloading, utility, electrical, and automation systems.
The award follows Kinetics’ confirmation of the option for a fourth FSRU conversion project with Seatrium in April 2024, the award of three LNGC conversions into FSRUs for the company, with an option for a fourth project.
The latest project is scheduled to commence in the third quarter of 2025.
Since 2007, the Singapore-based company has successfully secured a total of 21 FSRU/floating storage unit conversion projects.
MOL tests biofuel on coal carrier voyage
This is a first trial navigation by a Japanese electric power firm.
Mitsui O.S.K. Lines, Ltd. (MOL) has refuelled its operated coal carrier HOKULINK with biofuel at Yeosu Port in South Korea.
In a statement, MOL said the biofuel used for this refuelling is ISCC-EU certified and is a blend of 30% organic resources derived from living organisms, such as waste cooking oil, and mineral oil (B30). It is expected to reduce carbon emissions during navigation by approximately 30% compared to conventional fossil fuels.
HOKULINK, which transports coal for Hokuriku Electric Power Company, then began technical trial voyages using biofuel.
This marks the first use of B30 in a technical trial navigation by a Japanese
electric power company.
The use of biofuels requires no modifications to conventional marine diesel engines, making them an effective alternative to fossil fuels and an effective means of reducing GHG emissions.
Tech-based credits
The company has also obtained 2,000 tons of technology-based carbon dioxide removal (CDR) credits, making it the first Japanese shipping company retirement.
Technology-based CDR credits were designed to remove and store carbon over extended periods. These will not directly offset greenhouse gas emissions within the company’s value chain, but they have a critical role in removing emissions at an entire society.
Purus taps HHI for 180,000 cbm LNG carrier
The vessel will be delivered in two years.
Purus has tapped Hyundai Heavy Industries to build a 180,000 cbm liquefied natural gas carrier (LNGC) as a new addition to their fleet.
In a statement, Purus said it expects the ship to be delivered in the fourth quarter of 2027.
After this, the vessel will enter into a long-term charter agreement with an unnamed energy company.
This latest order brings Purus’s current newbuilding programme to a total of ten gas carriers under construction at Hyundai Groupaffiliated shipyards.
The upcoming vessel will be equipped with advanced dual-fuel propulsion and optimised to utilise natural gas boil-off as fuel. The ship is expected to reduce carbon emissions
up to 25% and nitrogen oxides by 85% compared to conventional marine fuels. The use of LNG in this design also ensures negligible output of sulfur oxides and substantially reduced particulate matter.
“The vessel will surpass EEDI Phase III requirements and incorporate performance-optimising features –including a twin skeg highly optimised hull design – to enhance fuel economy and propulsion efficiency,” Purus said in a statement.
“This LNGC newbuild further underscores Purus’s continued commitment to enabling the clean energy transition by supporting the utilisation, supply, and transportation of cleaner-burning fuels,” Purus added.
Japan
The conversion includes a regasification module, a spread-mooring system, and key supporting systems
South Korea
The ship is expected to reduce carbon emissions up to 25%
OneCare Group tackles seafarers’ mental health at sea
Unmet psychological needs can manifest as stress and emotional withdrawal, experts said.
Health experts at OneCare Group (OCG) say that it is time to address the urgent and growing concerns surrounding the sexual health and emotional wellbeing of seafarers worldwide.
The unique nature of the profession, with long voyages and limited opportunities for intimacy, can lead to challenges such as sexual frustration and increased mental strain, including depression, risk-taking behaviours, and, in some cases, even aggression.
Highlighting the impact of this isolation, Charles Watkins, founder and clinical psychologist at MHSS, commented, “Unmet psychological and physiological needs can manifest as stress, irritability, and emotional withdrawal, turning a seafarer’s voyage into an internal battle against frustration and detachment.”
Emotional toll
Mental health at sea is usually focused on fatigue and stress, but the emotional toll from long periods without intimacy is often overlooked or left unspoken, despite it playing a crucial role in overall wellbeing.
“There remains a stigma around discussing sexual frustration and emotional loneliness in the maritime industry. Seafarers may suppress these feelings due to fear of judgement, leading to further internalisation of stress and mental strain,” said Stella
Normalising conversations around the topic is essential for promoting a more open environment
Kiss, psychologist at MHSS.
“Raising awareness and normalising conversations around this topic is essential for promoting a more open and supportive environment.”
Whilst sexual frustration is a common issue, particularly for those with partners onshore, sexually transmitted infections and diseases (STIs and STDs) are also a concern. This is largely due to factors such as the lack transparency and understanding surrounding the sharing of this information.
“Seafarers with chronic Hepatitis and HIV can work on a vessel if well-treated and stable but remain potentially contagious as long as the virus is detectable. Due to privacy laws, this information is usually not shared. Consequently, there are few, if any, regulations on instructing seafarers on behaviour or informing the captain in case of a medical accident involving an infected seafarer where others might be exposed,” said Jens Tülsner, chief executive officer and founder of Marine Medical Solutions (MMS).
Unlike the general public, seafarers may be more vulnerable to STDs due
Global maritime incidents surge 42% since 2018
An ageing fleet is one of the causes of the increase in casualties.
The number of maritime casualty incidents has increased by 42% between 2018 and 2024, a new DNV report said.
DNV’s report noted that the global fleet grew by just 10% in the same period. DNV said that the increase in incidents was caused by an ageing fleet and machine damage/failure, highlighting the risks associated to operating older ships.
Based on data provided by Lloyd’s List Intelligence, machinery damage/ failure was responsible for the highest number of casualty incidents in all years, accounting for 60% in 2024, up from 38% a decade ago. Cases involving vessels more than 25 years old, meanwhile, accounted for 41%, up from 32% in 2014.
“As freight rates surged in a
tonne-miles driven market, many shipowners delayed scrapping older vessels, which put seafarers, cargo and the environment at greater risk,” according to Knut Ørbeck-Nilssen, CEO of DNV Maritime.
“The industry must act decisively to improve safety standards amid an ageing fleet. This includes upgrading fire suppression systems, enforcing stricter maintenance and ensuring regulatory compliance,” he said.
to factors like extended time away from home, limited healthcare access, lack of sexual health education, and possible interactions with multiple partners during their port visits.
When questioned on ways to minimise the impact of sexual abstinence on mental health, Luca Hütter, clinical psychologist at MHSS, stated, “Open conversations with trusted peers can help normalise these challenges by creating a supportive environment where seafarers feel comfortable discussing their experiences without fear of judgement,” highlighting the need for more dialogue and openness surrounding these sensitive issues.
OneCare Group aims to reduce
the stigma and promote sexual health awareness by providing tailored training to its seafarers. The programmes, both online and inperson, address key issues such as STIs, safe sex practices, and common misconceptions about sexual health. Special attention is also given to gender- and sexuality-specific concerns, such as the unique and additional challenges faced by women and LGBTQ+ seafarers.
“Promoting sexual health requires a multifaceted approach that considers cultural sensitivities, fosters an environment of openness, and provides targeted support for LGBTQ2+ crew members,” said Dafni Katsampa, psychologist at OneCare Group.
OneCare Group’s tailored training to seafarers aims to reduce stigma and promote sexual health awareness
Global
Machinery issues were was the most common case
Volvo Penta rolls out electric IPS propulsion tech
Volvo Penta launched its new fully electric marine propulsion range, built on the Volvo Penta IPS platform. This is another milestone in the company’s path to deliver zero emission vehicles and vessels on land and at sea.
Initially developed for the marine commercial sector, this new Volvo Penta IPS electric range includes five drivelines, aimed to deliver enhanced efficiency, precision and flexibility, whilst reinforcing Volvo Penta’s commitment to productivity, safety and sustainability.
Fit-for-purpose
The Volvo Penta IPS Electric (E) range is a powerful complement to the hybrid electric (H) solutions introduced earlier in 2024. Together, they offer customers a broad selection of ‘fit-for-purpose’ solutions tailored to diverse operational needs and duty cycles.
In this new, fully electric marine propulsion offer, the electric motor is directly coupled to the Volvo Penta IPS driveline and available in twin, triple, or quadruple configurations. This opens possibilities for a broader range of vessels to harness the core
benefits of the Volvo Penta IPS system – such as Electronic Vessel Control (EVC), forward-facing propulsion, and outstanding manoeuvrability.
“We have built up strong expertise based on 20 years of efficient operation with more than 40,000 Volvo Penta IPS drivelines in operation, as well as recent successful market pilots in marine electrification,” according to Anna Müller, president of Volvo Penta.
“Our aim with this new range is to deliver a plug and play electric propulsion solution, keeping the uniqueness of our core competence, but also designed
to scale together with 3rd party integrators,” Müller added.
Benefits
Amongst the most notable benefits of the Volvo Penta IPS solution is its forward-facing efficiency, which pulls the vessel through water, rather than pushing it. When paired with electric motors, this delivers a high-performance, zeroemissions solution for a wide range of operational profiles. Further efficiency gains can be realised by the system’s responsive acceleration, tight turning radius, superior grip, and precision control. For operators, the result is more
silent and smooth journeys with minimal environmental impact.
Starting in the fourth quarter of 2025, Volvo Penta will roll out the IPS900E (up to 515 kW), followed by models like the IPS650E (up to 374 kW).
The aim is to electrify all five drivelines in the Volvo Penta IPS range, targeting power outputs from 220 kW to 1.1 MW per driveline – scaling up to 4.5 MW for quad installations.
The complete electric range will include full ‘helm-to-propeller’ functionality, maintaining the manoeuvrability and control.
This includes Volvo Penta’s Electronic Vessel Control (EVC)
Our aim with this new range is to delivery a plug and play electric propulsion solution
system, with premium features like Joystick Driving, Dynamic Positioning System, Autopilot, and Assisted Docking.
Operators will benefit from a fully integrated HumanMachine Interface (HMI) that enables seamless drive mode selection and system monitoring via the Energy Management System (EMS). Available modes include Pure Electric, Hybrid Electric, and Hybrid Fuel, enabling ease of operation and a seamless experience at the helm.
Volvo Penta offers a full range of marine generator sets, both fixed and variable speed, serving as the primary energy source or battery-extending support. These onboard gensets can deliver power on demand of the electric driveline as well as enable redundancy, balance running hours and prolong service intervals. If one generator is offline for maintenance, others seamlessly take over, enhancing reliability. This ‘power of plenty’ approach boosts productivity and maximises uptime.
Marcura integrates wait time data in Dataloy
Teams can access DA-Desk and Portlog without switching systems.
Integration adds predictive port cost and wait time data into Dataloy’s VMS, reducing system-switching for chartering and operations teams.
Marcura and Dataloy Systems announced a new phase in their longstanding strategic partnership, adding deeper automation and embedded insights into Dataloy’s Voyage Management System (VMS).
The expansion is designed to give chartering and operations teams direct access to key Marcura products, including DA-Desk, Portlog and Marcura Claims (formerly ClaimsHub), without the need to switch systems.
For many maritime professionals, Dataloy is their primary operating environment, used to schedule voyages, appoint agents, and monitor voyage profitability. Embedding Marcura’s workflows brings those tasks into one interface, ensuring teams have the specific information they need, exactly when they need it.
Marcura and Dataloy have long offered integration through the DA-Desk Integration System (DIS), supporting automated synchronisation of port call, DA service order triggers, invoice retrieval and posting, and live DA milestone updates.
The latest expansion to the partnership adds significant new capabilities, including enabling chartering and operations teams to view predictive port costs and waiting times within Dataloy, powered by Portlog’s
global port performance data. For more detailed analysis, users can navigate directly to the corresponding page on the PortLog platform with a single click. Marcura and Dataloy continue to invest in joint development. The next phase will focus on three key aspects. Enhanced PortLog insights will provide deeper visibility into data like turnaround benchmarks and delay predictors. Integration with Marcura Claims will automate claims based on port events, syncing them with voyage records. Improved laytime tool interoperability will ensure synchronized outputs across both platforms for better team coordination.
Dylan Ray Mace, vice president of sales and partnerships for Marcura, said, “Chartering and ops teams already live in Dataloy. They don’t want to waste time navigating several tabs just to check port costs or follow up on a DA. This integration brings vital information into their existing workflow.”
The complete electric range includes full ‘helm-to-propeller’ functionality (Photo from Volvo Penta)
Dylan Ray Mace (L) and Erik Fritz Loy (R)
APAC set to be world’s largest carbon shipping market
The region will likely need 80 specialist vessels for carbon sequestration by 2055.
The Asia Pacific region is expected to become the world’s largest carbon dioxide (CO2) shipping market, according to a new carbon capture, utilisation and storage (CCUS) report from global energy consultancy Xodus and Subsea7.
In “Forecasting the APAC CCUS Infrastructure finds that by 2055,” the companies said APAC may need over 90 storage sites, around 8,000 kilometres (km) of pipelines, and almost 80 specialist
vessels to deliver its CO2 sequestration needs.
Projections
Japan and South Korea are projected to lead demand for CCUS, with the requirement for storage possibly necessitating “an offshore industry similar in scale to the gas infrastructure currently operational in north west Australia.”
The report also finds that CCUS projects linked to LNG assets could reduce costs by 10% to 15%, the
equivalent of shortening shipping distances by over 3,000 kilometres.
“Whilst APAC currently trails areas like the North Sea in terms of deploying commercial-scale CCUS to serve industrial emitters, its large emissions footprint and operational experience in CO2 re-injection positions it to become a global hub for CCUS development in the decades ahead,” said Simon Allison, vice president for Asia Pacific at Xodus.
The region is expected
International collaboration will be critical to unlocking APAC’s potential to become a world leader in CCUS deployment
to initially depend on international emitters and long-distance shipping, with local emitters providing a small portion of the demand.
This differs from the approach in Europe, where most CCUS projects rely on nearby emitters mainly served through pipelines.
Offshore transport and storage costs will initially be high due to long distances, but will later on fall as local facilities near demand centres are developed.
Unlocking potential
“Our research outlines the projected development of offshore CCUS infrastructure across ten APAC countries between 2035 and 2055, highlighting the region’s unique challenges and opportunities,” said Olivier Mette, global advisory director at Xodus.
“China and India are expected to focus on
domestic storage solutions, but many APAC nations face vast distances - sometimes over 5,000km - between CO₂ emitters and suitable offshore storage sites. This mismatch is a defining feature of the region’s CCUS landscape,” he said.
“Our analysis, backed by regionally adjusted cost assumptions and a robust, bottom-up methodology reviewed by leading industry bodies, demonstrates that while early projects will face high transport costs, these are expected to fall significantly as infrastructure scales and more emitters enter the market,” he continued.
“International collaboration, shipping infrastructure and regulatory alignment will be critical to unlocking APAC’s potential to become a world leader in cost-effective, large-scale CCUS deployment,” the advisory director added.
Xodus expects almost 80 vessels for interregional shipping will be needed in 2055, the equivalent of 20% of Asia’s current LNG fleet. When using tonnage as a comparison, the study finds that building six CO2 carriers per year over 15 years is eminently achievable.
Wärtsilä hybrid propulsion to optimise vessel efficiency
The tween decker vessels are expected to be delivered in 2027 and 2028.
Technology group Wärtsilä will supply an integrated hybrid propulsion solution for four new 10,700 DWT geared tween decker vessels, which are built for Dutch ship owner and maritime service provider Vertom Group.
Combining the Wärtsilä 25 mediumspeed 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 complements Vertom’s ongoing fleet renewal programme and commitment to sustainable shipping. The order with Wärtsilä was booked in the first quarter of the year.
“After the success of the diesel-electric propulsion concept in the short-sea sector, Vertom has once again embraced the challenge, this time for vessels with a transatlantic sailing profile.
The Vertom 10,700 design seamlessly integrates cutting-edge innovation with an economically viable approach, with a strong focus on reducing the carbon footprint. We are grateful for the collaboration and support from Wärtsilä, who are committed to contributing to this project,” said Thomas van Meerkerk, head of business development and innovation at Vertom.
The full scope of Wärtsilä’s supply includes the Wärtsilä 25 engine, NOx reducer, gearbox, controllable pitch propeller (CPP), transverse thruster,
This combination of solutions represents the latest advances in marine technology, offering both performance and environmental benefits
and the Wärtsilä ProTouch remote propulsion control system. Through the combined optimisation of the propeller, power supply and hull, these vessels will be able to achieve high efficiency and enhanced performance.
In addition, all four vessels will be equipped with Wärtsilä EcoControl, which will further enhance the vessel power and propulsion system to balance 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.
About the project
“This combination of solutions represents the latest advances in marine technology, offering both performance and environmental benefits. It underscores our commitment to decarbonising shipping operations and significantly increasing efficiencies, whilst at the same time lowering
operating costs,” according to Luuk Hijlkema, senior sales manager for Benelux, Wärtsilä Marine.
The vessels have been designed by Groot Ship Design and are under construction at Chowgule Shipyards in India. Groot Ship Design took the original wishes of Vertom and created the initial design. The project is also supported by Eekels Technology as the specialist for E-power & Drive systems and as the dedicated system integrator.
The Wärtsilä and Eekels Technology scope was integrated into the final design, with both teams collaborating closely on the system integration and further optimisation of the
performance of the vessels.
“Intensive collaboration between Groot Ship Design, Eekels Technology and Wärtsilä results in an optimal propulsion design and system integration,” according to Ulco Hoekstra, manager of Sales & Business Development at Eekels Technology.
The Wärtsilä equipment is scheduled for delivery to Chowgule Shipyards in 2026, and the vessels are expected to be delivered in 2027 and 2028. Once delivered, the vessels will be deployed on the Europe Caribbean Line (ECL), in partnership with Vertraco Shipping, also part of Vertom Group.
LNG assets-linked CCUS projects could reduce costs by 10% to 15%
Once delivered, the vessels will be deployed on the Europe Caribbean Line (Photo from Vertom Group)
Shippers seek clearer rules to cut carbon emissions
A new IMO scheme rewards low-emission ships and penalises heavier polluters.
Maritime leaders must prioritise clear regulations and financial rewards, stronger support from bunkering ports, and improved data sharing to speed up decarbonisation, as the industry is responsible for nearly 3% of global greenhouse gas emissions.
These three key areas emerged as the industry’s most pressing needs, according to a Global Centre for Maritime Decarbonisation (GCMD) and Boston Consulting Group survey. “The full impact on the pace and scale of maritime decarbonisation will only be known over the next couple of years,” it read.
“72% of respondents chose either consistent regulations or financial incentives and subsidies,” the report said.
“Amongst them, almost 4% highlighted compliance, whilst 28% identified financial incentives as most important.”
Penalties and compliance
Shipping’s share of global manmade emissions increased from 2.76% in 2012 to 2.89% in 2018, according to an a report published by the International Maritime Organization (IMO).
Meanwhile, last April, the IMO approved a Greenhouse Gas Fuel Intensity pricing framework at its MEPC 83 session, penalising operators with higher emissions whilst rewarding those who outperform emission targets.
Ships that fail to meet the “Direct Compliance Target” must purchase carbon credits priced at $100 per tonne of CO₂ equivalent. If they miss the “Base Target,” operators must either rely on previously banked credits or buy more expensive
Renewable energy is being utilised in port operations
credits at $380 per tonne.
Meanwhile, adoption of lowcarbon alternatives is gradually expanding. Nearly half (46%) of stakeholders now use bioblended fuels, whilst 6% have incorporated methanol fuel into their fleets.
Implementation
Supporting this transition, Singapore introduced a national standard for methanol bunkering and initiated ammonia bunkering trials. The city-state became the world’s top biofuel bunkering port in 2024, surpassing Rotterdam, and handled 54.9 million metric tons of fuel that year.
Alongside Singapore, other major ports—including Rotterdam, Antwerp-Bruges, Long Beach, and New York/ New Jersey—are offering green port incentives, such as discounted port dues, preferential berthing, and grants tied to performancebased criteria.
Still, progress remains uneven, particularly in Asia, with only a few ports ready to handle low and zero-carbon fuels at scale, according to a separate report by the Centre for World Futures.
“Renewable energy is being utilised in port operations, with solar and wind being considered the most common energy sources,” it said. “However, challenges such as a lack of space hinder their widespread adoption.”
Globally, broader implementation also remains limited. Amongst methanol
adopters, usage is confined to fewer than 20% of vessels, while 69% of bio-blended fuel users apply it to under one-fifth of their fleet, the report noted.
The majority (77%) of maritime stakeholders considered achieving net zero by 2050 a high priority, whilst 60% had established net zero targets, said Sanjay Kuttan, chief strategy officer at GCMD and one of the report’s authors.
However, the deployment of new solutions, like ammonia, methanol, wind-assisted propulsion systems, solar panels, super-light ships, optimisation of water flow through hull openings, and air lubrication, remains limited.
For example, all methanol users reported it’s used on fewer than one-fifth of their ships, whilst 69% of bio-blended fuel users also reported applying it to under 20% of their fleet.
Barriers
Cost remains the main barrier to the implementation of alternative marine fuels like bio-blended fuels (52%), methanol (44%), along with ammonia at 39%.
Differing operating conditions and unclear regulatory guidelines also challenge compliance efforts.
“The uncertain and disruptive global tariff environment threatens to trigger stagflation, potentially forcing governments to redirect fiscal resources towards support.”
“Whilst regulatory regimes continue to move towards stricter emissions standards,” he said. “The journey will be increasingly dependent on how effective shipowners and operators navigate these complex global headwinds.”
Sailing
Manager FOM Department
ASEAN Centre for Energy
SUWANTO LINTANG A. PRAMESTI
Junior Research Analyst FOM Department ASEAN Centre for Energy
the future of ASEAN carbon shipping
In January 2025, as the Northern Pathfinder—the world’s first liquid CO₂ carriers for large-scale CCS—docked in Singapore’s bustling port, it signalled more than just a refuelling stop.
This 130-metre, 8,000-tonne capacity vessel might embody a pivotal moment in Southeast Asia’s climate strategy: the emergence of maritime carbon transport as the connective tissue in the region’s decarbonisation efforts. As ASEAN nations accelerate their net-zero transitions amidst continued fossil fuel dependence, could the region collectively sail the future of carbon shipping and establish its own Rotterdam of Carbon?
Why shipping makes sense for Southeast Asia
Modelling suggests Southeast Asia must scale up carbon capture from near-zero today to on the order of 200 million tonnes per year by 2050. ASEAN governments recognise this: about a dozen carbon capture, utilisation, and storage (CCUS) projects are now planned across the region, and energy ministers have directed plans for collaborative works.
The CCS/CCUS value chain demands seamless connections between industrial emitters and geological storage sites—a particular challenge in Southeast Asia’s archipelagic geography spanning 25,000 islands. Whilst carbon transport could also rely on fixed pipelines, Southeast Asia’s unique geography and maritime character may demand a different approach.
If ASEAN successfully develops this carbon transport hub, the implications extend far beyond its borders
Pipelines offer significant advantages in certain scenarios. They provide a continuous, steady flow of CO₂ with established, reliable technology. For large volumes over shorter distances, pipelines remain economically attractive. However, these benefits come with substantial limitations: high initial capital investment, significant geographical constraints in difficult terrains, and permanent inflexibility once constructed. The fixed nature of pipeline infrastructure means capacity and routes cannot adapt to changing market conditions.
Shipping presents a compelling alternative, particularly suited to Southeast Asia’s unique geography. For transport distances exceeding 500 kilometres (for reference, Singapore to Indonesia is around 970 km far), shipping becomes more economical than pipelines, especially for annual volumes under 5 million tonnes.
Maritime transport offers unparalleled flexibility, allowing routes and destinations to change as emission sources and storage sites evolve. It is also scalable, less sensitive to fluctuations in capture profile, and has generally shorter construction time than pipelines than piping which is beneficial for early movers.
By 2050, the Asia Pacific region is expected to see a major increase in cross-border CCUS, with annual quantities potentially exceeding 100 Mtpa, thus requiring 85-150 vessels, depending on trade routes.
Catalyst for ASEAN’s carbon corridor
Each ASEAN member state plays different roles in the CCS/CCUS value chain. Whilst Indonesia and Malaysia seek to become regional carbon storage hubs with their welcoming cross-border CCS/CCUS regulation, Singapore’s maritime expertise and firstmover advantage in transport infrastructure position it to be the carbon shipping hub.
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