Page 33: of Maritime Reporter Magazine (February 2026)

JAPAN’S LONG-HAUL FERRY FLEETS ter ensured the competitiveness of the sea transport option, allied in more recent years with a national strategy of fostering a modal shift from the congested highway system to sea trans- port. Initially promoted by government on environmental and ef? ciency grounds, the move to transfer more domestic trade to the coastal seaways has assumed greater importance due to the lack of truck drivers.

In addition, and relative to the rather utilitarian nature of their forebears’ interior design, new-generation vessels re? ect greater consideration of onboard standards for passengers --a sign of the sector’s increased patronage and scope for leisure travel rather than simply for necessary transportation.

HOME-GROWN TONNAGE

The fact that ? eet renewal and development remains con- centrated on Japanese shipyards highlights the industry’s capacity to demonstrate resilience in target ? elds through a discipline of continuous improvement in design and pro- ductivity. Mitsubishi Shipbuilding’s Enoura plant at Shi- monoseki, at the westernmost end of the Seto Inland Sea, is a consistently leading force in large ferry construction.

Naikai Zosen’s Setoda yard near Innoshima is also increas- ingly prominent in the sector.

Setting a new benchmark in ef? ciency and comfort among

Japan’s ? eet of long-haul, coastal ro-pax ferries, the 14,157 gt Keyaki made her debut in November on the route linking

Otaru, on the northernmost island of Hokkaido, with Maizuru, in the Kyoto Prefecture of central Honshu.

As the ? rst of a pair jointly contracted from Mitsubishi by Shin Nihonkai Ferry Co and Japan Railway Construc- tion, Transport & Technology Agency (JRTT), the 199-metre

Keyaki incorporates a raft of measures promising a 5% cut in energy consumption relative to her predecessors.

Keyaki is the ninth vessel built by Mitsubishi under contract to Shin Nihonkai, and the collaboration is scheduled to yield the 10th ferry during mid 2026, the sistership Hamanasu. In each case, ro/ro intake corresponds to some 150 trucks plus 30 cars, or equivalent mix, with provision for 286 passengers in ong-distance ferry routes form a key part of Japan’s a broader range of berths than has hitherto been available on national transport infrastructure, connecting the ar- the 21-hour passage. chipelago’s four major islands and littoral centers of

FLEET MILESTONES

L population, commerce and industry.

RoRo passenger (RoPax) ferry ? eet renewal and develop- Viewed as ‘milestone’ vessels in the context of a distinct ment has been a constant process over the past two decades in market segment largely on the grounds of operational econ- particular, driven largely by freight demand in combination omy, the 28-knot newbuilds will supersede two nonetheless with the pursuit of cost ef? ciencies and in response to new more technologically complex, and still faster ships dating legislative edicts and rising customer expectations. A cohesive from 2004.

Japanese approach, founded on enduring commercial ties be- The 224-metre Akashia and current Hamanasu commis- tween compatriot shipowners, builders and suppliers, contin- sioned two decades ago by Shin Nihonkai from Mitsubishi’s ues to see construction focused on Japanese yards. Nagasaki yard, and now due to be displaced by the newbuild

Sustained reinvestment by the companies involved has bet- duo, were remarkable vessels from a technological standpoint. www.marinelink.com 33

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