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G2 Ocean is moving ahead with another major fleet-expansion step after confirming a six-vessel newbuilding programme that will add more gantry-crane open-hatch tonnage to its pool from 2029. The new ships will be built at New Dayang Shipbuilding in Yangzhou, China, with two owned by Grieg Maritime Group and four owned by Seaspan and bareboat chartered to Gearbulk before entering the G2 Ocean pool. The vessels are designed at 65,400 dwt and are intended to strengthen G2 Ocean’s position in specialised open-hatch trades by filling a fleet gap between the company’s larger 72,000-tonne gantry-crane ships and smaller vessels in the 36,000 dwt to 55,000 dwt range. Each ship will have eight open-hatch cargo holds without overhangs, about 79,400 cubic metres of cargo volume, tween decks, two gantry cranes, and readiness for future fuels such as ammonia or methanol. The six-vessel programme comes on top of an earlier ten-vessel series already being introduced to the fleet between 2026 and 2029, with the first of that larger class, Star Norge, having already entered service and begun pulp operations from Brazil to Asia.
Operator Impact Snapshot
Quick read for owners, brokers, charterers, insurers, operators, and suppliers.
The six-vessel order is aimed at filling a real fleet gap rather than simply adding tonnage for its own sake
The structure of the programme suggests G2 Ocean is targeting a more balanced vessel mix inside the open-hatch pool, while also extending fleet renewal and future-fuel optionality deeper into the next delivery cycle.
| Expansion lane | Current position | Importance | Commercial effect | Next signal to watch |
|---|---|---|---|---|
| Six-vessel programme | G2 Ocean is adding six 65,400 dwt gantry-crane open-hatch vessels. The ships will be built at New Dayang Shipbuilding in Yangzhou and are slated to join the pool from 2029. Fresh capacity, long-dated delivery | This is not near-term spot tonnage. It is a strategic orderbook extension. | It supports longer-horizon customer commitments and signals confidence in specialised open-hatch demand beyond the current cycle. | Whether the delivery profile remains fixed or expands further with more options or follow-on orders. |
| Ownership split | Two ships will be owned by Grieg Maritime Group and four by Seaspan. The Seaspan units are expected to be bareboat chartered to Gearbulk before entering the G2 Ocean pool. Shared-capital structure | The structure spreads asset ownership and financing logic across the G2 ecosystem rather than keeping everything in one pocket. | That can lower concentrated capital strain while preserving commercial control of the vessels inside the pool model. | Whether more external capital partners enter future G2 Ocean fleet programmes. |
| Fleet-gap strategy | The new ships sit between G2 Ocean’s larger 72,000 dwt gantry-crane ships and smaller 36,000 dwt to 55,000 dwt units. Management has explicitly framed the programme as filling a middle gap in the geared open-hatch fleet. Targeted sizing move | This points to cargo-fit and scheduling flexibility, not just higher deadweight. | Operators get a more versatile fleet mix for forest products, industrial cargoes, and project cargo combinations. | Whether the new size class becomes central to trade-lane deployment or remains a niche complement. |
| Cargo design | Each ship will have eight open-hatch holds, tween decks, two gantry cranes, and around 79,400 cbm of cargo volume. The design is intended to preserve open-hatch flexibility and support mixed cargo intake. Specialisation kept intact | The value here is in cargo handling and configuration, not just in dwt. | G2 Ocean can keep serving higher-care, more complex cargoes while adding scale and operational efficiency. | Whether cargo owners begin treating the new class as the preferred vessel type on selected contracts. |
| Future-fuel readiness | The ships are designed to be adaptable for ammonia or methanol. That keeps the programme aligned with the wider decarbonisation push already visible in G2 Ocean’s larger newbuild series. Fuel optionality preserved | Future-fuel readiness matters more as charterers and cargo owners sharpen emissions expectations. | Asset relevance can hold up better through regulatory tightening and customer decarbonisation demands. | Whether actual fuel adoption timelines catch up with design readiness over the next few years. |
| Renewal stack already in motion | The six new ships sit alongside an existing ten-vessel programme that runs from 2026 to 2029. The first of that earlier series, Star Norge, is already in service and has started pulp operations from Brazil. Renewal now clearly multi-wave | This confirms the latest order is part of a broader renewal sequence rather than a standalone decision. | The future fleet is becoming one of the most important pieces of G2 Ocean’s commercial profile. | Whether more of the 2026 to 2029 delivery pipeline is tied to key cargo segments such as pulp and forestry products. |
The six-vessel order adds more than capacity. It gives G2 Ocean a new size band, more cargo flexibility, and a stronger bridge between its existing geared vessel classes and its larger newbuild programme.
The bigger commercial message is that G2 Ocean is investing in service geometry, not just vessel count
The programme looks designed to make the pool more adaptable for complex cargo flows, while also preserving asset quality and emissions flexibility in a market where customers increasingly care about both.
The most important strategic point is that G2 Ocean is not ordering generic dry bulk ships. It is extending a highly specialised open-hatch platform where cargo handling, crane configuration, hold geometry, and schedule flexibility matter as much as deadweight. That is especially relevant in the company’s core trades, where forestry products, industrial cargoes, and project cargo often need a different vessel profile than standard bulker supply can offer. The fleet-expansion logic therefore looks less like a broad market bet on shipping rates and more like a bet on maintaining a differentiated service proposition for cargo owners that need tailored transport rather than interchangeable tonnage. G2 Ocean’s own recent reporting also reinforces that this matters commercially: pulp and other forestry products accounted for nearly half of its cargo volumes last year, while South America remained one of its most important geographic markets.
The second major signal is that the order strengthens a multi-year renewal arc that is already changing the future fleet profile. The earlier ten-vessel N-class programme pushed G2 Ocean toward larger, more efficient, future-fuel-ready ships, and the new six-vessel New Dayang programme adds a second layer with a different cargo-fit logic. Together, the two waves suggest G2 Ocean is building out a more graduated fleet ladder rather than standardising around a single large design. That matters for chartering because flexibility can be a commercial advantage in open-hatch shipping, especially when cargo parcels, crane requirements, and port constraints vary widely by route and customer.
Open-hatch specialisation is the heart of the story
These ships are being added to reinforce a niche where vessel design directly shapes cargo quality, handling speed, and service reach. That makes the order strategically different from a plain fleet-growth move in more standard dry bulk segments.
The size choice looks deliberate rather than opportunistic
Management’s own explanation that the vessels fill a mid-range gap suggests this was driven by service planning and cargo mix, not by a simple rush to add capacity while shipyard slots were open.
Future-fuel readiness is becoming part of asset defensibility
Ammonia- and methanol-ready designs do not guarantee fuel switching soon, but they do improve long-dated relevance as regulation and customer expectations harden.
The ownership structure reduces concentration risk
Having Grieg and Seaspan carry the ship ownership while the commercial pool captures the operating value creates a more flexible capital framework than a fully centralised buildout.
Fleet Renewal and Capacity Effect Model
This tool estimates how the six-vessel programme can change future fleet quality, service flexibility, and commercial leverage inside a specialised open-hatch pool.
This model shows how the six-vessel addition changes the commercial shape of a specialised open-hatch fleet. It is most useful when comparing how renewal, cargo flexibility, and future-fuel readiness combine to strengthen long-term service quality.
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