Crews
Naval architecture and engineering consultancy Foreship is supporting Wasaline in delivering a breakthrough battery upgrade on MV Aurora Botnia that will see the ferry’s energy storage capacity increase nearly sixfold. The world-first retrofit will combine two battery chemistries in a hybrid solution that is expected to cut annual CO₂ emissions by up to 23%. Relationship between Wasaline and Foreship Foreship provided comprehensive technical and strategic support for the retrofit Build...
Wallem Group, a major global maritime partner, has published a new whitepaper to ensure ships, ship systems, and crews are fully prepared to load, store, and use biofuels in everyday vessel operations. ‘Marine Biofuels: Adoption, use, and best practice’ recognises the contribution that biofuels can make to maritime decarbonisation, while also offering comprehensive guidance on the precautions owners and crew need to consider before and during use. Biofuels to reduce greenhouse gas...
Skyports Drone Services (Skyports), the pioneer in drone delivery and inspection services for healthcare, maritime, logistics and energy use cases, has been conducting a series of Proof-of-Concept Ship-to-Shore beyond visual line of sight (BVLOS) drone flights and deliveries in Michigan’s Great Lakes region. Conducted in partnership with the Michigan Department of Transportation (MDOT), the Michigan Office of Future Mobility and Electrification (OFME) and Newlab, the trial is operating fr...
Strategic Marine, a pioneer in aluminium shipbuilding, is proud to announce the successful delivery of the first 27m Z-Bow Crew Transfer Vessel (CTV) to Taiwan as part of a contract with Ventus Marine Co., Ltd for two state-of-the-art vessels. This milestone marks Strategic Marine’s continued commitment to supporting the offshore wind industry with innovative and high-performance vessel solutions. Offshore wind operations The vessels, designed in collaboration with renowned naval archit...
Intellian is proud to announce the launch of its new corporate brand identity. This marks another significant milestone in the company’s evolution from an innovative antenna manufacturer to its position as a pioneer technology and solutions provider. Intellian empowers connectivity for its customers across multiple industry sectors, bringing high-speed data to remote locations and mission-critical environments, connecting people and the world. The company’s rapid growth is testamen...
Hyundai Global Services (HGS) announces the signing of a contract to deliver its Smart Ship and Satellite Communications package to KSS Line's shipping fleet, supported by Inmarsat’s Fleet Xpress and digital solution Fleet Connect. This is the first time that the Integrated Smart Ship (ISS) solution from the world’s largest shipbuilder, Hyundai Heavy Industries (HHI), will be delivered as a single package with a satellite communications service. The Smart Ship and Satellite Communi...
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ClassNK has started offering the 2025 edition of ClassNK Academy's e-learning content. These courses help new employees understand the maritime industry, deepen engineers' knowledge of ship stability, performance design, and structural strength, and enhance cybersecurity awareness for crew members and IT staff. Each course is available on the ClassNK Academy website, making it possible to learn the necessary knowledge anytime, anywhere. Audits of ship management systems ClassNK Academy was established in 2009 with the aim of utilising the expertise gained through ship surveys and audits of ship management systems to help those involved in shipbuilding, maintenance, or operation acquire the basic knowledge required for these tasks. In 2024, more than 2,000 participants from around the world took part in the Academy, contributing to the development of industry professionals. Latest information and feedback The courses have been updated to reflect the latest information and feedback received In the 2025 edition of the e-learning courses, ClassNK have started offering "The First Course of Shipping and Shipbuilding" for new employees and prospective employees, "The Step-up Course on Shipping and Shipbuilding", which includes three courses mainly for young engineers working at shipyards, and ‘Maritime Cybersecurity Course’ which is structured as four courses mainly for IT personnel and seafarers involved in ship operations. The courses have been updated to reflect the latest information and feedback received. These courses are available in an e-learning format that allows repeated learning anytime, anywhere on PCs and smartphones. The materials include numerous videos and photos. Comprehension tests Comprehension tests are provided to check the learning progress, and companies can track participants’ status and issue certificates of completion. By taking these courses, participants can acquire knowledge directly applicable to practical work.
Intellian’s eagerly-awaited C700 Iridium Certus® maritime terminal has now been launched and is expected to quickly secure a reputation as the most powerful and technically advanced Iridium Certus® terminal on the market. With its best-in-class RF performance, the C700 can deliver out-of-the-box uplink speeds of 352kbps and downlink speeds of 704kbps by default, with equally impressive low-elevation-angle RF efficiency thanks to its unique 12-patch phased array antenna technology. It will support three high-quality, low-latency phone lines simultaneously, and as a solid-state antenna with no moving parts inside, the C700 is especially robust, requiring no scheduled maintenance over its lifetime. Advanced performance The Below Deck Unit (BDU) incorporates key features which make it ready to deploy without additional cost The advanced performance of the C700 provides customers across all markets with the flexibility to deploy it as the primary communication antenna or as a companion to a VSAT system for seamless redundancy. For primary communications, the Below Deck Unit (BDU) incorporates key features which make it ready to deploy without additional cost, including firewall, IP PBX, WAN port and built-in Wi-Fi. Hardware and software functions such as these, incorporated into the system, make the C700 the most powerful, feature-rich L-band solution on the market, delivering best in class performance and functionality. Rapid and low-cost installation The innate stability and reliable connectivity afforded by the C700 also make it an ideal platform for future safety services, including the Global Maritime Distress and Safety System (GMDSS). The C700 delivers installation efficiency both through the product design and the commissioning process. The BDU, weighing approximately 1.2kg, is available as a standalone bulkhead mount system or a 19” all-in-one rack-mount version. With its small, lightweight and space-saving form factor, the C700 can be carried on board by just one technician or crew member for rapid and low-cost installation. Once the C700 is installed, the built-in, user-friendly AptusLX software enhances the commissioning and setup experience of customers and partners. Iridium VP on the partnership Wouter Deknopper, Vice President and General Manager of Maritime, Iridium, observes: “Many vessel owners and operators may decide against VSAT for budgetary reasons, lack of deck space or the absence of adequate coverage on their voyage routes, so Iridium Certus is ideal as a primary means of communication, supported by the ease of upgrading to the C700 from an existing system.” “Iridium Certus also excels as a VSAT companion, combining the benefits of LEO with GEO, and L-band with Ku-band. VSAT can suffer from certain degradations and also isn’t global. That’s where you need a strong hybrid system, and Intellian, of course, is a highly respected manufacturer of maritime VSAT antennas and the new C700.” “So it is in a strong position to offer a very competitive turnkey hybrid package on the market. The flexibility of the airtime packages Iridium and our partners offer for Intellian customers is also an essential consideration in such uncertain times for the shipping industry and beyond.” Benefits of L-band L-band is particularly resistant to rain fade and other forms of atmospheric interference L-band is particularly resistant to rain fade and other forms of atmospheric interference, and the C700’s 12-element antenna arrangement is designed to supply rapid and efficient tracking performance, leading to optimal high-speed data and voice connections. Troels Christensen, Product Manager, EMEA, Intellian, explains: “The signal stability is exceptional even on fast boats or smaller vessels in rough seas, where you may experience heavy pitch and roll.” An attractive proposition for crew communications with its multiple high-quality voice lines, the C700 is also protected with Intellian’s international support and service network infrastructure, and comes with a three-year warranty for parts and labor. Time and cost efficient “The fact that it can be retrofitted by reusing a vessel’s old mast mount, cables, and power supply saves additional time and money,” adds Troels Christensen. “There’s no need for extra boxes, there are no hidden costs, and Iridium Certus provides truly global coverage, even at the poles, so the C700 is an L-band innovation that pays ample dividends not just for smaller vessels, but right across the board.” Words from Intellian CEO Eric Sung, CEO, Intellian Technologies, concludes: “We’re delighted to partner with Iridium and believe our C700 is a great addition to our innovative maritime product portfolio. “The new C700 antenna is a great choice for multiple customer segments, delivering an affordable solution which leads the market in speed and functionality.”
Intellian is pleased to reveal that two of its industry-pioneer antenna systems, the v60Ka 2 and v100NX Ka, have gained type approval from Telenor Satellite for use on their THOR 7 Ka-band GEO satellite network. This means that the systems are now officially certified to take their place in service alongside Intellian’s v85NX, the first 85cm antenna to receive type approval on the network. The Intellian v100NX Ka delivers market-pioneer RF performance and is future-proofed with a specially-tuned radome and reflector in anticipation of forthcoming 2.5GHz wideband Ka network services. Flexible, compact, and affordable The v100NX Ka supports multi-orbit operation and can be simply converted between Ka and Ku bands Like all NX Series antennas, the v100NX Ka supports multi-orbit operation and can be simply converted between Ka and Ku bands, allowing owners of existing v100NX Ku-band antennas to easily switch to the THOR 7 network if desired. An optional 10W BUC upgrade provides a straightforward means of further boosting the antenna’s performance. The compact, affordable, 65cm v60Ka 2 weighs only 39kg and is based upon the same platform as Intellian’s NX Series antennas. Available in both 5W and high-power 10W BUC configurations for high-bandwidth users, the v60Ka 2 offers best-in-class RF performance to provide incomparable data rates for this antenna size. Easy installation and remote diagnosis The Below Deck Units (BDUs) for both antenna systems have the THOR 7 modem built in and feature embedded mediators, enabling easy configuration of a dual-antenna setup to avoid potential interference from a vessel’s superstructure. Shipped pre-slung and with dome-on connection via a single coaxial cable, which combines Tx, Rx and DC power, the antennas can be installed swiftly, with the process further simplified by a step-by-step commissioning wizard integrated within the AptusNX management and control platform. Easily accessible via a web interface, AptusNX also enables remote diagnosis to be carried out and issues timely predictive maintenance alerts. Speedy repairs These attributes all contribute to considerable savings in both time and expenditure The antennas use Intellian’s standardised modular components, which speed up repairs and lower spare part stock requirements for service providers by up to 40%. These attributes all contribute to considerable savings in both time and expenditure, thereby lowering the total cost of ownership. Active since 2015, the THOR 7 HTS Ka-band mobility VSAT service provides full satellite coverage for key pan-European shipping routes throughout the Mediterranean Sea, North Sea, Red Sea, Norwegian Sea, Baltic Sea, Barents Sea, and Persian Gulf, deploying up to 25 highly-focused, simultaneously active spot beams for seamless handover. Telenor’s Director on the partnership “It’s a pleasure to be able to expand our service provision options with Intellian’s v60Ka 2 and v100NX Ka systems,” says Jan Hetland, Director, Data Services, Telenor Satellite. “The Intellian v85NX has proven itself to be a popular, powerful, reliable, and cost-effective choice since it gained type approval in May this year, and it’s rewarding to consolidate our working relationship with a company whose reputation for high-quality technology and drive to innovate correlates so closely with our own.” Words from Intellian’s VP “We’re very proud to have another endorsement of our products with this certification from Telenor Satellite,” says Jon Harrison, Intellian VP & GM Strategic Accounts and EMEA BU. “The company’s type approval for the v60Ka 2 and v100NX Ka marks another positive step in our mutual quest to provide the best-performing, most flexible maritime mobility VSAT service in Europe at the most competitive price.”
Sea trials are performed in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands, and Iceland. Responsibility for conducting sea trials lies with the Development Test and Verification (DTV) department. During a heavy weather sea trial, test participants are stationed for more than two weeks in challenging conditions on a mother ship with a shared bath and toilet – in other words, a job demanding more than a fair share of perseverance. On the other hand, it’s also the epitome of VIKING’s values about saving lives. Seafarers by nature "It’s interesting that we can calculate and learn a great deal while on land, but you can never prepare for what you’ll encounter at sea – it’s often full of surprises and you risk getting bashed around by waves, currents, and other conditions." "It’s also amazing that we’re actually landlubbers, but strong seafarers by nature, and that’s a must because it’s incredibly demanding to participate in the sea trials," Knud-Erik Lausten, Engineering Team Lead, DTV. Kasper is a seasoned pro The newbies tagging along as observers, those who are more experienced and can perform tasks Knud-Erik generally divides the sea trial crew into three categories: The newbies tagging along as observers, those who are more experienced and can perform tasks on the deck, and the seasoned pros capable of doing the difficult work on fast rescue boats (FRB) and down in the liferafts. Kasper Grønne Larsen belongs to the latter category. “Many who come out here say that they never want to do it again – and we respect that. You have to be able to rely on each other when you’re working at sea. I think it’s exciting to be a part of the entire development process and to ultimately see first-hand how the product performs when it is needed in difficult weather conditions,” says Kasper Grønne Larsen, who joined VIKING over a decade ago and quickly ventured offshore to test safety equipment. The perfect test Knud Erik vividly recalls the last trip in an extensive series of sea trials that finally led to the approval of the VIKING LifeCraft™ as a Novel Life-Saving Appliance. “The sea trial involved testing how well the LifeCraft™ system performs in high winds, stormy seas, and extreme weather conditions. We launched the LifeCraft™ with the ship heading 3 knots up against the wind, exposing the system to the full force of the fierce weather in the most critical test phase. We then demonstrated – with a simulated dead ship condition – that the fully loaded system provides a safe and stable means of evacuation in both the weather and lee side for several hours.” Heavy weather sea trial facts VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 A sea trial requires considerable wave heights of at least 3.0 metres and a wind force of 6 on the Beaufort scale. VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 – otherwise known as a gale – for greater certainty that the weather conditions meet the SOLAS test requirements for several hours. A support ship accompanies the team in the test area and is responsible for ensuring that everything remains safe. LifeCraft™ survival craft “In addition, we quickly and successfully maneuvered the LifeCraft™ survival craft on both sides of the vessel to a safe distance, demonstrating their built-in flexibility to move rescue capacity to wherever it is most needed." "Simulating station-keeping while waiting for rescue, we performed a 24-hour controlled drift test in the battering seas with no damage sustained to the survival craft.” Significant wave heights LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s Heavy weather is exactly what nature delivered at the testing location that we managed to track down in the North Sea between southern Norway and the United Kingdom. In fact, after being ballasted with 70 tons to simulate full capacity, the LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s in addition to significant wave heights of between 3.6 and 4.6 metres. The perfect storm Towering peak waves of 10 metres greatly exceeded the required 3 metres needed for the trials, with the personnel from VIKING and DNV GL (attending on behalf of the Danish Maritime Authority) battling sea-sickness and heaving decks to conclude the tests. The trial also afforded crew members the opportunity to demonstrate, under extreme conditions, the flexibility, and capability of the chute arrangements that provide a controlled vertical passage from the embarkation point to the survival craft. All landed safely at the expected evacuation speed, dry and unbrushed by the elements.
Marine Evacuation Systems (MES) served by liferafts is an efficient and widely used method for mass evacuation at sea. With passenger ship capacities increasing, the ability of MES to evacuate hundreds of people in a matter of has been tested exhaustively in Beaufort Sea State 6 conditions. MES and liferafts MES and liferafts – five things they need to know To be compliant, liferafts must be designed in accordance with SOLAS Chapter lll and the LSA Code. All VIKING liferafts are compliant with these standards and are fully approved for use with MES by the following authorities: EU Maritime Equipment Directive, Russian Maritime Register of Shipping, Canadian Coast Guard and Australian Maritime Safety Authority. MES is mostly deployed on passenger vessels as a supplement or replacement for lifeboats. Chutes and slides are the two most common technologies for getting evacuees from deck to sea level. MES solutions are also available for the offshore sector, where evacuation heights can go as high as 81m. Here, the liferafts are served by a zig-zag chute made from aramid. Liferafts are subjected to specific tests at intervals according to international regulations to ensure their readiness for use with the MES: Gas inflation stress test every 5 years using own CO2 cylinder; necessary additional pressure test at at 11 years, then annually; floor seam test to check seams of the internal floor conducted at 10 years, then annually. In addition to Factory Acceptance Tests, type approvals and performance verification at its dedicated shoreside facilities, VIKING’s Development Test and Verification (DTV) department undertakes sea trials in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands and Iceland. While not addressed separately by the Polar Code, MES must be operational at the Polar Service Temperature (at least 10°C colder than the lowest Mean Day Low Temperature), be protected from ice and use enclosed survival craft. MES and VIKING – five things worth knowing VIKING has placed 1,500 marine evacuation systems in operation on passenger ships over a 30-year period and an additional 500+ SES-type systems for offshore assets. VIKING supplies Chute and Dual Chute Systems, Mini Chute Systems, Offshore Chute Systems, Slide Systems, Mini Slide Systems, and Direct boarding liferafts. In fact, a VIKING MES is available to meet the needs of everything from a superyacht or ferry to the largest cruise ships or offshore platforms in the world. VIKING offers MES solutions in versions designed to evacuate 51 persons to the highest capacity chute systems on the market, handling over 900 passengers in 30 minutes. For the offshore systems, the requirement followed is 10 minutes. Beyond SOLAS compliance, all VIKING offshore evacuation systems are constructed according to specifications outlined in the MODU Code, NORSOK, PSA (Petroleum Safety Authority Norway) regulations, NMA regulations, and more. Only VIKING can offer solutions for all offshore installation types, including wind farm substations. Each MES requires only 1-2 crew to deploy. Systems feature chutes with 1-4 inflatable liferafts attached in a stowage box launched from the evacuation deck to sea level. VIKING liferafts - five things it’s nice to know MES and all associated liferafts from VIKING are available under extended 30-month service period agreements. Fully approved according to SOLAS and HSC codes, VIKING ‘S30’ liferafts have been shown to reduce maintenance costs without compromising safety. VIKING’s range of throw-overboard and davit-launchable liferafts is available in standard versions and in automatically self-righting versions with stowage heights up to 60m. Due to restrictions placed on training facilities during COVID-19, VIKING developed a series of additional e-learning tools to reinforce safety messaging for MES serving crews. The life expectancy of liferafts from VIKING is 15-20 years. While IMO regulations envisage the average weight of persons abandoning ship as 82.5 kgs, VIKING is working on solutions based on scaling up equipment, seating and emergency kit contents to accommodate higher average weights up to 110 kg.
Multraship Towage & Salvage has opened its new head offices at the Middenhavendam location in Terneuzen this afternoon. Located immediately alongside the Scheldt River, it houses offices, a warehouse, the 24/7 dispatch centre, and a simulator training centre. All with direct access to a private wharf, working area, and berths for part of the family company’s fleet. Opening ceremony “This is a milestone in the ongoing development of Multraship,” says Managing Director, Leendert Muller. Joan Nuijten-Muller performed the opening ceremony in the presence of the Mayor of Terneuzen, Erik van Merrienboer, the Nieuwe Sluis Project Director at VNSC, Eric Marteijn, and a large number of guests. As Project Director, she oversaw the entire construction process and realised the building and berths on behalf of Multraship. Energy-neutral The new building on the over 6,800-square-metre site measures 100 by 20 metres The new building on the over 6,800-square-metre site measures 100 by 20 metres. It has two floors and was built on energy-neutral lines with state-of-the-art materials, including an advanced air-conditioning system. “This is a pivotal step forward for us,” says Leendert Muller, adding “In terms of operational efficiency and teamwork, the link to the new lock provides an opportunity to maintain our current growth, supporting both our local and international operations.” He continues, “That growth is partly the result of our increasing involvement in support work for major projects in offshore wind farm construction and infrastructure. Examples include the construction of the Fehmarnbelt Tunnel between Germany and Denmark, the Princess Elisabeth Energy Island offshore Belgium, and the Oosterweel Tunnel near Antwerp.” Sustained growth During recent years, the number of Emergency Response Towing Vessels deployed by Multraship on behalf of the Coast Guard has also increased to three. “There is an upward trend in towing and salvage activities,” stated Leendert Muller, adding “Combined with other maritime services, we are now active in Europe, Africa, and the Middle East.” Alongside the new Middenhavendam location, Multraship also has a location in Terneuzen on the Goessekade, with berths, a warehouse, offices, and waiting locations for affiliated companies such as the Verenigde Bootlieden and Montis Mooring.
ClassNK has started offering the 2025 edition of ClassNK Academy's e-learning content. These courses help new employees understand the maritime industry, deepen engineers' knowledge of ship stability, performance design, and structural strength, and enhance cybersecurity awareness for crew members and IT staff. Each course is available on the ClassNK Academy website, making it possible to learn the necessary knowledge anytime, anywhere. Audits of ship management systems ClassNK Academy was established in 2009 with the aim of utilising the expertise gained through ship surveys and audits of ship management systems to help those involved in shipbuilding, maintenance, or operation acquire the basic knowledge required for these tasks. In 2024, more than 2,000 participants from around the world took part in the Academy, contributing to the development of industry professionals. Latest information and feedback The courses have been updated to reflect the latest information and feedback received In the 2025 edition of the e-learning courses, ClassNK have started offering "The First Course of Shipping and Shipbuilding" for new employees and prospective employees, "The Step-up Course on Shipping and Shipbuilding", which includes three courses mainly for young engineers working at shipyards, and ‘Maritime Cybersecurity Course’ which is structured as four courses mainly for IT personnel and seafarers involved in ship operations. The courses have been updated to reflect the latest information and feedback received. These courses are available in an e-learning format that allows repeated learning anytime, anywhere on PCs and smartphones. The materials include numerous videos and photos. Comprehension tests Comprehension tests are provided to check the learning progress, and companies can track participants’ status and issue certificates of completion. By taking these courses, participants can acquire knowledge directly applicable to practical work.
Intellian’s eagerly-awaited C700 Iridium Certus® maritime terminal has now been launched and is expected to quickly secure a reputation as the most powerful and technically advanced Iridium Certus® terminal on the market. With its best-in-class RF performance, the C700 can deliver out-of-the-box uplink speeds of 352kbps and downlink speeds of 704kbps by default, with equally impressive low-elevation-angle RF efficiency thanks to its unique 12-patch phased array antenna technology. It will support three high-quality, low-latency phone lines simultaneously, and as a solid-state antenna with no moving parts inside, the C700 is especially robust, requiring no scheduled maintenance over its lifetime. Advanced performance The Below Deck Unit (BDU) incorporates key features which make it ready to deploy without additional cost The advanced performance of the C700 provides customers across all markets with the flexibility to deploy it as the primary communication antenna or as a companion to a VSAT system for seamless redundancy. For primary communications, the Below Deck Unit (BDU) incorporates key features which make it ready to deploy without additional cost, including firewall, IP PBX, WAN port and built-in Wi-Fi. Hardware and software functions such as these, incorporated into the system, make the C700 the most powerful, feature-rich L-band solution on the market, delivering best in class performance and functionality. Rapid and low-cost installation The innate stability and reliable connectivity afforded by the C700 also make it an ideal platform for future safety services, including the Global Maritime Distress and Safety System (GMDSS). The C700 delivers installation efficiency both through the product design and the commissioning process. The BDU, weighing approximately 1.2kg, is available as a standalone bulkhead mount system or a 19” all-in-one rack-mount version. With its small, lightweight and space-saving form factor, the C700 can be carried on board by just one technician or crew member for rapid and low-cost installation. Once the C700 is installed, the built-in, user-friendly AptusLX software enhances the commissioning and setup experience of customers and partners. Iridium VP on the partnership Wouter Deknopper, Vice President and General Manager of Maritime, Iridium, observes: “Many vessel owners and operators may decide against VSAT for budgetary reasons, lack of deck space or the absence of adequate coverage on their voyage routes, so Iridium Certus is ideal as a primary means of communication, supported by the ease of upgrading to the C700 from an existing system.” “Iridium Certus also excels as a VSAT companion, combining the benefits of LEO with GEO, and L-band with Ku-band. VSAT can suffer from certain degradations and also isn’t global. That’s where you need a strong hybrid system, and Intellian, of course, is a highly respected manufacturer of maritime VSAT antennas and the new C700.” “So it is in a strong position to offer a very competitive turnkey hybrid package on the market. The flexibility of the airtime packages Iridium and our partners offer for Intellian customers is also an essential consideration in such uncertain times for the shipping industry and beyond.” Benefits of L-band L-band is particularly resistant to rain fade and other forms of atmospheric interference L-band is particularly resistant to rain fade and other forms of atmospheric interference, and the C700’s 12-element antenna arrangement is designed to supply rapid and efficient tracking performance, leading to optimal high-speed data and voice connections. Troels Christensen, Product Manager, EMEA, Intellian, explains: “The signal stability is exceptional even on fast boats or smaller vessels in rough seas, where you may experience heavy pitch and roll.” An attractive proposition for crew communications with its multiple high-quality voice lines, the C700 is also protected with Intellian’s international support and service network infrastructure, and comes with a three-year warranty for parts and labor. Time and cost efficient “The fact that it can be retrofitted by reusing a vessel’s old mast mount, cables, and power supply saves additional time and money,” adds Troels Christensen. “There’s no need for extra boxes, there are no hidden costs, and Iridium Certus provides truly global coverage, even at the poles, so the C700 is an L-band innovation that pays ample dividends not just for smaller vessels, but right across the board.” Words from Intellian CEO Eric Sung, CEO, Intellian Technologies, concludes: “We’re delighted to partner with Iridium and believe our C700 is a great addition to our innovative maritime product portfolio. “The new C700 antenna is a great choice for multiple customer segments, delivering an affordable solution which leads the market in speed and functionality.”
Intellian is pleased to reveal that two of its industry-pioneer antenna systems, the v60Ka 2 and v100NX Ka, have gained type approval from Telenor Satellite for use on their THOR 7 Ka-band GEO satellite network. This means that the systems are now officially certified to take their place in service alongside Intellian’s v85NX, the first 85cm antenna to receive type approval on the network. The Intellian v100NX Ka delivers market-pioneer RF performance and is future-proofed with a specially-tuned radome and reflector in anticipation of forthcoming 2.5GHz wideband Ka network services. Flexible, compact, and affordable The v100NX Ka supports multi-orbit operation and can be simply converted between Ka and Ku bands Like all NX Series antennas, the v100NX Ka supports multi-orbit operation and can be simply converted between Ka and Ku bands, allowing owners of existing v100NX Ku-band antennas to easily switch to the THOR 7 network if desired. An optional 10W BUC upgrade provides a straightforward means of further boosting the antenna’s performance. The compact, affordable, 65cm v60Ka 2 weighs only 39kg and is based upon the same platform as Intellian’s NX Series antennas. Available in both 5W and high-power 10W BUC configurations for high-bandwidth users, the v60Ka 2 offers best-in-class RF performance to provide incomparable data rates for this antenna size. Easy installation and remote diagnosis The Below Deck Units (BDUs) for both antenna systems have the THOR 7 modem built in and feature embedded mediators, enabling easy configuration of a dual-antenna setup to avoid potential interference from a vessel’s superstructure. Shipped pre-slung and with dome-on connection via a single coaxial cable, which combines Tx, Rx and DC power, the antennas can be installed swiftly, with the process further simplified by a step-by-step commissioning wizard integrated within the AptusNX management and control platform. Easily accessible via a web interface, AptusNX also enables remote diagnosis to be carried out and issues timely predictive maintenance alerts. Speedy repairs These attributes all contribute to considerable savings in both time and expenditure The antennas use Intellian’s standardised modular components, which speed up repairs and lower spare part stock requirements for service providers by up to 40%. These attributes all contribute to considerable savings in both time and expenditure, thereby lowering the total cost of ownership. Active since 2015, the THOR 7 HTS Ka-band mobility VSAT service provides full satellite coverage for key pan-European shipping routes throughout the Mediterranean Sea, North Sea, Red Sea, Norwegian Sea, Baltic Sea, Barents Sea, and Persian Gulf, deploying up to 25 highly-focused, simultaneously active spot beams for seamless handover. Telenor’s Director on the partnership “It’s a pleasure to be able to expand our service provision options with Intellian’s v60Ka 2 and v100NX Ka systems,” says Jan Hetland, Director, Data Services, Telenor Satellite. “The Intellian v85NX has proven itself to be a popular, powerful, reliable, and cost-effective choice since it gained type approval in May this year, and it’s rewarding to consolidate our working relationship with a company whose reputation for high-quality technology and drive to innovate correlates so closely with our own.” Words from Intellian’s VP “We’re very proud to have another endorsement of our products with this certification from Telenor Satellite,” says Jon Harrison, Intellian VP & GM Strategic Accounts and EMEA BU. “The company’s type approval for the v60Ka 2 and v100NX Ka marks another positive step in our mutual quest to provide the best-performing, most flexible maritime mobility VSAT service in Europe at the most competitive price.”
Sea trials are performed in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands, and Iceland. Responsibility for conducting sea trials lies with the Development Test and Verification (DTV) department. During a heavy weather sea trial, test participants are stationed for more than two weeks in challenging conditions on a mother ship with a shared bath and toilet – in other words, a job demanding more than a fair share of perseverance. On the other hand, it’s also the epitome of VIKING’s values about saving lives. Seafarers by nature "It’s interesting that we can calculate and learn a great deal while on land, but you can never prepare for what you’ll encounter at sea – it’s often full of surprises and you risk getting bashed around by waves, currents, and other conditions." "It’s also amazing that we’re actually landlubbers, but strong seafarers by nature, and that’s a must because it’s incredibly demanding to participate in the sea trials," Knud-Erik Lausten, Engineering Team Lead, DTV. Kasper is a seasoned pro The newbies tagging along as observers, those who are more experienced and can perform tasks Knud-Erik generally divides the sea trial crew into three categories: The newbies tagging along as observers, those who are more experienced and can perform tasks on the deck, and the seasoned pros capable of doing the difficult work on fast rescue boats (FRB) and down in the liferafts. Kasper Grønne Larsen belongs to the latter category. “Many who come out here say that they never want to do it again – and we respect that. You have to be able to rely on each other when you’re working at sea. I think it’s exciting to be a part of the entire development process and to ultimately see first-hand how the product performs when it is needed in difficult weather conditions,” says Kasper Grønne Larsen, who joined VIKING over a decade ago and quickly ventured offshore to test safety equipment. The perfect test Knud Erik vividly recalls the last trip in an extensive series of sea trials that finally led to the approval of the VIKING LifeCraft™ as a Novel Life-Saving Appliance. “The sea trial involved testing how well the LifeCraft™ system performs in high winds, stormy seas, and extreme weather conditions. We launched the LifeCraft™ with the ship heading 3 knots up against the wind, exposing the system to the full force of the fierce weather in the most critical test phase. We then demonstrated – with a simulated dead ship condition – that the fully loaded system provides a safe and stable means of evacuation in both the weather and lee side for several hours.” Heavy weather sea trial facts VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 A sea trial requires considerable wave heights of at least 3.0 metres and a wind force of 6 on the Beaufort scale. VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 – otherwise known as a gale – for greater certainty that the weather conditions meet the SOLAS test requirements for several hours. A support ship accompanies the team in the test area and is responsible for ensuring that everything remains safe. LifeCraft™ survival craft “In addition, we quickly and successfully maneuvered the LifeCraft™ survival craft on both sides of the vessel to a safe distance, demonstrating their built-in flexibility to move rescue capacity to wherever it is most needed." "Simulating station-keeping while waiting for rescue, we performed a 24-hour controlled drift test in the battering seas with no damage sustained to the survival craft.” Significant wave heights LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s Heavy weather is exactly what nature delivered at the testing location that we managed to track down in the North Sea between southern Norway and the United Kingdom. In fact, after being ballasted with 70 tons to simulate full capacity, the LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s in addition to significant wave heights of between 3.6 and 4.6 metres. The perfect storm Towering peak waves of 10 metres greatly exceeded the required 3 metres needed for the trials, with the personnel from VIKING and DNV GL (attending on behalf of the Danish Maritime Authority) battling sea-sickness and heaving decks to conclude the tests. The trial also afforded crew members the opportunity to demonstrate, under extreme conditions, the flexibility, and capability of the chute arrangements that provide a controlled vertical passage from the embarkation point to the survival craft. All landed safely at the expected evacuation speed, dry and unbrushed by the elements.
Marine Evacuation Systems (MES) served by liferafts is an efficient and widely used method for mass evacuation at sea. With passenger ship capacities increasing, the ability of MES to evacuate hundreds of people in a matter of has been tested exhaustively in Beaufort Sea State 6 conditions. MES and liferafts MES and liferafts – five things they need to know To be compliant, liferafts must be designed in accordance with SOLAS Chapter lll and the LSA Code. All VIKING liferafts are compliant with these standards and are fully approved for use with MES by the following authorities: EU Maritime Equipment Directive, Russian Maritime Register of Shipping, Canadian Coast Guard and Australian Maritime Safety Authority. MES is mostly deployed on passenger vessels as a supplement or replacement for lifeboats. Chutes and slides are the two most common technologies for getting evacuees from deck to sea level. MES solutions are also available for the offshore sector, where evacuation heights can go as high as 81m. Here, the liferafts are served by a zig-zag chute made from aramid. Liferafts are subjected to specific tests at intervals according to international regulations to ensure their readiness for use with the MES: Gas inflation stress test every 5 years using own CO2 cylinder; necessary additional pressure test at at 11 years, then annually; floor seam test to check seams of the internal floor conducted at 10 years, then annually. In addition to Factory Acceptance Tests, type approvals and performance verification at its dedicated shoreside facilities, VIKING’s Development Test and Verification (DTV) department undertakes sea trials in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands and Iceland. While not addressed separately by the Polar Code, MES must be operational at the Polar Service Temperature (at least 10°C colder than the lowest Mean Day Low Temperature), be protected from ice and use enclosed survival craft. MES and VIKING – five things worth knowing VIKING has placed 1,500 marine evacuation systems in operation on passenger ships over a 30-year period and an additional 500+ SES-type systems for offshore assets. VIKING supplies Chute and Dual Chute Systems, Mini Chute Systems, Offshore Chute Systems, Slide Systems, Mini Slide Systems, and Direct boarding liferafts. In fact, a VIKING MES is available to meet the needs of everything from a superyacht or ferry to the largest cruise ships or offshore platforms in the world. VIKING offers MES solutions in versions designed to evacuate 51 persons to the highest capacity chute systems on the market, handling over 900 passengers in 30 minutes. For the offshore systems, the requirement followed is 10 minutes. Beyond SOLAS compliance, all VIKING offshore evacuation systems are constructed according to specifications outlined in the MODU Code, NORSOK, PSA (Petroleum Safety Authority Norway) regulations, NMA regulations, and more. Only VIKING can offer solutions for all offshore installation types, including wind farm substations. Each MES requires only 1-2 crew to deploy. Systems feature chutes with 1-4 inflatable liferafts attached in a stowage box launched from the evacuation deck to sea level. VIKING liferafts - five things it’s nice to know MES and all associated liferafts from VIKING are available under extended 30-month service period agreements. Fully approved according to SOLAS and HSC codes, VIKING ‘S30’ liferafts have been shown to reduce maintenance costs without compromising safety. VIKING’s range of throw-overboard and davit-launchable liferafts is available in standard versions and in automatically self-righting versions with stowage heights up to 60m. Due to restrictions placed on training facilities during COVID-19, VIKING developed a series of additional e-learning tools to reinforce safety messaging for MES serving crews. The life expectancy of liferafts from VIKING is 15-20 years. While IMO regulations envisage the average weight of persons abandoning ship as 82.5 kgs, VIKING is working on solutions based on scaling up equipment, seating and emergency kit contents to accommodate higher average weights up to 110 kg.
Multraship Towage & Salvage has opened its new head offices at the Middenhavendam location in Terneuzen this afternoon. Located immediately alongside the Scheldt River, it houses offices, a warehouse, the 24/7 dispatch centre, and a simulator training centre. All with direct access to a private wharf, working area, and berths for part of the family company’s fleet. Opening ceremony “This is a milestone in the ongoing development of Multraship,” says Managing Director, Leendert Muller. Joan Nuijten-Muller performed the opening ceremony in the presence of the Mayor of Terneuzen, Erik van Merrienboer, the Nieuwe Sluis Project Director at VNSC, Eric Marteijn, and a large number of guests. As Project Director, she oversaw the entire construction process and realised the building and berths on behalf of Multraship. Energy-neutral The new building on the over 6,800-square-metre site measures 100 by 20 metres The new building on the over 6,800-square-metre site measures 100 by 20 metres. It has two floors and was built on energy-neutral lines with state-of-the-art materials, including an advanced air-conditioning system. “This is a pivotal step forward for us,” says Leendert Muller, adding “In terms of operational efficiency and teamwork, the link to the new lock provides an opportunity to maintain our current growth, supporting both our local and international operations.” He continues, “That growth is partly the result of our increasing involvement in support work for major projects in offshore wind farm construction and infrastructure. Examples include the construction of the Fehmarnbelt Tunnel between Germany and Denmark, the Princess Elisabeth Energy Island offshore Belgium, and the Oosterweel Tunnel near Antwerp.” Sustained growth During recent years, the number of Emergency Response Towing Vessels deployed by Multraship on behalf of the Coast Guard has also increased to three. “There is an upward trend in towing and salvage activities,” stated Leendert Muller, adding “Combined with other maritime services, we are now active in Europe, Africa, and the Middle East.” Alongside the new Middenhavendam location, Multraship also has a location in Terneuzen on the Goessekade, with berths, a warehouse, offices, and waiting locations for affiliated companies such as the Verenigde Bootlieden and Montis Mooring.


Expert commentary
When the Ballast Water Management (BWM) Convention came into force in 2004, it was in response to a crisis we couldn’t afford to ignore—one where invasive aquatic species, carried silently in ships’ ballast tanks, were devastating marine ecosystems. Now, two decades later, compliance with this environmental safeguard is no longer optional—and yet, as recent industry findings reveal, record-keeping failures account for 58% of compliance issues. That’s not a technology problem. That’s a documentation problem —one rooted deeply in data management practices and crew training, where small oversights lead to documentation issues, that may cascade into costly compliance failures. And that’s precisely where digital systems excel, guiding crews clearly to avoid mistakes in the first place. New ballast regulations At the IMO’s 82nd Marine Environment Protection Committee (MEPC 82), new ballast water record-keeping regulations were approved, coming into effect from 1 February 2025. These updates mark a significant tightening of documentation standards—and they could catch unprepared shipowners off guard if not acted on promptly. Why ballast water record-keeping is back in the spotlight These new updates aim to change that—and they’re stricter, smarter, and more detailed than before While MEPC 82 made headlines for advancing decarbonisation policies and ECAs in the Arctic and Norwegian Sea, it also honed in on ballast water—a topic that has quietly regained importance. The committee approved critical updates to how ballast water operations and ballast water management system (BWMS) maintenance are recorded. The goal: Enhance transparency, reduce ambiguity, and reinforce environmental protection by making records more structured, traceable, and actionable. This renewed focus is both a warning and an opportunity. In recent years, too many Port State Control detentions and inspection delays have stemmed not from hardware failures, but from poorly maintained or unclear ballast water records. These new updates aim to change that—and they’re stricter, smarter, and more detailed than before. What’s changing: Bypass scenarios and maintenance logging The revised guidelines introduce two new scenarios for vessels dealing with challenging water quality (CWQ) in ports: Scenario 3: A reactive bypass of the BWMS due to unforeseen poor water quality. Scenario 4: A pre-emptive bypass based on anticipated CWQ conditions. These additions are essential for vessels operating globally, particularly those above 400GT. They ensure that alternative operations—like ballast water exchange plus treatment (BWE + BWT)—are clearly documented. Without accurate records, even legitimate actions can fall short of compliance. Ballast Water Management Plan and OEM manuals MEPC 82 also mandates that BWMS care procedures must now be recorded directly in BWRB MEPC 82 also mandates that BWMS maintenance procedures must now be recorded directly in the Ballast Water Record Book (BWRB), in line with the ship’s Ballast Water Management Plan and Original Equipment Manufacturer (OEM) manuals. Responsible crew members must sign off on these records, ensuring traceability and crew accountability. This step isn’t just regulatory housekeeping—it aligns ballast water maintenance with how other onboard systems are already tracked, from engines to emissions. It’s a logical, overdue move toward consistency across compliance. Paper or digital: The format dilemma While the BWRB can still be maintained on paper or electronically, the burden of new structured data fields and stricter reporting timelines will be felt most by those still tied to manual systems. Each additional layer of documentation increases the chance of human error—and with nearly 6 in 10 compliance failures already stemming from admin issues, that’s a risk many operators can’t afford. This is where digital solutions can offer real relief. At NAPA, we’ve already implemented the latest IMO guidelines into our electronic logbook, so crews can comply with MEPC.369(80) requirements out of the box. With ready-made entry templates and smart input validation, data entry is quick, accurate, and audit-ready. NAPA implemented the latest IMO guidelines into an electronic logbook. Better still, once updated, operators can apply for the BWM Convention Electronic Record Book Declaration from their flag—ensuring that compliance is recognised internationally under MEPC.372(80). Less admin, more assurance Electronic logbooks don’t just streamline compliance—they enable better decision-making. When connected to onboard systems, they automatically pull operational data into the BWRB, reducing manual work and error margins. This frees up the crew to focus on operations and safety, rather than paperwork. From a management perspective, real-time visibility into ballast operations and maintenance records helps shore teams stay ahead of inspections and identify potential compliance gaps early. One logbook, many regulations While ballast water is the focus today, it’s not the only regulation demanding attention While ballast water is the focus today, it’s not the only regulation demanding attention. At NAPA, we’ve designed our logbook to support a wide range of evolving compliance frameworks—including MARPOL, EU-ETS, EU-MRV, CII, and the Garbage Record Book. This unified approach removes silos, reduces duplicated effort, and gives operators a more holistic view of vessel performance and compliance. A smarter way forward With decarbonisation and environmental regulations shifting at breakneck pace, even the most experienced crews and fleet managers can struggle to stay up to date. That’s where technology has a crucial role to play—not to replace expertise, but to support it. At NAPA, we work closely with shipowners and operators to configure regulatory record book templates according to their fleet workflows and each vessel’s specific operational profile. This ensures accuracy, ease of use, and most importantly, continuous compliance—even as the rules keep changing. Because in today’s compliance landscape, staying ahead isn’t just about meeting the minimum. It’s about building systems that help you adapt, respond, and thrive. And that starts with getting the record-keeping and data management right.
President Donald Trump has already made plenty of headlines since taking up his second term in the White House, including with the announcement of numerous new tariffs on imports. The 47th United States President issued three executive orders on February 1st 2025, just days after his inauguration, which directed the US to impose an additional 25 percent ad valorem rate of duty on imports from Canada and Mexico, as well as ten percent on imports from China. How Trump’s 2nd term as US President Cleveland Containers has analysed the early reactions to these announcements Excluding Canadian energy resources exports – which instead will be hit with a ten percent tariff – the tariffs have been applied to all imports which are either entered for consumption or withdrawn from warehouse for consumption on or after 12:01 am Eastern Standard Time on February 4th 2025. President Trump also told reporters on February 8th 2025 that a 25 percent tariff on all American steel and aluminium imports was coming into effect across the US during February. Leading 40ft shipping container supplier Cleveland Containers has analysed the early reactions to these announcements and how President Trump’s second term as US President could affect the world’s shipping industry, especially when looking back at his first term. Reaction to President Trump’s tariff announcements Mexico, Canada and China were all quick to react to President Trump’s announcement of tariffs on imports. Mexican President Claudia Sheinbaum said her country would vow for resilience against the measures, while a senior government official in Canada said that their country would challenge the decision by taking legal action through the necessary international bodies. China has also said it would be challenging the tariffs at the World Trade Organisation. According to the country’s finance ministry, as reported on by Geopolitical Intelligence Services, Beijing were moving to place levies of 15 percent on American coal and liquefied natural gas, as well as levies of ten percent on crude oil, certain vehicles and farm equipment. Beginning of making America rich again When it comes to the announcement of the tariff on all American steel and aluminium imports, President Trump told reporters in the Oval Office: "This is a big deal, the beginning of making America rich again. Our nation requires steel and aluminium to be made in America, not in foreign lands.” Francois-Phillippe Champagne, the Minister of Innovation in Canada, stated that the tariffs were "totally unjustified" though, before adding in a post on X: "Canadian steel and aluminium support key industries in the US, from defence, shipbuilding and auto. We will continue to stand up for Canada, our workers, and our industries." How might President Trump’s 2nd term affect shipping sector? Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking Just ahead of President Trump taking office for the second time, J. Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking firm Stifel, believed that the shipping industry was prepared for the new tariffs. However, he also stated to the Morning Star: "President Trump's Administration promises to usher in a new trade and tariff regime. As such, it's difficult to assess the ultimate impact to the freight transportation industry. Prima facie, we believe tariffs are a drag on freight demand, effectively resulting in higher costs for shippers that are generally passed on to end consumers over time." Attention to the American sanction announcements Mr. Chan went on to note that those involved in shipping containers across continents should be paying particular attention to the American sanction announcements. He commented: "Because almost all trans-Pacific trade moves over the ocean, we believe ocean container shipping will see the largest direct impact. But for shippers and retailers, there is no cheaper way to move goods than over the ocean, so there are few modal alternatives if production remains in Asia. We see the most risk for maritime shipping, with containers and dry bulk being more acute, with more insulation for oil and gas tankers." Shipping news and intelligence service Various sources have looked back on President Trump’s first term to get an idea of what could be expected As President Trump has just become his second term as US president and the American sanctions have only just been announced, it will take time to see what the true impact will be. However, various sources have looked back on President Trump’s first term to get an idea of what could be expected. For example, shipping news and intelligence service Lloyd’s List pointed out that tariffs introduced when President Trump was last in the White House had a noticeable effect on both spot container freight rates and import timing. Cargoes were pulled forward in the second half of 2018 by importers as they looked to beat tariff deadlines, which resulted in higher spot rates temporarily before affecting rates in 2019 because of inventory overhang. Could repeat results be seen across 2025 and 2026? Long-life inputs and goods from the tariff countries Jason Miller, a freight economist and professor of supply chain management at Michigan State University, certainly seemed to think so. Speaking to Lloyd’s List before President Trump’s 2024 presidential victory when the tariffs were only part of campaign proposals at that point, he said: “We will see front-loading like we have never seen before in 2025. There would be a massive pull-forward of demand as everybody rushes to bring in long-life inputs and goods from tariff countries, especially China.” Shipping demand and routes Shipping demand and routes could be affected due to trade uncertainty too Meanwhile, international shipping and forwarding agents Supreme Freight Services reported that increased tariffs may cause disruption to shipping volumes and global supply chains, if trade policies introduced by President Trump during his first term are anything to go by. Shipping demand and routes could be affected due to trade uncertainty too, though the publication also acknowledged that increased investment in ports and inland waterways across the US could improve efficiency for domestic and international trade alike. New American sanctions Cleveland Containers has looked to reassure its customers that any disruption caused by the new American sanctions will be minimised at the firm. Hayley Hedley, the company’s Commercial Director, stated: “Recent history certainly suggests that the new tariffs being introduced by President Trump will have various knock-on effects across the shipping industry." “Fortunately, Cleveland Containers has a continuous supply of shipping containers entering the UK. We work with several agents to ship from various locations, as well as having good stock on the ground, so are confident in our ability to provide for our customers.”
Maritime communications came a long way before they could deliver the first Global Maritime Distress and Safety System (GMDSS). Still, it is fair to say that their forward march has only accelerated in the two-and-a-half decades since. Today, shipping companies rely on satellite connectivity to protect their vessels and people and enable the digitalisation, decarbonisation, and crew-welfare initiatives on which its successes rely. Low-Earth orbit (LEO) networks Against this background, the new generation of low-Earth orbit (LEO) networks has entered the maritime market to great fanfare and expectation from ship owners, and their excitement is justified: LEO satellite coverage has the potential to span the globe, providing exceptional reliability and speed even during long voyages in the most remote locations. This facilitates real-time communication and efficient coordination between vessels and onshore personnel, ultimately supporting more profitable and sustainable fleet operations. Level of connectivity Moral obligations and regulatory requirements aside, providing high-quality crew internet LEO’s introduction into the maritime sphere has been equally well received by seafarers, who stand to benefit from a level of connectivity that keeps them better connected to family and friends than ever before, and to richer entertainment options at sea. Moral obligations and regulatory requirements aside, providing high-quality crew internet represents a wise investment from a competitive standpoint, enhancing as it does an organisation’s ability to attract and retain the brightest talent. Another advantage to seafarers and their employers, LEO connectivity offers stable onboard access to non-leisure services including mental-health support, telemedicine, and online learning resources, helping to keep a crew happy, healthy, and up to speed with the evolving requirements of their job. Limitations For all the benefits of LEO networks, it is important to acknowledge their limitations. For instance, LEO’s promise of delivering worldwide coverage remains to be realised, with certain countries yet to authorise its use in their territorial waters. This means that, depending on the trading route, a ship may encounter multiple LEO-coverage blackspots during its voyage. Susceptible to interference Regardless of the network type being used, vessels still need to compress and throttle data Like many satellite technologies, LEO networks are also susceptible to interference from atmospheric conditions that can disrupt communications, while network congestion at hotspots and drop-out at satellite handover may present additional connectivity challenges. Regardless of the network type being used, vessels still need to compress and throttle data on certain occasions, such as while in port, but LEO networks currently cap utilisation and therefore limit connectivity and availability further. Crew and commercial use In addition, maritime organisations should consider whether their LEO system is for both crew and commercial use. For a vessel deploying LEO connectivity to cover crew and business communications simultaneously, even a terabyte of data is unlikely to go far. Divided among a crew of 25, it equates to 40 gigabytes per person, enough for 13 hours of HD streaming with nothing remaining for commercial requirements. The solution Maritime software including critical communications-based services will need to be compatible with LEO To ensure reliable and consistent connectivity, support enhanced GMDSS communications, and meet the bandwidth needs of all stakeholders, a vessel will require multiple satellite provisions. This means that maritime software including critical communications-based services will need to be compatible with both LEO and more traditional, low-bandwidth networks and be able to switch between connections automatically to ensure uninterrupted service. GTMailPlus GTMaritime’s GTMailPlus, for example, is compatible with all major network types, regardless of bandwidth. Developed with optimisation in the maritime environment in mind, it provides secure and efficient data transfers irrespective of the service or combination of services a shipowner or manager uses. If disruptions do occur, GTMailPlus resumes data transmission from the point of interruption. Risk of a cybersecurity breach There have already been several reported cases of ship owners falling victim to significant cyber incidents As crew freedoms on the Internet increase and more onboard devices are connected to the network, the risk of breaches to cybersecurity is also rising dramatically: effectively, the vessel becomes a larger attack surface. There have already been several reported cases of ship owners falling victim to significant cyber incidents having adopted LEO systems without taking the necessary security precautions. Robust, intelligent, and scalable network Given that ships transfer diverse types of data that often involve critical and sensitive information, the consequences of any breach of vessel operations, safety, and privacy can be severe. Here too, the GTMaritime portfolio is continuously evolving to ensure robust, intelligent, and scalable network protection for owners. AI-based next-gen anti-virus technology In addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach In the latest partnership with CrowdStrike, GTMaritime’s cyber-security offering combines AI-based next-generation anti-virus technology with end-point detection and response capabilities. This, in addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach to vessel security. Conclusion LEO networks undoubtedly present a considerable opportunity for the maritime industry and have the power to transform connectivity at sea. However, there are several factors to consider before adopting an LEO system and regardless of advances in technology, optimised solutions for critical communications, security, and data transfer remain essential.
Harbour insights
Traditionally, bulk cargo unloading has faced challenges around operational efficiency, safety risks, environmental impacts, and high operational costs. Rough discharges, equipment wear, vibration damage, and limited weather operating windows have all constrained vessel utilisation and performance. Moreover, older unloading systems are energy-intensive and labour-dependent, increasing both costs and environmental footprint. Cargo unloading systems Many bulk cargo unloading systems depend on steep slope angles, which limit the types of materials that can be carried efficiently. MacGregor’s GravityVibe directly addresses this factor by allowing efficient discharge with significantly lower slope angles, thus broadening the range of cargo that can be handled. Many bulk cargo unloading systems depend on steep slope angles. Ship structures and unloading equipment “GravityVibe reduces reliance on gravity alone by augmenting the flow with controlled vibration,” says Mikael Hägglund, Senior Manager, Cranes at MacGregor. “This approach improves operational efficiency, enhances safety through more predictable material flow, and reduces wear on ship structures and unloading equipment.” Challenges of space utilisation and cargo versatility MacGregor is a provider of cargo and load handling solutions to maximise efficiency Additionally, the GravityVibe system will, in most cases, require only one hold conveyor and no cross conveyor in the hold, making the operations both cost-effective and sustainable, says Hägglund. MacGregor, based in Helsinki, Finland, is a provider of cargo and load handling solutions to maximise efficiency of maritime operations. As an augmented gravity self-unloading system, GravityVibe enhances cargo flow using vibration, enabling bulk materials to be discharged efficiently at lower slope angles (15–20 degrees). It reduces material blockages and optimises discharge without requiring steep holds, addressing the challenges of space utilisation and cargo versatility. Mechanical strain on vessel structures The system lessens mechanical strain on vessel structures, and supports safer, smoother, and more efficient operations across different cargo types. “Using lower slope angles allows ships to maximise cargo hold volume and transport a wider variety of bulk materials, including those that would not flow well with conventional systems,” says Hägglund. “It improves operational flexibility.” Integrity of the vessel Vessels benefit from a more compact and efficient hold design, optimising stability and construction Structurally, vessels benefit from a more compact and efficient hold design, optimising stability and potentially lowering construction and maintenance costs, adds Hägglund. “Managing vibration and sound levels is critical for maintaining the structural integrity of the vessel and ensuring crew safety and comfort,” he says. “Excessive vibration can lead to accelerated wear on ship components and fatigue damage over time.” GravityVibe’s design GravityVibe’s design ensures that both vibration and sound levels stay well below class-defined thresholds, preserving vessel longevity and reducing long-term maintenance and repair costs. Bulk cargoes have widely varying properties such as particle size, cohesiveness, moisture content, and chemical reactivity, all of which impact flow behaviour. Sticky, wet, or coarse materials require different unloading strategies to avoid blockages, segregation, or structural strain. Bulk cargoes have widely varying properties like particle size and cohesiveness. Broader spectrum of cargo types Key elements to achieve automation include fine-tuning self-optimisation algorithms GravityVibe’s vibration-driven approach adapts to these material differences, maintaining consistent discharge rates and ensuring operational reliability across a broader spectrum of cargo types without manual intervention or excessive mechanical modification, says Hägglund. More automated systems are on the horizon. Fully automated discharge is rapidly approaching reality, thanks to intelligent unloading systems like GravityVibe. Key remaining elements to achieve automation include fine-tuning self-optimisation algorithms, integrating predictive maintenance solutions, and standardising automation interfaces between vessels and ports. GravityVibe features MacGregor is actively working to refine onboard software, improve material recognition capabilities, and enhance real-time adjustment features. Wider industry adoption and regulatory frameworks are also crucial for achieving fully autonomous and seamless bulk unloading. GravityVibe features a built-in self-optimisation system that uses sensors to monitor material flow characteristics during discharge. Based on live data, it automatically adjusts vibration frequency and intensity to match the properties of each specific cargo, ensuring optimal unloading performance without manual recalibration. MacGregor is working to refine onboard software and improve material recognition. GravityVibe’s performance GravityVibe’s performance has been verified through a combination of laboratory studies MacGregor is fine-tuning this system by gathering real-world data from full-scale test rigs, analysing operational performance across various cargo types, and incorporating feedback loops to continually improve discharge efficiency and system responsiveness. Real-world validation is essential to prove that unloading systems perform reliably under operational conditions. GravityVibe’s performance has been verified through a combination of laboratory studies and full-scale rig testing. In-house tests and studies For example, validation by bulk solids researcher TUNRA showed efficient unloading across diverse materials such as wood chips, manufacturing sand, and gravel. In-house tests and studies with external specialists like KTH have confirmed low vibration levels, consistent discharge flow, and high operational reliability, providing strong evidence for commercial deployment. TUNRA showed efficient unloading across diverse materials such as sand. GravityVibe’s system design GravityVibe’s system design is based on long-lasting parts and improved cargo flow High maintenance requirements traditionally have led to significant downtime and increased operational costs. GravityVibe’s system design is based on long-lasting components and improved cargo flow that reduce risks for failures and needed service, thereby lowering maintenance costs/needs. “With real-time monitoring and smart diagnostics, potential issues can be detected and addressed before they escalate, minimising service interruptions,” says Hägglund. “This proactive approach enhances equipment availability and ensures better operational continuity for vessel operators.” MacGregor GravityVibe system When unloading standard bulk carriers, there is a need to clean the holds with manpower and external machines as the port cranes or the vessel cranes will not be able to empty the holds. The weather could also be a factor for delay in cases where the cargo is sensitive to water. For the MacGregor GravityVibe system, all material will be removed from the hold without any extra efforts. GravityVibe demonstrates that with intelligent use of vibration and lower slope angles can achieve the same — or even better — results. This approach not only enables broader cargo flexibility but also reduces structural stress, energy consumption, and environmental footprint.
Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies. European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel: Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel. Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power. Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.
Trusted by more than 3,000 ships worldwide, NAPA’s Safety Solution software has promoted ship safety and operational efficiency for 35 years, working closely with customers. NAPA's solutions aim to positively impact the maritime industry by simplifying and streamlining onboard and shoreside operations through digitalisation, reducing errors and workload for seafarers, enhancing safety, and enabling more sustainable decision-making. Paper-based system challenges “Historically, the maritime market has relied heavily on paperwork for various processes, including log-keeping, work permits, and regulatory reporting,” says Tommi Vihavainen, NAPA's Director of Development at Safety Solutions. “This reliance on paper-based systems led to numerous challenges, such as time-consuming administrative tasks, increased risk of errors, difficulty in data aggregation and sharing, and limited visibility for shoreside teams.” Software and data services NAPA's software for ship design is used by over 90% of new vessels built by NAPA's customers NAPA provides software and data services for ship design and operations to enable a safer, more sustainable, and future-proof maritime industry. NAPA's software for ship design is used by over 90% of new vessels built by NAPA's customers and is considered the global de facto standard in shipbuilding. NAPA's product line On the ship operations side, NAPA's product line includes NAPA Stability next-gen loading computer; NAPA Emergency Computer to provide clarity on ship vulnerability in critical moments; NAPA Permit to Work, which digitalises work permits and approval; and NAPA Fleet Intelligence, a cloud-based platform to enable shoreside teams to handle fleet safety, compliance, and optimisation. NAPA Logbook (along with the NAPA Status Board and Checklists) helps make electronic record-keeping, reporting, and compliance easy and error-free. Digitisation “Digitisation has transformed the management of information and data onboard vessels by automating tasks, standardising formats, and enabling real-time data sharing between ship and shore,” adds Vihavainen. “This has led to significant improvements in efficiency, safety, and compliance.” Efficiency, safety, and compliance Cloud-based platforms enable centralised data collection, allowing shoreside teams to monitor vessel operations For example, electronic logbooks automate data entry, reduce errors, and facilitate easy regulatory compliance. Digital work permit systems streamline approval processes, enhance communication, and provide real-time visibility into ongoing work, improving safety and inter-department coordination. Cloud-based platforms enable centralised data collection, allowing shoreside teams to monitor vessel operations and performance, identify trends, and make informed decisions for optimised operations. Proactive approach to safety at sea Digital ship stability systems, like NAPA Stability, can enable a proactive approach to safety at sea by providing real-time monitoring and analysis of a ship's stability parameters – for both intact and damaged stability. They integrate with a 3D model of the ship, known as a digital twin, which is based on data and models used during the ship design process. “These systems continuously monitor stability data, such as the vessel's metacentric height, and provide alerts if any IMO-set stability and loading criteria are unmet,” says Vihavainen. Real-time awareness “This real-time awareness allows for early detection of potential risks and facilitates timely corrective actions to maintain stability and ship safety in all conditions." Additionally, these systems can simulate different scenarios and provide decision support to the crew and shoreside teams in case of emergencies, such as grounding or damage to the hull, allowing for a more informed and proactive response. Cloud-based monitoring unlocks By analysing this data, shoreside teams can identify trends, benchmark performance, and make decisions Cloud-based performance monitoring solutions can unlock new operational efficiencies in the maritime market by providing insights in real-time, as well as collecting historical data for later analysis. NAPA’s onboard solutions, for example, can collect data from various sources, like all logbook data, such as a deck, navigational data, stability data, engine management systems, HVAC, tank data, waste, and water management, as well as other relevant onboard sensors. By analysing this data, shoreside teams can identify trends, benchmark performance, and make data-driven decisions to optimise various aspects of operations, including fuel efficiency, waste and water management, engine performance, and so on. Operational efficiency “The cloud-based nature of these systems enables seamless data sharing and collaboration between shipboard and shoreside teams, facilitating real-time monitoring, communication, and support,” says Vihavainen. “This accessibility to data and insights allows for more informed decision-making, proactive rectifications in operational practices, maintenance, and continuous improvement in operational efficiency.” Supporting shipping’s transition to decarbonisation The global maritime industry, and seafarers in particular, are grappling with new ways of working to support shipping’s decarbonisation transition. A recent survey by the International Seafarers Welfare and Assistance Network (ISWAN) revealed that 54% of seafarers reported an increase in their workloads, 44% said they are feeling higher levels of stress, and 33% fear potential criminalisation due to complex reporting requirements. NAPA Logbook By enabling data to be exchanged between systems, teams can enhance situational awareness Digital, integrated solutions like NAPA Logbook, through NAPA Fleet Intelligence, allow teams to tackle these issues by doubling down on automation, thereby minimising errors saving time, and offering a holistic approach to data management, operational safety, and efficiency. By enabling data to be exchanged between systems, teams can enhance situational awareness and make better-informed decisions on critical operational matters and regulatory compliance, with greater speed and accuracy, as the platform also gives a centralised data overview. Benefits Vihavainen says centralised data collection through platforms also benefits operations by: Providing a holistic view of fleet operations: 24x7 monitoring and real-time situational awareness at a granular level - per ship, per voyage, per leg. This comprehensive overview allows for better decision-making regarding safety, efficiency, and compliance. Facilitating data-driven insights: By analysing the collected data, operators can identify trends, benchmark performance, and implement strategies for continuous improvement. Enabling better support from the shoreside without the need for additional communications. Optimised Voyage Planning: By combining real-time weather data with historical performance data, operators can plan more efficient and safer routes, especially for cruise customers during the hurricane season, for instance. Predictive Maintenance: Analysing data from various onboard systems can help predict potential equipment failures, allowing for proactive maintenance and reducing downtime. Improving record keeping and promoting safety NAPA Logbook is an electronic logbook solution that aims to improve record keeping, simply shipboard admin work, and promote safety onboard vessels. It is approved by over 20 major flag states and DNV and ClassNK, and it is trusted by over 12,000 users globally. NAPA Logbook improves record-keeping and compliance by: Automating data entry, reducing seafarer workload: The system automatically fills in data for log entries, reducing the administrative burden on the crew. Standardising formats, reducing chances of mistakes: NAPA Logbook ensures that all log entries adhere to the required formats, minimising errors, and inconsistencies. Simplifying reporting: The system facilitates the easy generation of reports for various regulatory requirements, such as EU-MRV, MARPOL, ESG, and CII. Logbook integration For instance, with the new voyage reporting functionality, the NAPA Logbook reduces the administrative burden of regulatory compliance and covers the monitoring systems EU-MRV (Monitoring, Reporting and Verification), and the IMO-DCS (Data Collection System). The digital platform enables the integration of logbooks with regulatory reporting; data is automatically shared with shoreside teams, via NAPA Fleet Intelligence, as well as with the verifier, in this case, DNV Emission Connect, in near real-time. End-to-end compliance The platform goes beyond normal electronic logbook systems and can submit data for verification to DNV The platform goes beyond normal electronic logbook systems and can submit data for verification to DNV, as well as other relevant stakeholders in the supply and emissions chain, in a format that meets all requirements. This provides end-to-end compliance support, removes duplication of work, and offers invaluable time savings for the crew which would otherwise not be possible. 14% reduction Here is a case example: Anthony Veder, a gas shipping company that implemented the NAPA Logbook in 2023 reports that it has already cut 2000 administrative hours per vessel – a 14% reduction. This time savings is not only from automated entry but also from automated reporting. With the initial success of NAPA Logbook across Anthony Veder’s fleet, the company is ramping up digitalisation to ease seafarer workload, boost morale, and reduce the margin for error. Digital tools can help reduce the administrative workload onboard and contribute to the accuracy of reporting, which is becoming increasingly important with regulations like the EU ETS and FuelEU Maritime. Replacing paper-based work permitting NAPA Permit to Work is a digital system that replaces the traditional paper-based work permit process for hazardous tasks onboard. NAPA Permit to Work has been developed through close collaboration with customers, such as Carnival Cruise Line and Virgin Voyages, to ensure it meets their specific needs and safety management system guidelines. The system allows for customisation according to each operator's unique processes. Miscommunication to mishaps Hazardous tasks are managed through a mase of manual checklists and paperwork prone to delays Traditionally, hazardous tasks are managed through a mase of manual checklists and paperwork prone to delays, oversight, and miscommunication – leading to mishaps. According to data from InterManager, 55% of accidents in the past 28 years have happened during planned work, with many incidents concentrated in high-risk areas like oil tanks and holds. Permit-to-work process Digitising the permit-to-work process can dramatically reduce the chances of human error, potentially preventing accidents before they occur. Apart from increasing efficiency, these digital permits also help ensure every step of the process is completed correctly and provide real-time visibility of high-risk tasks for both crews onboard and shoreside teams. This is especially important for newer seafarers, many of whom have joined the industry after the pandemic. They offer critical support for those still gaining experience, reducing the risk of accidents. Additionally, digitalising the process results in: Streamlined work process: The digital system eliminates the need for physical forms and signatures, saving time and reducing administrative burden. Comprehensive digital safeguards: The system acts as a checklist, ensuring that all necessary safety checks are completed before the start of any job. Enhanced communication and coordination: The system automatically notifies relevant departments and personnel with real-time status updates of ongoing work, improving coordination and transparency. Real-time monitoring and visibility: Both shipboard and shoreside teams have real-time visibility into ongoing work, enabling proactive safety management and faster response in case of issues. Benefits for shoreside teams NAPA Permit to Work provides shoreside teams with better fleet-wide visibility of ongoing work and conditions, enabling a proactive approach to safety and maintenance. This real-time data transparency allows for more efficient resource allocation, improved coordination of maintenance activities, and faster response to potential issues, ultimately leading to enhanced operational efficiency and reduced downtime. Comprehensive digital checklist NAPA Permit to Work will act as a comprehensive digital checklist The influx of new seafarers with limited experience post-pandemic presents challenges for the maritime industry. These challenges include increased workloads, higher stress levels, and potential safety risks due to unfamiliarity with complex tasks and procedures. Here, the NAPA Permit to Work will act as a comprehensive digital checklist to help seafarers ensure that no safety-critical steps are missed. Virtual guide and augments The system is designed so that no digital form is accepted unless all required safety checks are completed before the start of any job, significantly reducing the risk of oversight. Post-COVID, a large proportion of crew working aboard cruise ships are on their first contract with little at-sea experience. This functionality provides a virtual guide and augments previous training, eases handovers, and minimises the margin for error. Safety and efficiency As the maritime industry shifts toward a future marked by multi-fuel technologies and stringent environmental regulations, the operational demands placed on crews will only increase. But within this growing complexity lies an opportunity to rethink approaches to safety and efficiency. “Rather than overwhelming seafarers with more screens and systems, we need to harness digital tools and data in ways that simplify—not complicate—their work environments,” says Vihavainen. Expanding capabilities of digital tools When harnessed properly, it can lead to much bigger and newer areas of operational efficiency It is a misconception that solutions like NAPA Logbook and NAPA Stability only help with ship safety, data recording, and compliance. With cloud technology, the power of these digital tools extends far beyond their traditional roles, unlocking vast amounts of previously untapped data—up to 90% of ship data typically remains onboard, unutilised. This data spans everything from engine performance, and HVAC to waste, water, and tank management. When harnessed properly, it can lead to much bigger and newer areas of operational efficiency than achievable today. Real-time data sharing “By automating the collection and analysis of this data in real-time, and sharing it with shoreside teams, we also enable better ship-and-shore collaboration,” says Vihavainen. “As the complexity of modern maritime operations grows, cloud connectivity has become a critical tool in bridging the gap between onboard crews and shoreside teams.” Proactive voyage monitoring By allowing real-time communication and data sharing, shoreside teams can provide invaluable support in areas ranging from stability management and emergency response to proactive voyage monitoring and machinery issue resolution. “This level of collaboration is reshaping how we approach safety and efficiency at sea,” says Vihavainen. “These advances are more than just technological upgrades—they are transforming the relationship between seafarers and their shoreside colleagues.”
Case studies
Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.
Cochin Shipyard Limited (CSL), the premier shipbuilding and ship repair company in India, has delivered the 10th Electric Hybrid 100 Pax Water Metro Ferry BY 125 to Kochi Water Metro. The occasion was marked by the Delivery Protocol Signing ceremony held at CSL, in the presence of Directors of KMRL and CSL, along with senior officials from KMRL, CSL, DNV, and IRS. Shri. Harikrishnan S, Chief General Manager - CSL, and Shri. Shaji P Jananardhanan, Chief General Manager - KMRL, signed the protocol document on behalf of their respective organisations. Both organisations worked closely towards the successful completion of this project, which contributes significantly to the sustainable development and modernisation of water transportation in Kochi, India. Electric Hybrid 100 Pax Water Metro Ferry BY 125 The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel designed to provide efficient, eco-friendly, and convenient transportation options for the residents and visitors of Kochi. With a focus on sustainability and environmental responsibility, this ferry is equipped with electric hybrid technology, ensuring reduced emissions and minimised environmental impact. CSL and KMRL partner to advance India’s maritime capabilities By achieving the milestone of delivering the 10th Water Metro Ferry, CSL and KMRL have demonstrated their commitment to advancing the Nation's maritime capabilities, while prioritising eco-conscious transportation solutions. The collaboration between the two esteemed organisations is a testament to the potential for excellence within the Indian shipbuilding industry. CSL and KMRL officials conveyed their gratitude to all stakeholders, including DNV and IRS, for their support and partnership on the project.
Universal and equitable access to drinking water and adequate sanitation and hygiene services, as well as the improvement of water quality at a global level, are part of the Sustainable Development Goals of the 2030 Agenda for Sustainable Development, but they have also become part of a daily problem in many parts of the planet. Ingeteam, with its Indar submersible pumps and motors designed and manufactured in Beasain, Spain, contributes to solve part of this problem; and among the numerous applications for which the submersible pumps and motors are intended are desalination plants. Indar submersible pumps and motors installed In this context, the six pumps and their corresponding submersible motors have been installed in the desalination plants of Alicante I and San Pedro del Pinatar I, both belonging to the Commonwealth of the Taibilla Canals, and their main task will be to take the water to be desalinated from the sea and discharge it as drinking water to the primary water network of the region, which in the summer period has more than 3 million inhabitants. The desalination plants and their operation The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain. It has a maximum production of 57,500 m³ of water per day and the treated water is fed into the New Alicante Canal (enlarged in 2006). In this installation, 2 Indar pumps manufactured by Ingeteam have been implemented with their respective motors. These water collection units will work in coastal vertical wells which usually have a high variability of water level. Seawater desalination plant using Ingeteam technology The second seawater desalination plant using Ingeteam technology is called San Pedro de Pinatar 1. It is designed to produce and supply the Commonwealth with a daily volume of up to 65,000 m³ of drinking water. The plant is located in the El Mojón area, near the Salinas and Arenales de San Pedro del Pinatar, in the Region of Murcia, Spain. The new units supplied will replace the 4 identical units supplied by the company in 2003. Stainless steel units supplied The 6 units for these desalination plants have been supplied to Ingeteam’s distributor, Juan Azcue, S.A., and are made of stainless steel, which is highly resistant to corrosion in aggressive environments, such as salinity, humidity, and acid or alkaline media. Both plants take the water from the vicinity and then proceed to its treatment. Thus, the process includes a seawater pretreatment that guarantees its optimal conditions (physical and chemical); desalination as such, which is carried out by means of membrane racks; and finally, a seawater post-treatment that guarantees compliance with the criteria established for water for human consumption by the regulations in force.
Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.
GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”
From its foundation in 1959, Mitsubishi Ore Transport (MOT) has been committed to upholding the highest standards in maritime safety and security, and to delivering premium-quality marine transport services using advanced ship management technologies. Inmarsat’s Fleet Xpress As part of NYK, the future-oriented organisation operates a fleet of 17 vessels and seeks to harness the vast potential of an increasingly connected maritime ecosystem to realise its digitalisation and decarbonisation objectives. It was in line with these goals, and to accelerate the adoption of digital services on board its vessels, that MOT adopted Inmarsat’s Fleet Xpress across its fleet. Simple, convenient, and fast communication MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy Combining the high speeds of Inmarsat’s Global Xpress Ka-band network with unlimited backup from its FleetBroadband L-band service, Fleet Xpress provides the continuous connectivity MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy. Captain Gregario C. Ogatis, Master of the MOT-managed bulk carrier Santa Isabel, described Inmarsat’s connectivity solution as “very simple, convenient and fast”, adding that it allows onboard personnel to “communicate easily with shore”. Quick information exchange Building on Ogatis’s remarks, Tesuro Ideguci, Chief Engineer, MOT, commented, “Inmarsat’s Fleet Xpress has allowed us to communicate with external parties and receive information very quickly, which is extremely beneficial." "Thanks to Fleet Xpress, I believe the way we work on land and sea will change significantly in the future, and we will see improvements in all aspects of information exchange.” Synthetic virtual networks Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its route As well as supporting fast and seamless business communications, Fleet Xpress helps crew members make the most of their free time by allowing them to keep in touch with family and friends and enjoy online entertainment on their own devices without interfering with mission-critical connectivity. Using synthetic virtual networks, Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its own dedicated route to the user. The bandwidth used outside of these essential services also receives its own pipeline, ensuring connectivity for both business and leisure, and achieves the highest standards in speed, reliability, and security. Enhanced efficiency, reduced fuel consumption Santa Isabel also benefits from Inmarsat’s Fleet Data, a maritime Internet-of-Things (IoT) platform that provides full data ownership and access from a single customisable dashboard. Fleet Data transforms the way ship owners and managers collect, transfer, analyse, store, and share vessel data for quick performance-based and historical benchmarking across the fleet. These insights support enhanced decision-making for more efficient and sustainable operations. Fleet Data is available on the Fleet Edge platform – a versatile, fully integrated modular solution giving Santa Isabel a path to operational efficiency, decarbonisation, and enhanced crew welfare over the Fleet Xpress network. Improving operational efficiency IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule Shunsuke Miyazaki, General Manager, of Mitsubishi Corporation (MC) Shipping, which owns Santa Isabel among other MOT-chartered or managed ships, commented, “In the trend towards global decarbonisation, the key is how to operate vessels more efficiently to reduce fuel consumption. We use Fleet Data to send information from the ship in real-time, and we leverage these insights to improve operational efficiency.” For the two MC-owned vessels already deploying Fleet Data, Miyazaki added, the IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule. Connectivity with certainty As the maritime industry becomes increasingly digitalised, more and more shipping companies are embracing new technologies and upgrading their satellite communications services to enable digitalisation, decarbonisation, and crew connectivity. This is why so many shipping companies rely on the Fleet Xpress suite of services, all delivered through our world-pioneering satellite network. Digital service adoption Inmarsat’s services are built to deliver control over the entire connectivity ecosystem" “We are delighted to support Mitsubishi Ore Transport solutions in driving the adoption of digital services on board,” said Gert-Jan Panken, Vice President of Sales, Inmarsat. “Inmarsat’s services are built to deliver control over the entire connectivity ecosystem." Build-in competitive advantages "With Fleet Xpress, shipping companies like MOT gain access to a host of opportunities to optimise and drive efficiency, the ability to attract and retain the most talented crew, and the capacity to future-proof operations and build-in competitive advantages." "By providing a clear view of what satellite communications mean to your business today and tomorrow, Inmarsat offers connectivity with certainty.”
Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.
Cochin Shipyard Limited (CSL), the premier shipbuilding and ship repair company in India, has delivered the 10th Electric Hybrid 100 Pax Water Metro Ferry BY 125 to Kochi Water Metro. The occasion was marked by the Delivery Protocol Signing ceremony held at CSL, in the presence of Directors of KMRL and CSL, along with senior officials from KMRL, CSL, DNV, and IRS. Shri. Harikrishnan S, Chief General Manager - CSL, and Shri. Shaji P Jananardhanan, Chief General Manager - KMRL, signed the protocol document on behalf of their respective organisations. Both organisations worked closely towards the successful completion of this project, which contributes significantly to the sustainable development and modernisation of water transportation in Kochi, India. Electric Hybrid 100 Pax Water Metro Ferry BY 125 The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel designed to provide efficient, eco-friendly, and convenient transportation options for the residents and visitors of Kochi. With a focus on sustainability and environmental responsibility, this ferry is equipped with electric hybrid technology, ensuring reduced emissions and minimised environmental impact. CSL and KMRL partner to advance India’s maritime capabilities By achieving the milestone of delivering the 10th Water Metro Ferry, CSL and KMRL have demonstrated their commitment to advancing the Nation's maritime capabilities, while prioritising eco-conscious transportation solutions. The collaboration between the two esteemed organisations is a testament to the potential for excellence within the Indian shipbuilding industry. CSL and KMRL officials conveyed their gratitude to all stakeholders, including DNV and IRS, for their support and partnership on the project.
Universal and equitable access to drinking water and adequate sanitation and hygiene services, as well as the improvement of water quality at a global level, are part of the Sustainable Development Goals of the 2030 Agenda for Sustainable Development, but they have also become part of a daily problem in many parts of the planet. Ingeteam, with its Indar submersible pumps and motors designed and manufactured in Beasain, Spain, contributes to solve part of this problem; and among the numerous applications for which the submersible pumps and motors are intended are desalination plants. Indar submersible pumps and motors installed In this context, the six pumps and their corresponding submersible motors have been installed in the desalination plants of Alicante I and San Pedro del Pinatar I, both belonging to the Commonwealth of the Taibilla Canals, and their main task will be to take the water to be desalinated from the sea and discharge it as drinking water to the primary water network of the region, which in the summer period has more than 3 million inhabitants. The desalination plants and their operation The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain. It has a maximum production of 57,500 m³ of water per day and the treated water is fed into the New Alicante Canal (enlarged in 2006). In this installation, 2 Indar pumps manufactured by Ingeteam have been implemented with their respective motors. These water collection units will work in coastal vertical wells which usually have a high variability of water level. Seawater desalination plant using Ingeteam technology The second seawater desalination plant using Ingeteam technology is called San Pedro de Pinatar 1. It is designed to produce and supply the Commonwealth with a daily volume of up to 65,000 m³ of drinking water. The plant is located in the El Mojón area, near the Salinas and Arenales de San Pedro del Pinatar, in the Region of Murcia, Spain. The new units supplied will replace the 4 identical units supplied by the company in 2003. Stainless steel units supplied The 6 units for these desalination plants have been supplied to Ingeteam’s distributor, Juan Azcue, S.A., and are made of stainless steel, which is highly resistant to corrosion in aggressive environments, such as salinity, humidity, and acid or alkaline media. Both plants take the water from the vicinity and then proceed to its treatment. Thus, the process includes a seawater pretreatment that guarantees its optimal conditions (physical and chemical); desalination as such, which is carried out by means of membrane racks; and finally, a seawater post-treatment that guarantees compliance with the criteria established for water for human consumption by the regulations in force.
Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.
GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”
From its foundation in 1959, Mitsubishi Ore Transport (MOT) has been committed to upholding the highest standards in maritime safety and security, and to delivering premium-quality marine transport services using advanced ship management technologies. Inmarsat’s Fleet Xpress As part of NYK, the future-oriented organisation operates a fleet of 17 vessels and seeks to harness the vast potential of an increasingly connected maritime ecosystem to realise its digitalisation and decarbonisation objectives. It was in line with these goals, and to accelerate the adoption of digital services on board its vessels, that MOT adopted Inmarsat’s Fleet Xpress across its fleet. Simple, convenient, and fast communication MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy Combining the high speeds of Inmarsat’s Global Xpress Ka-band network with unlimited backup from its FleetBroadband L-band service, Fleet Xpress provides the continuous connectivity MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy. Captain Gregario C. Ogatis, Master of the MOT-managed bulk carrier Santa Isabel, described Inmarsat’s connectivity solution as “very simple, convenient and fast”, adding that it allows onboard personnel to “communicate easily with shore”. Quick information exchange Building on Ogatis’s remarks, Tesuro Ideguci, Chief Engineer, MOT, commented, “Inmarsat’s Fleet Xpress has allowed us to communicate with external parties and receive information very quickly, which is extremely beneficial." "Thanks to Fleet Xpress, I believe the way we work on land and sea will change significantly in the future, and we will see improvements in all aspects of information exchange.” Synthetic virtual networks Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its route As well as supporting fast and seamless business communications, Fleet Xpress helps crew members make the most of their free time by allowing them to keep in touch with family and friends and enjoy online entertainment on their own devices without interfering with mission-critical connectivity. Using synthetic virtual networks, Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its own dedicated route to the user. The bandwidth used outside of these essential services also receives its own pipeline, ensuring connectivity for both business and leisure, and achieves the highest standards in speed, reliability, and security. Enhanced efficiency, reduced fuel consumption Santa Isabel also benefits from Inmarsat’s Fleet Data, a maritime Internet-of-Things (IoT) platform that provides full data ownership and access from a single customisable dashboard. Fleet Data transforms the way ship owners and managers collect, transfer, analyse, store, and share vessel data for quick performance-based and historical benchmarking across the fleet. These insights support enhanced decision-making for more efficient and sustainable operations. Fleet Data is available on the Fleet Edge platform – a versatile, fully integrated modular solution giving Santa Isabel a path to operational efficiency, decarbonisation, and enhanced crew welfare over the Fleet Xpress network. Improving operational efficiency IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule Shunsuke Miyazaki, General Manager, of Mitsubishi Corporation (MC) Shipping, which owns Santa Isabel among other MOT-chartered or managed ships, commented, “In the trend towards global decarbonisation, the key is how to operate vessels more efficiently to reduce fuel consumption. We use Fleet Data to send information from the ship in real-time, and we leverage these insights to improve operational efficiency.” For the two MC-owned vessels already deploying Fleet Data, Miyazaki added, the IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule. Connectivity with certainty As the maritime industry becomes increasingly digitalised, more and more shipping companies are embracing new technologies and upgrading their satellite communications services to enable digitalisation, decarbonisation, and crew connectivity. This is why so many shipping companies rely on the Fleet Xpress suite of services, all delivered through our world-pioneering satellite network. Digital service adoption Inmarsat’s services are built to deliver control over the entire connectivity ecosystem" “We are delighted to support Mitsubishi Ore Transport solutions in driving the adoption of digital services on board,” said Gert-Jan Panken, Vice President of Sales, Inmarsat. “Inmarsat’s services are built to deliver control over the entire connectivity ecosystem." Build-in competitive advantages "With Fleet Xpress, shipping companies like MOT gain access to a host of opportunities to optimise and drive efficiency, the ability to attract and retain the most talented crew, and the capacity to future-proof operations and build-in competitive advantages." "By providing a clear view of what satellite communications mean to your business today and tomorrow, Inmarsat offers connectivity with certainty.”

