Decarbonisation

ClassNK has released ‘FAQs on the FuelEU Maritime (4th Edition)’. It can serve as a helpful guide for stakeholders in the shipping sector when considering measures to comply with environmental regulations. FuelEU Maritime, an EU regulation aimed at promoting the decarbonisation of fuels used on board ships, has entered into force and applies to all ships above 5,000 gross tonnage calling at EU ports from January 1, 2025. Latest clarifications from EMSA’s webinar In this ‘FAQs on the FuelEU Maritime (4th Edition)’, ClassNK has updated several sections reflecting the latest clarifications from EMSA’s webinar and the Guidance Document, including the following points:  Conditions for cumulative penalty increases in cases of repeated penalties Priority order of fuels in GHG intensity calculation (By accounting for fuels in the order of increasing GHG intensity, it is possible to maximise the benefit of using low-GHG-intensity fuels.) Stakeholders in the shipping sector ClassNK will continue to strive to support stakeholders in the shipping sector through such guidance provision as part of the "ClassNK Transition Support Services." ‘FAQs on the FuelEU Maritime (4th Edition)’ is available on the following page of the ClassNK website.

Anemoi Marine Technologies, a pioneer in wind-assisted propulsion technology, has developed an in-service performance verification process that reduces cost and complexity for operators while improving accuracy compared to existing practices. The new methodology aims to enable greater uptake of the climate-neutral, energy-saving advantages of wind-assisted propulsion. Rotor sail system The data is used to calibrate predictions on forces generated by the rotor sail system The process, validated by the class society Lloyd’s Register Advisory, involves measuring vessel data when the wind-assisted propulsion system is turned on and off while encountering various conditions during regular operation. The data is used to calibrate predictions on forces generated by the rotor sail system and their impact on the vessel, which can be used to predict voyage fuel savings with high levels of confidence. Evaluation of wind-assisted propulsion systems Anemoi Technical Director, Luke McEwen, said: “With this paper, our aim is to bring greater transparency and consistency to the evaluation of wind-assisted propulsion systems. By describing our performance assessment methodology in detail, we hope to contribute meaningfully to the wider industry discussion and move closer to a standardised framework that enables clear, comparable results across all WAPS technologies." "While various approaches exist, a unified standard will be key to supporting informed decision-making and accelerating decarbonisation in shipping.” Challenges of applying traditional methodologies Lloyd’s Register Advisory confirmed that these benefits are accrued while improving the accuracy of overall fuel saving The methodology - published in the new whitepaper, Performance Verification Of Wind-Assisted Ship Propulsion Systems By On-Off Testing - can be used for all wind-assisted propulsion solutions, not just Anemoi’s Rotor Sails. It overcomes the challenges of applying traditional methodologies, such as ISO 19030, to WAPS assessment and eliminates costly operational changes, such as taking vessels off hire to perform dedicated WAPS sea trials, which are proposed by some standards. Lloyd’s Register Advisory confirmed that these benefits are accrued while improving the accuracy of overall fuel saving predictions. Wind-assisted propulsion verification Lloyd’s Register Advisory Ship Performance Manager, Dr. Santiago Suarez de la Fuente, added: “The current standards and guidelines around wind-assisted propulsion verification are relatively sparse, and an opportunity exists for a process that is robust, widely adopted, and transparent." "Anemoi’s methodology achieves this, allowing for predictions of performance to be applied to the entire range of conditions that a vessel and the system will encounter, without tests needing to be conducted in every condition.” Fuel savings of WAPS-equipped vessels The model developed using Anemoi’s process can be used throughout the life of the vessel to generate accurate fuel savings values, either in real time or on a voyage-by-voyage basis. It also enables the creation of advanced predictive tools that can estimate the power and fuel savings of WAPS-equipped vessels in a wide range of conditions. Net propulsion fuel savings Anemoi and Lloyd’s Register Advisory recently announced the results of the TR Lady Kamsarmax Anemoi and Lloyd’s Register Advisory recently announced the results of the TR Lady Kamsarmax, equipped with three of Anemoi’s 5m diameter, 24m tall Rotor Sails, assessed using the methodology outlined in the paper.  Following a year-long, multi-voyage testing period, the robust approach demonstrated average net propulsion fuel savings of 9.1% and 7 tonnes of CO2e per sailing day. On-ship performance of technologies Commenting on the TR Lady’s performance testing, Chris Hughes, Decarbonisation Specialist at Cargill, the vessel’s charterer, said: “Building up an accurate understanding of the real-world, on-ship performance of technologies is a key piece in the wind assist propulsion puzzle. By combining the data from more than 167 rotor on/off tests that were conducted by the TR Lady, together with the independent verification from LR, Anemoi instilled confidence in the accuracy of their analysis."  "We have already used the results of this study to fine-tune our weather routeing digital twins for TR Lady, and it will also help inform future decisions on deploying wind assist across our fleet.”

Swiss marine power company WinGD has become the first engine designer to bring an ammonia-fuelled two-stroke marine engine to market following the delivery and installation of its X52DF-A engine on a 46,000m3 LPG/ammonia carrier being built for EXMAR. The vessel will be the first ammonia-fuelled gas carrier in service, and the engine among the first of WinGD’s ammonia-fuelled X-DF-A design to enter commercial operation. WinGD’s laboratory test engine The results from WinGD’s laboratory test engine runs were confirmed at the factory, with low emissions The 52-bore engine was built by HD Hyundai Heavy Industries’ Engine & Machinery Business Unit (HHI-EMD) and installed on the first of four sister vessels to be built at HD Hyundai Mipo shipyard in South Korea. The results from WinGD’s laboratory test engine runs were confirmed at the factory, with low emissions and efficient performance similar to diesel engines offering a robust solution for operators seeking to deploy ammonia fuel. Innovative propulsion solutions WinGD Vice President of Research and Development, Sebastian Hensel, said: “With such convincing results, it is clear that ammonia fuel has a vital role to play in the decarbonisation of our industry. Working with trail-blazer partners like EXMAR has been essential in bringing this technology to market." "We’re proud to be at the forefront of the clean-energy transition, delivering the innovative propulsion solutions the industry needs as it strives for a more sustainable future.” X-DF-A engine features The X-DF-A engine features high-pressure ammonia injection supplemented by a low, targeted pilot fuel dose of around five per cent at full load. The engine delivers load handling, dynamic response and fuel efficiency on par with WinGD’s equivalent diesel-fuelled X Engines in both ammonia and diesel operating modes. Further optimisation will continue for the second engine in the 52-bore series, which will be delivered later this year. Engine from WinGD’s design Those efforts have been rewarded with an early orderbook of around 30 X-DF-A engines to date Alongside pioneering ship operators, close collaboration with engine builders has also been essential in realising a safe, reliable and commercially-viable engine from WinGD’s design.  Those efforts have been rewarded with an early orderbook of around 30 X-DF-A engines to date, on vessels including not only gas carriers but also bulk carriers and container ships. Reduce greenhouse gas emissions Ammonia contains no carbon molecule and, when produced using renewable electricity, can reduce greenhouse gas emissions by up to 90% compared to conventional fuel. With the first engines approaching service following a robust, safety-focused development process, the X-DF-A platform offers shipowners a real choice as they navigate evolving regulatory and market demands on their journey to net-zero emissions.

Marine industry pioneers gathered at Nor-Shipping in June, with a focus on the key challenges and opportunities driving the transition to a lower-carbon future. With regulations such as the Carbon Intensity Indicator (CII), FuelEU Maritime, the EU Emissions Trading System (EU ETS) and the upcoming International Maritime Organisation (IMO) carbon levy, fouling control systems continue to play a vital role in the shipping industry as the regulatory bodies chart a course towards net-zero emissions by 2050. Fouling control systems Vessel operators will have to navigate a new challenge on the horizon after a global deal agreement These fouling control systems help reduce fuel consumption and CO₂ emissions, enabling vessels to maintain favourable efficiency ratings and avoid penalties. Vessel operators will have to navigate a new challenge on the horizon after a global deal agreement was passed at the UN's IMO MEPC 83 meeting in April, following almost a decade of negotiations. Carbon-intensive fuels From 2028, owners of large vessels will have to reduce their carbon-intensive fuels or face fines of up to $380 per tonne of carbon dioxide emissions from burning fuel. Shipping has become the first industry in the world with internationally mandated targets to reduce emissions and according to maritime consultancy UMAS, the historic agreement could result in an eight percent reduction in emissions by 2030. Fouling control coatings Vessel operators need to consult coating companies with proven expertise in fouling control coatings The deal is a historic moment for the industry and will further drive home the importance of cutting fuel consumption. Marine coatings and technologies, in isolation, are not enough for shipowners to comply with the regulations. Vessel operators need to consult coating companies with proven expertise in high-performing fouling control coatings and a strong track record of in-service performance, to support data-driven and well-informed investment decisions. Underwater hull schemes We’ve supported customers with their CII ratings and have helped them offset the EU ETS surcharge, which came into effect last year. In 2024, shipowners were responsible for 40% of their emissions costs, increasing to 70% this year and set to reach 100% from 2026. Last year, a record number of customers engaged with us to identify the most suitable underwater hull schemes to aid CII compliance, highlighting the growing demand for tailored fouling control solutions from International® marine coatings. Our solutions not only ensure regulatory compliance but also enhance vessel performance and sustainability. Vessel fuel consumption and CO2 emissions Application of Intercept® 8500 LPP on a trading VLCC vessel led to a removal of carbon emissions For example, the application of Intercept® 8500 LPP on a globally trading VLCC vessel led to a reduction of carbon emissions of approximately 8,500 tonnes over the five years in service. As a result, this vessel maintained a CII ‘A’ grade rating throughout the study, which resulted in the customer achieving both performance and decarbonisation targets. Furthermore, we have seen increased demand for Intertrac® Vision, our big data prediction tool that enables ship owners and operators to assess the impact of fouling control coatings on vessel fuel consumption and CO2 emissions while in transit. This digital tool allows our experts to collaborate closely with vessel operators to assess the return on investment of various coating schemes, tailored to vessel type and operating conditions. It simplifies the coatings selection process and delivers data-driven insights for more informed decision-making. Hull performance expertise and data-driven insights The carbon levy passed at the IMO meeting in April is scheduled for implementation in 2028. With steeper penalties, it is expected to impact global shipping routes if vessel operators do not reduce their reliance on carbon-intensive fuels. However, there are steps that shipowners can take to invest in regulation compliances and minimise penalties. With nearly 150 years of experience serving the marine industry, offering high-performance coatings, hull performance expertise and data-driven insights, we are uniquely positioned to help shipowners achieve regulatory compliance while maintaining operational efficiency.

Maritime digitalisation, decarbonisation and autonomy were the dominant themes at this month's Nor-shipping conference, where mariners from around the world gathered to discuss the industry's future. But beneath these headline topics, a fundamental shift in maritime navigation is quietly underway. S-100, the next generation of maritime data standards, will transform today's static navigation systems into dynamic, real-time communication networks that revolutionise everything from autonomous navigation to sustainable voyage planning. Overcome implementation challenges All vessels will be required to have S-100 compatible ECDIS, but S-57 charts will continue We have been working closely with NAVTOR to develop S-100 compatible Electronic Chart Display and Information System (ECDIS). I spoke alongside Bjørn Kristian Sæstad and John K Klippen at the NAVTOR panel to explore how S-100 builds on the success of S-57 and what is being done in the lead up to 2029, when all vessels will be required to have S-100 compatible ECDIS but S-57 charts will continue to be supported.  As the world's pioneering authority in maritime navigation, the UK Hydrographic Office (UKHO) is spearheading industry education and industry adoption of the S-100 framework. This preparation phase is critical. Success will require collaboration between maritime operators, technology providers, port authorities, and regulatory bodies to overcome implementation challenges and establish industry-wide best practices. Building on proven success The maritime industry has successfully navigated major technological transitions before, from GPS adoption to AIS system implementation. S-100 represents the next chapter in this evolution, building on S-57's proven foundation while introducing flexible and extendable capabilities to support safer, more efficient, and more sustainable maritime operations. The S-57 data platform standardised electronic chart data for over 50,000 vessels worldwide The S-57 data platform standardised electronic chart data for over 50,000 vessels worldwide. But where these charts are standalone files requiring periodic updates, S-100 takes this to the next level. As a universal hydrographic data model, S-100 enables vessels to communicate with each other, shore-based systems, and maritime infrastructure in real-time. It collates a range of data such as weather, tides and traffic into one interoperable ECDIS, providing mariners with a complete picture of their surroundings, optimising high-quality data and enhancing situational awareness. Smooth industry transition The transition from S-57 to S-100 is already underway, with many hydrographic offices preparing to produce and distribute S-100-based products by the 2026 IMO milestone. To ensure a smooth and gradual transition for maritime operators, S-100-compatible ECDIS will continue to support existing Electronic Navigational Charts (ENCs) using the current S-57 standard. This dual capability should eliminate concerns about operational disruption during the transition period. It provides time both for companies to develop S-100 compatible ECDIS and mariners to gradually incorporate S-100 enhanced capabilities and customise their displays based on the information they need. By 2029, S-100 technology will be mandatory for all vessels. Dual capability should eliminate concerns about operational disruption during the transition period To further support mariners becoming familiar with S-100 capabilities before widespread implementation, the UKHO has launched Explore S-100, an online platform where maritime professionals can experience the technology firsthand. Users can browse and interact with 'phase 1' S-100 data layers, including S-101 (ENCs), S-102 (bathymetric surface), S-104 (water levels), and S-111 (surface currents). This comprehensive educational tool is designed to make S-100 feel more like reality, allowing mariners to familiarise themselves with its new capabilities. Real-world testing Real-world testing is now moving from theory to practice. At the recent Nor-shipping conference, I spoke with NAVTOR about the first practical demonstrations of S-100 technology, including sea trials that tested the system under challenging maritime conditions. The St Lawrence River in Canada provides an ideal testing ground, featuring tidal influences, varied currents, narrow dredged navigation channels with deep-water sections, seasonal continuous survey activities, bridges, overhead cables and navigational aids. Testing standards in real-world scenarios allows us to gather feedback and make adjustments before full-scale implementation. This enables developers to fine-tune products based on actual operational experience rather than theoretical requirements. Different areas of the maritime community UKHO has partnered with SeaTrade Maritime to launch a comprehensive survey assessing industry Understanding how the technology performs in practice is only part of the picture. Gauging industry readiness for this transition is just as important. The UKHO has partnered with SeaTrade Maritime to launch a comprehensive survey assessing industry understanding of S-100.  By identifying knowledge gaps, implementation concerns, and specific training needs across different areas of the maritime community, we’re informing educational programmes that address real industry requirements. Enabling tomorrow's maritime operations We are seeing major social and political change as the maritime sector works to ensure decarbonisation is at the top of the industry’s agenda. While S-100 will not be the silver bullet to facilitating decarbonisation and sustainability efforts, certain features will enable more sustainable operations. Fuel consumption and port area emissions when vessels ultimately need to wait outside congested terminals Route optimisation technology, for example, can help address one of the industry's most pressing environmental challenges: the widespread "sail fast then wait" approach. This increases fuel consumption and port area emissions when vessels ultimately need to wait outside congested terminals. S-100's real-time data sharing capabilities support just-in-time arrival strategies, enabling vessels to receive current information about port conditions, berth availability, and optimal arrival windows. This shift toward efficiency-focused voyage planning becomes increasingly critical as the industry works toward FuelEU Maritime compliance. S-100 common framework with port operators Route optimisation extends beyond individual vessels to support coordinated traffic management. When multiple ships can access the same real-time port and traffic information, the entire system operates more efficiently, reducing delays and environmental impact across the maritime supply chain. Route optimisation extends beyond individual vessels to support coordinated traffic management Sharing data using the S-100 common framework with port operators and charter parties could help to reduce demurrage penalty payments when the agreed-upon time for cargo operations (laytime) is exceeded.   Sharing real-time data (ETA, berth availability, weather, cargo readiness, etc.) helps all stakeholders, charterers, shipowners, and terminal operators plan better. The impact is that it reduces idle time and delays caused by poor coordination or unexpected changes. For example, if bad weather is forecasted using S-100-compliant data, cargo operations can be rescheduled in advance, avoiding idle time that counts against laytime. Cross-industry collaboration As the maritime sector approaches the 2026 implementation milestone, the UKHO remains committed to supporting industry readiness through initiatives like Explore S-100 and comprehensive training resources. The transition offers genuine opportunities for improved operational efficiency, enhanced safety, and reduced environmental impact. These benefits require careful planning, comprehensive education, and ongoing collaboration across the maritime community. By hydrographic offices, shipping companies, technology providers, and regulatory authorities all working together, the industry can ensure S-100 delivers its full potential while maintaining the safety and reliability that mariners depend on every day.

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.

Electrification plays an important role in addressing the environmental challenges facing the maritime sector, and electric propulsion is the key component in this transition. Energy-efficient propulsion, which encompasses both efficient drivetrain and less weight, will contribute to meeting environmental challenges, while providing unwavering reliability for the operators. Cleaner propulsion solutions Ease of integration and maintenance helps streamline system design and installation, crucial factors in speeding up the adoption of cleaner propulsion solutions across the maritime sector. ABB promotes the adoption of advanced motor technologies in the rail, marine, and eMobility sectors through the Traction & Mobile e-Power Motors business unit. The team designs and delivers both components and complete propulsion systems for railway as well as off-highway machines and marine markets. IMO’s 2050 net-zero goals ABB helps the IMO’s 2050 net-zero goals by advancing marine electrification via innovations “The energy-efficient solutions we've developed are enabling compact, reliable electric propulsion in marine applications exemplified by our new AMXE Marine Motor, engineered specifically to meet the harsh demands and specific requirements of the marine market and environment,” says Henrik T. Nilsson, Global Sales Manager for Traction & Mobile e-Power Motors. ABB supports the IMO’s 2050 net-zero goals by advancing marine electrification through innovations like the AMXE Marine Motor and advanced motor control technologies. Conventional propulsion systems  This compact, high-power-density AMXE Marine Motor is designed for small to mid-sized electric and hybrid vessels and open deck applications, offering high efficiency, low weight and excellent performance in a durable frame designed to sustain marine environments. By replacing conventional propulsion systems, the AMXE enables cleaner, more sustainable vessel operations. ABB’s global expertise, service network, and complementary technologies further enhance marine efficiency and decarbonisation, says Nilsson. These solutions help shipbuilders and operators meet sustainability targets and transition toward low emission. ABB’s expertise in the marine industry AMXE Marine Motor, which ABB gave at Nor-Shipping in June, uses technologies set for off-highway equipment “ABB is pioneering the way in developing cutting-edge solutions to help the marine transport industry achieve net-zero goals,” says Nilsson. “By consistently innovating and working closely with industry partners, ABB is delivering the technologies and expertise needed to steer the industry towards a cleaner and more sustainable future.” The AMXE Marine Motor, which ABB presented at Nor-Shipping in June, uses technologies developed for off-highway equipment, such as mining trucks or electric buses, combined with a durable design that encompasses ABB’s expertise in the marine industry. ABB’s motor portfolio This resulted in a motor with the highest power density in ABB’s motor portfolio, delivering more power with less weight and space. It is housed in a frame that is compliant with industry standards, including corrosion protection to withstand tough environments. Pairing the motor with ABB inverters like the HES880 Mobile Inverter creates efficient, responsive propulsion systems designed to meet the demands of the next generation of electric and hybrid vessels. ABB’s HES880 Mobile Designed for harsh climates, ABB’s HES880 Mobile rugged, liquid-cooled inverter offers high efficiency The new AMXE Marine Motor offers the highest power density in ABB’s motor portfolio. Its lightweight, compact design makes it more energy-efficient than traditional combustion systems. When paired with ABB drives, it helps to lower energy consumption, boost performance, and reduce operational costs. Designed for harsh environments, ABB’s HES880 Mobile rugged, liquid-cooled inverter offers high efficiency, IP67 protection and a corrosion-resistant enclosure. Its multifunctional use, maintenance-free build, and compact design make it suitable for electrifying heavy-duty applications like vessels. ABB’s experience in marine applications Drawing on ABB’s experience in mining, rail, and marine applications, the AMXE Marine Motor is built to deliver long-lasting, high-performance operation in tough maritime environments. It's fully enclosed water-cooled design reduces noise while enhancing comfort and reliability. Engineered with a robust well-proven insulation system, and a design that supports the installation needs of the marine industry, it ensures a long lifetime and ease of installation in most marine applications as well as machine rooms with limited space.  AMXE Marine Motor Key stakeholders in transitioning to electrical marine applications include shipbuilders, vessel operators The AMXE Marine Motor has undertaken extensive validation testing, including IP, shock and vibration, corrosion resistant and validated the insulation system to comply with IVIC Class C. Key stakeholders in transitioning to electrical marine applications include shipbuilders, vessel operators, technology providers like ABB, and regulatory bodies such as the International Maritime Organization (IMO) together with the harbours that need to provide the primary charging infrastructure. Electric propulsion systems Shipbuilders integrate electric propulsion systems into vessel designs, while operators adopt and manage these technologies to improve efficiency and reduce emissions. Regulators drive industry adoption by setting the decarbonisation targets, like the IMO’s 2050 net-zero goal, driving industry adoption. Possibly the biggest challenge for companies looking to decarbonise is uncertainty around the availability and cost of alternative future energy modes. This is probably less of an issue with electrification than other alternative fuels. Availability of electricity  Transitioning to electric drivetrains can help lower operating costs, increase efficiency and performance Transitioning to electric drivetrains can help lower operating costs, increase efficiency and performance, and reduce environmental impact. In general, the availability of electricity is more stable, even if work remains in the charging infrastructure for the marine market.  The technologies for electric drivetrain on ships are already available and proven effective. Through continue collaboration with the stakeholders in the marine industry, a more sustainable future is possible. Decarbonisation objectives “It was great to be able to meet our customers, engage at Nor-Shipping in meaningful conversations and showcase ABB’s solutions for the marine industry,” says Nilsson. “The event theme ‘Future-Proof’ focused on sustainable solutions and innovations for the future of the maritime sector." Nilsson added: "The theme aligned with the launch of ABB’s AMXE Marine Motor. We are thrilled to provide future-proof solutions that help customers meet their decarbonisation objectives. Being relatively new in the marine industry myself, I was impressed at Nor-Shipping by the openness to new technologies and the deep understanding in the industry of how these new technologies can address current and future challenges.”

Ballast Water Management Systems (BWMS) prevent the spread of invasive aquatic species, which pose significant ecological, economic, and health threats. The systems treat and purify a ship's ballast water before it is discharged into a new environment. Regulations dictate how ballast water is managed and discharged. The IMO Ballast Water Management Convention was adopted in 2004 and ratified on 8 September 2017. In addition, the U.S. Coast Guard (USCG) has also regulated discharges in the USA through local regulations in conjunction with the EPA. Risk of undesirable bio-invasions All ships of 400 gross tons (300 gt for USCG) or more are required to manage their ballast water All ships of 400 gross tons (300 gt for USCG) or more are required to manage their ballast water. A range of technologies have been Type Approved to purify a ship's ballast water, and treatment methods are dominated by those making use of active substances or UV radiation.  Ballast Water Treatment Systems (BWTS) remove or render harmless nonindigenous aquatic species and pathogens before the ballast water is discharged into a new location. Therefore, BWTS provide ships the means to comply to the regulations and reduce the risk of undesirable bio-invasions that harm ecosystems, and cause economic and coastal infrastructure damage, according to Dr. Stelios Kyriacou, Chief Technology Officer (CTO) of ERMA FIRST, a manufacturer of ballast water treatment and other sustainable marine equipment systems. BWTS remove or render harmless nonindigenous aquatic species and pathogens. Leadership in the core product category “We have already achieved leadership in our core product category, the Ballast Water Treatment Systems, and our vision remains for our new chapter, the decarbonisation solutions,” says Kimon Mademlis, Group Marketing and Communications Director, ERMA FIRST. “This is the brand promise to our customers that we will always strive for excellence, innovation and stellar offerings.” Flexible and adaptable ballast water management Use of active substance treatments offers a flexible and adaptable ballast water management system ERMA FIRST has developed a full flow filter electro-chlorination system, ERMA FIRST FIT BWTS, and has further expanded its product offering with the acquisition of complementary chemical injection technologies, oneTANK and Ecochlor, for ballast water management. The use of active substance treatments offers a flexible and adaptable ballast water management system to marine operators, says Kyriacou. Electro-chlorination and chemical injection treatments are single pass on ballasting only, unlike UV where a secondary treatment is required at discharge. Ballast water treatment systems Active substance treatments are not impacted by water clarity (UV transmittance) and adapt to water quality challenges better than UV systems while in general have a lower operating expense and energy footprint. ERMA FIRST ensures operational simplicity and lowers costs with their user-friendly ballast water treatment systems. Designed for easy installation and basic crew training, the systems feature automated operation that reduces manual work and ensures compliance with international regulations. Their flexible design fits all vessel types, minimising downtime and retrofit expenses. ERMA FIRST ensures operational simplicity and lowers costs with its user-friendly BWTS. ERMA FIRST global service ERMA FIRST offers global service and remote support, improving system efficiency With low energy consumption and simple maintenance needs, the systems help shipowners reduce daily operational costs while ensuring reliable long-term performance. In addition, ERMA FIRST offers global service and remote support, improving system efficiency and making vessel operations smoother, more reliable, and cost-effective across the fleet. Combining products and services to support customers ERMA FIRST provides a range of services to support customers from the initial sales to long-term operation. The company offers expert advice, system design, and, when requested, assistance during installation to ensure the best fit for each vessel’s needs. They also provide crew training for safe and straightforward operation. Maintenance services, both scheduled and on demand, keep systems running efficiently. With remote monitoring, 24/7 technical support, and service engineers worldwide, ERMA FIRST responds quickly to any issue. “We supply spare parts upon request or as needed, and we maintain stock in major hubs globally,” says Mademlis. “ERMA FIRST ensures reliable, simple, and cost-effective support at every stage.” ERMA FIRST provides a range of services to support customers from the initial sales. New sustainable and reliable products Customers drive the business, while R&D provides new sustainable and reliable products ERMA FIRST’s vision is to be a pioneer in the industry excellence in all they do. Customers drive the business, while R&D provides new sustainable and reliable products and after-sales service delivers customer support.  Here is the brand’s purpose statement: “Saving the oceans to safeguarding the planet.” ERMA FIRST is committed to a greener future, a sustainable world, and a bright tomorrow for the generations to come. Expanding range of decarbonisation solutions ERMA FIRST’s track record in ballast water treatment systems, as well as with other marine equipment such as oily water separators and sewage treatment plants, has critically and crucially delivered towards protecting the oceans. The BWTS ensures optimal protection of the seas, and the company offers an expanding range of decarbonisation solutions. “In the maritime sector, technological advancement is driving a major transformation across operations, sustainability, and competitiveness,” says Kyriacou. “We are responding to growing environmental concerns and regulatory pressures, particularly from the International Maritime Organization (IMO), for greenhouse gas (GHG) reduction, decarbonisation and net-zero.” Environmental policy developments ERMA FIRST maintains active R&D programs and invests in energy efficiency measures ERMA FIRST monitors environmental policy developments and adapts and leverages their resources to the develop practical and cost-effective solutions for global shipping. “Our core strategic objectives include sustainability and environmental respectability with a strong desire to maximise our customers’ benefit and support their strategies to achieve carbon neutrality,” says Mademlis. To this end, ERMA FIRST maintains active R&D programs and invests in energy efficiency measures, air lubrication systems (AL) and wind-assisted propulsion systems (WAPS), ship-to-shore power interface, advanced data analytics, and artificial intelligence (AI) to optimise ship operations, performance, and emissions in real-time. ERMA FIRST maintains active R&D programs and invests in energy efficiency measures. Use of diesel electric generators and boilers Decarbonisation measures target ship propulsion with fuel and energy efficiency improvements Decarbonisation measures mainly target ship propulsion with fuel and energy efficiency improvements. Ships, however, also spend time in port where they engage in passenger and cargo operations, while the energy requirements are significantly lower than when in transit. The use of diesel electric generators and boilers in port is responsible for the continued emission of GHG and particulate matter (PM) in the atmosphere and is a major cause of noise pollution. The health and wellbeing of residents in the vicinity of ports is impacted by ship operations.  Reducing carbon footprint, lowering costs The use of Alternative Maritime Power systems, like BLUE CONNECT from ERMA FIRST, enables ships to stop running their generators in port and utilise shore power for their needs, thus saving fuel, reducing the environmental and carbon footprint of cargo operations. “The adoption of energy-efficiency measures targets reduction of GHG emissions, optimisation of fuel use, and correcting the energy performance of suboptimal ship designs,” says Kyriacou. ERMA FIRST’s energy-saving devices (ESDs) maximise the propulsive effectiveness of the propeller. ERMA FIRST’s ESDs maximise the propulsive effectiveness of the propeller. Combinations of ESDs FLEXCAP eliminates the hub vortex, while converting some of the rotational energy to thrust FLEXCAP, a propeller cap, eliminates the hub vortex, while converting some of the rotational energy to thrust. FLEXFINS are attached to the hull to correct the flow around the stern preventing boundary layer separation thus reducing drag and losses. FLEXRING is a duct fitted upstream of the propeller that homogenises the axial wake component, while the duct contributes to the thrust by virtue of the lift generated by the accelerating flow over the surfaces.  Combinations of ESDs can deliver significant performance gains, lower fuel consumption, reduce GHG emissions and improve a ship’s carbon intensity indicator (CII), says Kyriacou. Embracing carbon capture and storage Carbon capture and storage systems have an important role to play during the transition away from fossil fuels to achieve net-zero. Fossil fuels will be the energy source for ships’ propulsion in the near term because the shift to alternative fuels cannot be implemented instantly due to availability and capacity constraints. ERMA FIRST recognises the need to provide a bridge solution between continued fossil fuel use and the necessity to reduce GHG emissions radically. ERMA FIRST recognises the need to provide a bridge solution. Development of a regulatory framework The ERMA FIRST CARBON FIT post-combustion on-board carbon capture and storage (OCCS) system provides a technically practical solution to achieve GHG emissions reduction, paving the pathway to carbon neutrality. At IMO MEPC.83, a work plan on the development of a regulatory framework for the use of OCCS was agreed. With a scheduled completion by 2028, it is projected that broad technology implementation will follow.  ERMA FIRST CARBON FIT post-combustion on-board carbon capture and storage. Maritime and environmental awards As a technology provider with a global reach, ERMA FIRST sets high standards of quality on both equipment and services. ERMA FIRST has won multiple maritime and environmental awards over the years, including: Technical Achievement Award 2013, Lloyd's List Greek Shipping Awards Technology Excellence 2013, Made in Greece Technology Award 2016, GREEN4SEA Bronze Award 2022, HR Awards Technical Achievement Award 2023, Lloyd's List Greek Shipping Awards Sustainability Award 2023, GREEN4SEA Bronze Award 2023, HR Awards Greek Business Champion 2023, Protagonistes Business External Focus 2023, Protagonistes Great Place to Work 2023 R&D expertise of ERMA FIRST A milestone for the company and a proud achievement is the fact that ERMA FIRST belongs to a very small group of companies having won the Technical Achievement Award by Lloyd's List more than once.  This reflects the solid R&D expertise of ERMA FIRST and the long-standing and ongoing efforts towards technological excellence and impactful innovations.

FuelEU Maritime came into effect on Jan. 1, 2025. It is part of the European Union’s Fit for 55 package and applies to commercial vessels of 5000GT (gross tonnage) and over used for the transport of cargo or passengers and calling at EU ports. Vessels are required to achieve a greenhouse gas (GHG) intensity of energy below a particular level. That level reduces over time and by 2050 the reduction target is 80% compared to 2020 reference levels. GHG intensity of energy obligations “FuelEU is designed to reduce the energy intensity of fuel used by ships and to drive the uptake of alternative fuels,” says Helen Barden, Director – External Affairs, NorthStandard, an insurer providing Protection and Indemnity (P&I) coverage. She adds, “For vessels that do not meet the GHG intensity of energy obligations, there are options for borrowing compliance from future years, pooling the vessel with better-performing vessel(s) or paying a penalty. For container and passenger ships there are requirements to connect to shore power from 2030.” Ship’s energy intensity  FuelEU Maritime measures a ship’s energy intensity over a full reporting year on a well-to-wake basis FuelEU Maritime measures a ship’s energy intensity over a full reporting year on a well-to-wake basis. Well-to-wake therefore includes emissions from well (i.e., production) to tank (i.e., on the ship) plus tank-to-wake (i.e., it propels the ship). Assessing the energy intensity on a well-to-wake basis, rather than simply tank-to-wake, provides a better reflection of the emissions created during the lifecycle of a marine fuel.  Wind-assisted propulsion systems “There are many energy efficiency technologies on the market, such as improving the efficiency of hull coatings, or making changes to the bulbous bow or propeller, but these go to improving the energy efficiency and are not included in the calculation to improve the energy intensity of the fuel used,” says Helen Barden.   However, wind-assisted propulsion systems receive a Wind Reward Factor in the regulation, which means this technology does impact the vessel’s GHG intensity rating. Of course, zero or near zero fuels and renewable fuels of non-biological origin also go to the GHG intensity rating. Compliance of FuelEU The compliance of FuelEU rests with the DOC holder under the ISM code While the compliance of FuelEU rests with the Document of Compliance (DOC) holder under the International Safety Management (ISM) code, which may well be the ship manager rather than the registered owner, the ship manager will in reality want to pass the liability for compliance on to the ship owner, says Barden. The ship owner (and indeed possibly together with the charterer depending on the length of the charter party and nature of the commercial relationship) will need to produce a strategy for compliance with FuelEU Maritime given there are different options for compliance available, she says.  Lower energy intensity fuels and energy sources Helen Barden says payment of the penalty should be the last resort. “Not only is this likely to be the most expensive option, but it also comes with implications for future years in the form of a multiplication factor,” she states.  Helen Barden adds, “Whether pooling, using lower energy intensity fuels and energy sources, or borrowing compliance from future years as part of a strategy will depend on many variables and, therefore, a compliance strategy should be given considered thought. This will also impact on the terms of any contracts.”  Respect of GHG energy intensity Financial penalties apply to any company that does not meet its compliance obligations There are pooling platforms on the market now, such as Bettersea, which is currently offered to NorthStandard members at a preferential rate. Financial penalties apply to any company that does not meet its compliance obligations in respect of GHG energy intensity. Failing to comply for two or more consecutive years will see the penalty factor multiplied, while failure to present a FuelEU Maritime certificate of compliance for two or more consecutive reporting periods could result in a ship being banned from EU ports.  Vessel’s compliance balance If a vessel exceeds the compliance requirements and so has a positive compliance balance for a reporting period, this “surplus” can either be pooled or can be banked for compliance in future years. Parties will need to consider whether charterers will get the full benefit of compliance pooling, banking or borrowing, and how this will work where the charter party does not cover the full reporting year. A vessel’s compliance balance may not be included in more than one pool in the same reporting period, but the vessel may be switched to a different pool in a different reporting period. Responsibility for FuelEU compliance rests The ultimate responsibility for FuelEU compliance rests with the ISM company The ultimate responsibility for FuelEU compliance rests with the ISM company (i.e., the Document of Compliance holder under the ISM Code) and, therefore, careful consideration must be given to the contractual implications of FuelEU Maritime. The Baltic and International Maritime Council (BIMCO) has produced a FuelEU Maritime Clause for Time Charter Parties and a Clause for ship management agreements, too, to help support owners, charterers, and ship managers in this regard. However, these clauses cannot just be inserted without consideration. As mentioned earlier, things like the compliance strategy should be thought through as this will impact the wording used in the clause, says Barden. Advice on the BIMCO clause “The BIMCO clauses are certainly a helpful starting point, but ship managers, ship owners and charterers must consider the terms carefully and, if necessary, make amendments,” says Helen Barden.  She adds, “We have been assisting a number of our members with advice on the BIMCO clause in their particular circumstances, and indeed non-industry clauses that have also been proposed.”

The world’s first Aframax oil tanker to use wind-assisted propulsion has been built in China, with AkzoNobel making an important contribution to the landmark project by supplying 350,000 litres of International® marine coatings.  The Brands Hatch is regarded as a major innovation in sustainable shipping technology and the entire vessel – including the underwater hull, deck and cargo oil tanks – features the company’s high-performance products. They’ll provide comprehensive protection and critical technical assurance for the tanker’s eco-efficient operation. Intelligent fibreglass sails Built by Shanghai Waigaoqiao Shipbuilding Co., Ltd., it has three intelligent fibreglass sails which are projected to reduce fuel consumption by around 12% a year and slash annual carbon emissions by 5,000 tons under normal operating conditions. “We’re very proud to have contributed to this landmark project,” says Rob Leslie, Commercial Director of Marine and Protective Coatings for AkzoNobel Greater China. “The successful application of our coatings not only validates the performance of our International® fouling control and anti-corrosive technologies, but also demonstrates the company’s commitment to enabling decarbonisation through sustainable innovation.”  Linear polishing technology Advanced coating delivers consistent and effective performance for a clean, foul-free hull The products used included Intercept® 8500 LPP – one of the highest-performing fouling control technologies in the International® range – which was applied to the vessel’s underwater hull. This advanced coating delivers consistent and effective performance for a clean, foul-free hull. By combining linear polishing technology with an optimised biocide package, the coating contributes to significant fuel savings and reduced CO₂ emissions.  Ultra-deep-sea drilling vessel Built for UK shipping company Union Maritime, the Brands Hatch is an Aframax ship, a type of oil tanker with a capacity between 80,000 and 120,000 deadweight tons. They’re primarily used for short to medium-haul crude oil transportation. It's the third milestone vessel built in China to be coated by AkzoNobel in recent years. The company also supplied more than 300,000 litres of International marine coatings for Dream – the country’s first domestically designed and built ultra deep-sea drilling vessel – while Intersmooth® fouling control technology was used on Adora Magic City, the first large cruise ship to be constructed in China.

Höegh Autoliners has revolutionised maritime transport with its Aurora Class vessels, marking significant progress toward sustainable deep-sea shipping. These Pure Car and Truck Carriers (PCTCs) are designed to be the largest and most environmentally friendly in their class. Notably, the final four ships in this 12-vessel series are set to operate on sustainable ammonia, a zero-carbon fuel, upon their delivery in 2027. Aurora Class vessels Aurora Class vessels are initially running on LNG with the flexibility to transition to ammonia and methanol The Aurora Class vessels are initially running on liquefied natural gas (LNG) with the flexibility to transition to ammonia and methanol as these fuels become more accessible. This adaptability is emphasised by the ships’ receipt of DNV’s ammonia- and methanol-ready notations, a first in the PCTC segment. The final four vessels will feature MAN Energy Solutions’ two-stroke engines capable of being fuelled by ammonia, positioning them as pioneers in zero-GHG emission maritime transport. TGE Marine’s expertise A key enabler of this technological leap is TGE Marine, whose advanced tank designs and fuel gas handling solutions are at the core of the vessels’ ammonia propulsion capabilities. TGE Marine’s expertise in designing and engineering maritime gas systems has made them a global pioneer in gas containment and fuel supply technologies. Their tanks are specifically developed to safely store ammonia in maritime conditions, while their fuel gas systems are among the most advanced in the industry ensuring reliable fuel management, safe operations, and seamless engine integration. These solutions exceed the stringent safety and performance standards required for ammonia as a marine fuel. New ammonia fuel supply system TGE Marine has already supplied tanks and fuel gas systems to the first eight Aurora class vessels TGE Marine has already supplied tanks and fuel gas systems to the first eight Aurora class vessels, and within the final four vessels, the fuel supply system is intended to handle ammonia fuel which allow for the vessels to be an engineering front runner in the industry.  The new ammonia fuel supply system comes among others with a reliquefaction system, a gas combustion unit (GCU) and an ammonia release and mitigation systems (ARMS). Aspects of TGE Marine’s contribution The following expands on the specific aspects of TGE Marine’s contribution to the vessels: Fuel Supply System: The fuel supply system is streamlined to support the main engine operation in an optimum manner allowing a reliable and stable operation with ammonia as fuel. The design of the system is addressing the demand to increase ammonia integrity and to allow safe operation incl. maintenance. Key design features are the utilisation of sealless pumps, high integrity equipment and automation resp. remote operation.  Boil-off Gas (BOG) Treatment: The heat ingress into the ammonia storage tank will lead to evapouration of ammonia. To keep the tank pressure within allowable limit the vapour, the BOG, is routed from the type-c tank’s vapour space to the BOG Treatment System. The BOG Treatment system consists of two fully independent methods to manage the tank pressure, i.e., the Reliquefaction System and the Gas Combustion Unit (GCU). Reliquefaction System: Onboard reliquefaction systems are engineered to recondense the ammonia vapour that results from heat ingress into the storage tanks and system operation. Gas Combustion Unit: As with all systems, TGE Marine also ensure that in an unlikely event that the reliquefaction system would fail, a secondary ‘back up’ system would kick in. The method chosen for this set up a gas combustion unit (GCU). This method burns the boil off gas, and this allows the tank temperature and tank pressure to remain within the limits. The gas combustion unit can support also the treatment of nitrogen ammonia mixtures and non-standard operations, such as gas-freeing of systems for maintenance preventing the release of ammonia to the atmosphere. Safety Systems: Key for operating a vessel with ammonia as fuel is the safe operation taking the toxicity of ammonia into consideration. TGE Marine has implemented safety systems and measures into the design of the system. Risk assessments accompany the design and execution of the project at every stage. Ammonia recovery: A key element of the safe operation is the handling of potential operational and emergency releases originating from the fuel supply system and engine purge operations. For this purpose, an ammonia recovery system is applied to reduce the ammonia quantities being routed to the ammonia release mitigation system. Ammonia Release Mitigation System: The ammonia release mitigation system developed by TGE Marine, is reducing the ammonia quantity released to the atmosphere and ensures that ammonia concentrations are below health and safety limits. Primary benefits of configuration To underline the benefits of the system, these following can be listed as primary benefits of using such configuration: Fuel Efficiency: By applying an efficient ammonia fuel supply system and ammonia engine Environmental Compliance: Minimising emissions of ammonia gas into the atmosphere reduces the vessel’s environmental footprint and helps comply with stringent emissions regulations Safety and Stability: The system ensures stable operation, reducing the risk to personnel and enhancing onboard safety Operational Flexibility: This technology supports extended voyages without fuel losses and allows better management of varying fuel demands during different operational profiles New standard for sustainability in maritime transport Beyond propulsion, the Aurora Class vessels incorporate several eco-friendly features, some include 1,500 square metres of solar panels and the capability to connect to electric shore power, enabling emissions-free port operations.  With these advancements, Höegh Autoliners, together with key partners like TGE Marine, is not only reducing its carbon footprint but also setting a new standard for sustainability in maritime transport, steering the industry toward a greener future.

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.

Given the diverse stakeholders in the maritime industry, it is understandable that collaboration is a challenge. However, the interconnected ecosystem of maritime makes collaboration essential. From ship owners and operators to port authorities, from shippers to shipbuilders, from classification societies to marine service providers and others, there are vast opportunities to work together and cooperate. To gain insight, we asked our Expert Panel Roundtable: How can the maritime industry increase collaboration, and what are the benefits?

Achieving optimal return on investment (ROI) for a maritime company involves a strategic combination of operational efficiency, revenue enhancement, cost control, careful financial management, attention to sustainability and regulatory compliance, and other factors. Given all the variables in play, profitability can be elusive, but our Expert Panel Roundtable has some ideas. We asked: How can maritime companies maximise return on investment (ROI)?

More than almost any trend, decarbonisation is driving the future of maritime. That reality alone makes decarbonisation the perfect topic for our first-ever Expert Panel Roundtable column. Traditional maritime fuels, like heavy fuel oil, release harmful pollutants that contribute to air pollution and have adverse health effects. We have to do better, and discussions in the maritime industry centre on which combination of alternative fuels and other technologies can solve the shorter- and longer-term challenges of decarbonisation. For an update on the various approaches, we asked our Expert Panel Roundtable: What are the latest maritime technology trends in decarbonisation?