Digital transformation

Ocean Infinity has reached a significant milestone with the delivery of the final vessel in its fourteen-vessel Armada fleet - closing a chapter that began in 2020 with a bold ambition to redefine offshore operations. Over the past five years, Ocean Infinity has built and deployed a fleet of cutting-edge lean crewed vessels unlike anything the industry has seen before. This latest delivery completes the 86-metre class of Armada ships, following the successful introduction of the 78-metre class in 2023. Twelve vessels are now in live operation, with the remaining two following close behind, pushing the boundaries of robotics and technology at sea. Innovative technology to transform operations This achievement reflects Ocean Infinity’s purpose: using innovative technology to transform operations at sea to enable people and the planet to thrive. The vessels are a huge part of what makes that transformation possible - inherently smaller than conventional counterparts and integrated into Ocean Infinity’s onshore control centre for live monitoring and remote control of robotic sub-systems. The Armada fleet is already delivering safer, more sustainable solutions - reducing the number of people offshore, cutting fuel consumption, and creating more efficient ways of working. Advanced underwater robotic systems Each vessel is mobilised with a tailored suite of equipment, including advanced underwater robotic systems, enabling a wide range of data collection tasks. From geophysical surveys to geotechnical investigations, these capabilities support complex offshore projects globally from the United States to Europe and the Asia Pacific, delivering high quality data and driving innovation in subsea operations. Complete and onshore control centres "Completing the Armada 86-metre class marks an extraordinary moment – five years ago we said we’d build a fleet of fourteen ships, designed unconventionally because speed to capability mattered – and we’ve done it, despite the many challenges along the way. What started out as a bold ambition is now a reality." "These vessels are not a concept or an R&D project - they are operating today, transforming the way offshore work is done by focusing on software and technology first. We owe a huge debt of thanks to everyone involved!” said Oliver Plunkett, Chief Executive Officer. With the fleet complete and onshore control centres becoming increasingly capable, Ocean Infinity is unlocking new possibilities for the future of offshore operations - continuing to lead the way in robotics and technology.

Rolls-Royce’s Power Systems division is supplying a total of eight mtu emergency power generators for two fully electric fast ferries belonging to the Spanish shipping company, Baleària. From 2027, the ships will cover the 18 nautical miles between Tarifa in Spain and Tangier in Morocco using electric power, thereby opening up the first “green corridor” between Europe and Africa. The project is considered a milestone for CO2-neutral mobility at sea and is supported by an international network of partners consisting of shipping companies, shipyards, port authorities, energy suppliers, and other companies. Conventional on-board power systems On behalf of the Spanish shipyard Astilleros Armon, four mtu 20V4000M35S emergency power generators will be supplied for each of the two ships. With an output of 2,840 kilowatts each, the generators will ensure the power supply in case of need – for example, if the ferries’ on-board batteries cannot be charged in port as planned. Unlike conventional on-board power systems, however, their function goes far beyond simply supplying the electrical systems: in an emergency, the mtu gensets can also secure the entire propulsion system of the ferries. Ideal for use in high-speed ferries “For us as a shipyard, the integration of powerful, compact systems is crucial –especially in innovative ship projects such as this one. The mtu gensets from Rolls-Royce meet these requirements perfectly and help to provide additional backup for the ferries' electrical systems,” said Ricardo Garcia, Head of Marketing, Sales & Business Development at Astilleros Armon. Thanks to their high-power density, low weight, and compact design, mtu engines are ideal for use in high-speed ferries. Delivery is scheduled for the first half of 2026, with the ferries entering regular service in 2027. Emission-free shipping and reliable system technology “The project is a prime example of how emission-free shipping and reliable system technology go hand in hand,” said Phil Kordic, Senior Expert, Commercial Marine Business, at Rolls-Royce Power Systems. “Our mtu engines make an important contribution to the operational safety and efficiency of these state-of-the-art ships – powerful, lightweight and perfectly tailored to maritime requirements.” The two identical catamarans are fully electric, reach a maximum speed of up to 26 knots, and can accommodate 804 passengers and 225 vehicles.

Helm Operations announced that it has reached 400 customers and more than 10,000 vessels and assets running on Helm CONNECT worldwide, marking a major milestone for one of the maritime industry’s most widely adopted maintenance and operations platforms. The achievement reflects Helm’s expanding role as the operational foundation for fleets across towing, offshore support, passenger vessels, barges, dredging, and other specialised service segments. As more operators in more verticals adopt Helm CONNECT, the platform is increasingly becoming the connective layer fleets rely on to standardise, streamline, and scale their daily operations. Complex offshore support “This milestone isn’t just about hitting a number — it’s a reflection of the trust operators place in us across very different parts of the industry,” said James Wadsworth, CEO of Helm Operations. “From high-frequency passenger operations to complex offshore support and everything in between, customers are choosing Helm because it delivers reliability, consistency, and clarity across their fleets. We’re proud to see more organisations using Helm CONNECT as the backbone of how they run.” Helm’s continued growth Helm’s continued growth is being driven by operators looking to modernise their maintenance, safety, compliance, and crewing processes — and by Helm’s ability to support these needs across a wide range of operational models. Recent projects, including Washington State Ferries’ fleet-wide crew dispatch modernisation, demonstrate how large and complex organisations are turning to Helm for mission-critical operational systems that need to scale cleanly and perform under pressure. Building the next generation of tools “With more customers depending on Helm CONNECT every day, we’re focused on building the next generation of tools that help fleets operate smarter and more efficiently,” Wadsworth added. “From deeper integrations to predictive insights and intelligent automations, the future of fleet management is connected and user-centered, and we’re excited to be helping our customers get there.” Range of operational environments Helm CONNECT is now used daily in more than 35 countries, powering asset management, safety programs, crewing, dispatch, regulatory compliance, and operational workflows across thousands of vessels and shoreside teams. Helm continues to expand its partner ecosystem and integration capabilities, strengthening its position as the central operating system for maritime fleets across a growing range of operational environments.

ABB has verified a major advancement in vessel Dynamic Positioning (DP) technology, following successful Failure Mode and Effects Analysis (FMEA) proving trials and sea trials on board the new wind turbine installation vessel (WTIV) Norse Wind. By integrating ABB Ability™ Marine Pilot Control – a ship control system that unifies dynamic positioning, manoeuvering, and transit functionalities into one intuitive interface – with Azipod® propulsion units, the vessel showcases distinctive advantages of system-level synergy. ABB’s PEMS™ power and energy management system Meeting all performance expectations, ABB’s new Dynamic Positioning Class 2 (DP2) control system draws on input from DP operators, studies of accident logs and model-based control algorithms. Offering full control at all operational stages, the DP solution enhances vessel safety and operational decision-making. Sea trials onboard the DEME vessel Norse Wind verified the solution’s continuous control capability, integrated with ABB’s PEMS™ power and energy management system allowing for closed bus-tie operations. In addition, ABB’s tactile AX Bridge levers and user interface enable a clear situational overview of both the vessel and DP. The solution’s functionality leverages dynamic vessel and thruster models that update in real time to account for speed-induced changes in hydrodynamics. Innovation and advanced technologies "As an industry pioneer in innovation and advanced technologies, we sought a dynamic positioning solution that would raise the benchmark beyond the long-standing standard,” said Jeroen Vanden Branden, Head of Fleet at DEME. “ABB’s new DP2 control system delivers an advanced, intuitive, and user-friendly experience, providing operators with all essential information in a clean, modern interface. This system empowers our crews with precision, reliability, and real-time insights – delivering the performance and safety standards that modern DP operations demand." ABB Ability™ Marine Pilot Control The DEME sister ship Norse Energi will also feature the new ABB DP2 solution on its entry into service in early 2026. “In developing the DP2 functionality for ABB Ability™ Marine Pilot Control, combining it with Azipod® propulsion, and subsequently verifying its performance at sea, our team has shown great vision, craft and dedication,” said Rune Braastad, Business Line Manager, Marine Systems, ABB’s Marine & Ports division. “DEME has been an excellent pioneering partner, fully buying into our vision for a safer and more user-friendly DP control solution. I am proud of the collaboration and excited to see a safer operating environment for crews and vessels alike.”

Mintra, a pioneer in digital learning and workforce management solutions for the maritime and energy sectors, is pleased to announce that it has completed the acquisition of SQLearn, a pioneering Greek provider of online maritime training solutions. This strategic acquisition marks the next phase in Mintra’s commitment to support the maritime industry’s digital transformation, with a special focus on Greece and beyond. Advanced training delivery tools With decades of international experience in learning, HR and crew-management solutions, Mintra brings to the table a comprehensive suite of software and services, enabling global workforce optimisation, learning delivery, compliance management and more. Its flagship platforms, Trainingportal and OCS HR, have earned a strong reputation across the maritime sector. Founded in 2006 and headquartered in Piraeus, SQLearn has become the most trusted name in Greek-based maritime e-learning. Its offerings include an in-house developed learning management system, a rich library of STCW-approved online courses (covering safety, security, environmental compliance, soft skills, vetting readiness, and more), and advanced training delivery tools compatible with onboard and ashore use. SQLearn supports more than 1,000 vessels, 50,000 seafarers and 150 shipping companies worldwide. Digital learning adoption This acquisition brings together two market leaders with a shared vision – combining Mintra’s global reach, with SQLearn’s strong Greek heritage, specialised content development, and deep understanding of local maritime training needs. The result is a powerful value proposition that will accelerate digital learning adoption in Greece, while making advanced maritime technologies accessible to Mintra’s global customer base. “I am excited about the opportunities this acquisition creates for SQLearn. With Mintra powering our Greek-developed products while offering international reach through Mintra’s global presence, we foresee enormous benefits for shipowners and seafarers alike,” said Spyros Goumas, CEO of SQLearn. Need for digital transformation From Mintra’s side, the acquisition reflects a strong commitment to invest in the Greek maritime industry, leveraging SQLearn’s established commercial network and stellar reputation. “We are proud and excited to welcome SQLearn into the Mintra family,” said Kevin Short, CEO of Mintra. “We believe that their proven products and local expertise will help us deliver greater value in Greece and beyond, supporting the maritime industry’s urgent need for digital transformation through high-impact training and technology.” Enhance safety and sustainability Both SQLearn and Mintra would like to extend their appreciation to Advokatfirmaet CLP DA, KBVL Law Firm, Deloitte Advisory, and Nordea Bank for their valuable support throughout the transaction. Together, Mintra and SQLearn will continue to deliver accredited, high-quality courses, training-management tools, and crew competency solutions, helping shipping companies meet regulatory demands, enhance safety and sustainability, and manage crews efficiently across global fleets.

The Organising Committee of the Doha International Maritime Defence Exhibition and Conference (DIMDEX 2026) has signed an agreement with Al Abdulghani Motors, appointing the company as the “Platinum Sponsor” of the ninth edition of the event, scheduled to take place from 19–22 January 2026 at the Qatar National Convention Centre. The four-day event will be held under the esteemed patronage of His Highness Sheikh Tamim bin Hamad Al Thani, The Amir of the State of Qatar, Head of State and Supreme Commander of the Qatar Armed Forces, hosted and organised by the Qatar Armed Forces. Qatar National Vision 2030 Al Abdulghani Motors’ participation and sponsorship of the event reflect its commitment to supporting key national events that enhance Qatar’s position on the global stage. It also underscores the importance of collaboration between government entities, private companies, and national initiatives, strengthening partnerships that advance the objectives of Qatar National Vision 2030. The signing ceremony took place at the Ministry of Defence in the presence of HE Lt Gen (Pilot) Jassim bin Mohammed Al Mannai, Chief of Staff of the Qatar Armed Forces and Abdulghani Nasser Al-Abdulghani, Chief Executive Officer of Al Abdulghani Motors. The agreement was signed by Staff Brigadier (Sea) Abdulbaqi Saleh Al-Ansari, Chairman of the DIMDEX Organising Committee, and Abdo Sweidan, Chief Operating Officer at Al Abdulghani Motors. Building an integrated system of cooperation HE Lt Gen (Pilot) Jassim bin Mohammed Al Mannai, Chief of Staff of the Qatar Armed Forces, commented: "Supporting the defence sector is a pivotal element in consolidating national stability and ensuring a secure environment that drives economic growth." "Strengthening our defence capabilities relies on building an integrated system of cooperation among vital sectors, which in turn supports the development of national industries, fosters innovation, and enhances readiness and efficiency across all areas. This integration between defence, economic, and industrial sectors forms a key foundation for achieving these objectives." Ninth edition of DIMDEX Staff Brigadier (Sea) Abdulbaqi Saleh Al-Ansari, Chairman of the DIMDEX Organising Committee, said: "We welcome Al Abdulghani Motors as the Platinum Sponsor of the ninth edition of DIMDEX. Their contribution demonstrates the commitment of leading private sector companies to supporting events organised by the State of Qatar." "This sponsorship represents a strategic commitment to national priorities, drives sustainable progress, and enhances the company’s presence locally and internationally." Realisation of Qatar National Vision 2030 Abdulghani Nasser Al-Abdulghani, Chief Executive Officer of Al Abdulghani Motors, commented: "We are honoured to be the Platinum Sponsor of the ninth edition of DIMDEX 2026. This partnership reflects the strong and enduring relationship we have built over decades with the Ministry of Defence and demonstrates our steadfast commitment to supporting the realisation of Qatar National Vision 2030." "We will continue to work closely with the Ministry of Defence to develop transport solutions that meet the sector’s needs today and in the future. We wish the organisers and all stakeholders every success with this landmark event". Various mobility services and products Al Abdulghani Motors a national company in Qatar founded in 1958 and operates in the Automotive industry as the official distributor for Toyota and Lexus in Qatar since 1964. Driven by a mission to be the best in town mobility company, Al Abdulghani Motors provides various mobility services and products, including car rentals, pre-owned car sales, heavy equipment sales, car service centres, and other mobility services. DIMDEX 2026 will be held under the theme “A Global Hub for Defence Innovations – Invest in Possibilities to Shape a Secure Tomorrow”. The event will bring together senior decision-makers, defence industry pioneers, and government representatives from around the world. It provides a key platform to promote innovation and encourage business investment in defence.

The concept of the digital twin and its potential benefits have become embedded in the maritime industry. But how far it has penetrated the collective mindset of the industry is less certain. Creating a digital twin for an expensive and complex newbuilding project is becoming more commonplace and is being driven by owners, particularly for energy shipping, defence or other specialist vessels. 3D model-based design  Powered by 3D model-based design and a Product Lifecycle Management-led approach to shipyard workflows, a digital model will inform and sustain the vessel’s entire lifecycle. Less widely appreciated is that the same holds true for existing vessels – including smaller and less complex commercial ships. Buyers who prefer second-hand tonnage with the potential for retrofits can also benefit from a digital model. The ability to capture enough data to create the digital twin is achievable using today’s shipbuilding-specific tools and that does not mean they have to be a ‘perfect’ representation of the as-built ship. Powered by 3D model-based design and a Product Lifecycle Management-led approach to the shipyard. Newbuildings Some vessel types – particularly in naval shipbuilding – are obvious candidates given their long lifecycles in single ownership, but for commercial shipping the demand for a digital twin requires an understanding of whether the owner foresees a long-term ownership/operating position. Part of the reluctance stems from the perceived complexity of the task and also from the need to make the business case Education and value creation are essential so that the shipowner knows what to ask for, understands what it will do for them and how they can extract value for however long they own and operate the asset. Part of the reluctance stems from the perceived complexity of the task and also from the need to make the business case. Ultimately, it will happen if owners specify it in the contract and shipbuilders are paid to develop an accurate ‘as-built/as-delivered’ digital twin. Owners don’t make investments without demonstrable ROI and shipyards only deliver what the contract requires. 2D production drawings How to get the two parties aligned is a critical component of success. Having the shipowner onboard early is key to getting the digital twin embedded in the construction process. Without specific provision for a digital twin, most shipyards will stop developing the ship model at some point and additional information only shows up on the 2D production drawings, resulting in a less usable model for the owner. Defining the deliverables and intended purpose can make the case more forcefully. For shipyards, the fact that a digital twin that can inform the production process, streamline the handover and support sustainment over the vessel’s lifecycle should be a competitive differentiator. Additional information only shows up on the 2D production drawings. Existing vessels Many vessel owners and shiprepair yards alike have yet to fully recognize the long-term business value of digital twins for existing tonnage. Until this awareness grows, the integration of digital twins into the in-service phases will continue to lag other complex manufacturing industries. Looking further down the curve, a lifecycle digital twin can create its own type of value. For many yards, maintenance, repair and especially energy efficiency upgrades are a big part of their future. Availability of an accurate, reliable, digital twin supports this strategic direction. The common factor is for both owner and yard to understand that a digital twin can be ‘good enough’ to serve the defined purposes, without being a multi-headed technology project that struggles to justify its investment case. Digital twin for second-hand and in-service vessels The digital twin can then be used to optimize in-service operations onboard ship and ashore An accurate digital twin for second-hand and in-service vessels is essential for effective management, supporting ongoing maintenance and other operational needs while reducing downtime and costs. There are many ways to aggregate existing information and combine it with model data from different sources such as 3D laser scans, 360-degree imaging and re-modelling in 3D to create the starting point for a ’good enough’ digital twin. The digital twin can then be used to optimize in-service operations onboard ship and ashore, plan and execute maintenance, support upgrade programs and inform safe decommissioning. Less pain, more gain The business case for a lifecycle twin is very simple: it can support and inform planned and predictive maintenance and planning for dry dock. Availability of the twin can shorten refit and repair cycle times because the faster the vessel’s manager can get the ship in and out of the yard, the sooner it is back in service and earning. The benefits can also be shared with the shipyard if they can use the digital twin to analyse the layout against the prepared scope. By having a reliable, current version of the ship, the yard can go beyond simple estimation and provide a more reliable cost projection and assessment of where challenges might lie. Benefit of a digital twin  Using the actual 3D design model to create the digital twin improves training accuracy and configuration A further benefit of a digital twin is use for crew familiarisation before the build is completed and training both pre-launch and throughout the life of the vessel. While some shipowners create a digital model for training, using the actual 3D design model to create the digital twin improves training accuracy and configuration and reduces risks and hazards from training on a model that may be an inaccurate representation of the as-built and as-operated vessel.  We also need to acknowledge the challenges: principally how to take the pain out of managing the digital twin and recognising that moving from paper to digital is not always an easy transition. The parties need to agree whose responsibility is it to keep an accurate record of model updates such that the in-service digital twin is reliable and trustworthy. Growing demand for vessels Shipowners commonly complain that they often struggle to update and verify paper vessel drawings. The prospect of using a digital system should remove most of that hassle, and yet understanding who has responsibility remains a frequent objection. Where this conversation goes from here depends on the willingness of vendors to explain, shipyards to engage and owners to fully realise the benefits. Procuring agencies can also act by reducing acquisition and policy barriers to promote genuine innovation. The growing complexity of shipping markets and the growing demand for vessels that can be adapted and retrofitted over their lifecycles make a compelling case for the digital twin rather than the analogue orphan.

Roughly three percent of the world’s greenhouse gases come from ships, a figure that puts the sector on par with the emissions of entire industrialised nations. Trade volumes keep growing, and if nothing changes, that percentage will climb. The International Maritime Organization has already set a 2050 net-zero target. For operators, shipyards, and ports, the question is not whether change is coming but how fast they can adapt without undermining the economics of global shipping. How the marine industry can reduce carbon emissions? The problem is broad: carbon output is tied to engines, hulls, fuels, port operations, and even day-to-day crew behaviour. Solutions are arriving from many directions at once. Some are technical, others behavioural. All require investment and a willingness to rethink what has been a conservative industry for decades. Danny Peachey, Manager at HTL Group, a pioneering provider of controlled bolting solutions, looks at how the marine industry can reduce carbon emissions through propulsion improvements, alternative fuels, digital optimisation, smarter resource use, and crew training. Propulsion and hull performance Retrofits are attractive for older ships because they buy time before replacement is unavoidable Efficiency gains start where steel meets water. Propeller systems are being re-engineered to reduce drag; air lubrication is now used on several large vessels to create a layer of bubbles under the hull; and specialised coatings keep barnacles and algae from slowing a ship’s passage. Even modest upgrades can trim fuel use by five to ten percent, which translates into both lower operating costs and reduced carbon output. Retrofits are attractive for older ships because they buy time before replacement is unavoidable. For new builds, financiers and regulators increasingly expect these improvements as a baseline, so they are less a competitive edge and more a licence to operate. Alternative fuels Conventional bunker fuel has powered the industry for generations, but its environmental cost is becoming unsustainable. Liquefied natural gas is already in use, offering lower emissions of carbon dioxide and particulates. Beyond that, the sector is experimenting with methanol, ammonia, and hydrogen. Each fuel raises new questions: ammonia is toxic, hydrogen requires complex storage, and methanol demands its own bunkering infrastructure. Yet pilot projects are scaling up.  Maersk’s methanol-fuelled container ship entered service in 2023, and European consortia are testing hydrogen and ammonia on short-sea routes. Adoption will be uneven, but these first movers are building the know-how and supply chains that others will need. Digital operations Studies suggest voyage optimisation alone may cut emissions by up to 15 percent A modern vessel generates huge volumes of data, and using that information effectively is one of the quickest ways to cut emissions. Engine monitoring, weather routeing, and speed optimisation all contribute. Adjusting course to avoid headwinds or moderating speed by a fraction can save tonnes of fuel on a single voyage. Fleet management platforms now merge satellite feeds, predictive analytics, and onboard sensors into a live operational picture. Instead of waiting for post-voyage reports, operators can make real-time decisions that reduce waste immediately. Studies suggest voyage optimisation alone may cut emissions by up to 15 percent. Ports are also digitising cargo handling, which reduces turnaround times and the hours vessels spend idling with auxiliary engines running. Energy use and waste handling Propulsion may dominate the emissions conversation, but it is far from the only factor. Lighting, cooling, and heating all add to the carbon footprint of a vessel. Swapping to LED lighting, installing heat-recovery units, and using more efficient HVAC controls are straightforward measures that reduce overall demand. Waste handling is another area where progress is visible. Ships generate oils, plastics, packaging, and food waste, all of which require careful management. Segregation and recycling prevent unnecessary emissions from disposal, and modern treatment systems reduce pollutants from the waste that cannot be avoided. Ports with adequate reception facilities make compliance with MARPOL Annex V more realistic and less costly. Training and behaviour Carbon reporting frameworks are tightening, and major cargo owners increasingly order emissions Technology is only as effective as the people who use it. Crews that understand fuel-efficient navigation, waste segregation, and energy-saving practices deliver better results than those who do not. Many operators now share performance data directly with crews, turning efficiency into a shared goal rather than a distant corporate target. Carbon reporting frameworks are tightening, and major cargo owners increasingly demand emissions data from carriers. A company’s ability to demonstrate progress is already influencing contracts, which makes sustainability performance a competitive issue as much as a regulatory one. Steering the industry forward The marine sector is not going to eliminate its carbon footprint in a single leap. What matters now is steady progress: smarter propulsion, trials of cleaner fuels, better use of data, tighter energy management, and crews trained to treat efficiency as part of their role. Each step may look modest in isolation, but together they mark the difference between falling behind and staying viable in an industry that is under close scrutiny. The IMO’s 2050 deadline may still feel distant, yet decisions being made today will determine who thrives when it arrives. Companies that invest early in carbon reduction will not only cut costs, but also prove to regulators and customers that they can keep global trade moving without ignoring its environmental cost.

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.

Electrical propulsion supports maritime decarbonisation by using batteries, shore power, and hybrid systems. Vessels can operate emission-free in port, cut fuel consumption, and lower costs at sea to better align with regulations. These systems also reduce vibrations onboard and lower underwater-radiated noise. Efficient, adaptable solutions are available to enhance manoeuverability and prepare vessels for new regulations and fuels. The solutions are wholly compatible with zero-emissions operations. Modular configurations allow easy integration of batteries, fuel cells and shore power, in setups that optimise space and lower maintenance costs. Reduce shipping emissions “I firmly believe that the maritime industry is at an exciting crossroads on its journey toward a cleaner future,” says Palemia Field, Global Segment Manager - Ferries, ABB Marine & Ports, adding “Electrification, digitalisation, and alternative fuels offer a promising and practical way to reduce shipping emissions, especially for ferries and short-sea routes.” Factors driving maritime electrification Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification Strategic flexibility is a key factor driving electrification. Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification.  Electric propulsion systems offer fuel flexibility by allowing vessels to run on grid electricity, batteries, or future fuels as they become available. This adaptability lowers exposure to volatile fuel markets and regulatory risks.  Operators can invest in electric-ready ships now, confident that they can add new energy sources later. As alternative fuels like hydrogen and e-fuels develop, electric propulsion offers a future-proof foundation, ensuring compliance and operational resilience no matter which fuel pathway becomes dominant. ABB Marine & Ports’ Maritime Electrification Portfolio ABB Marine & Ports offers a comprehensive portfolio for maritime electrification, including Azipod® electric propulsion, Onboard DC Grid™, energy storage systems, shore power and charging solutions, and advanced automation platforms like ABB Ability™ 800xA and PEMS™ power and energy management system. The portfolio supports hybrid and fully electric vessels, integrating batteries, fuel cells, and digital services for optimal performance and lifecycle value. ABB’s solutions are proven across ferries, RoPax, cruise, and offshore segments, enabling operators to meet decarbonisation targets, improve efficiency, and ensure regulatory compliance. Lifecycle services, remote diagnostics, and cybersecurity complete the offering for safe, sustainable operations.  ABB Marine & Ports works closely with operators ABB Marine & Ports works closely with operators, ports, and shipyards to create solutions that are almost future-proof, meeting environmental, operational, and commercial goals.  “Every day, my colleagues support clients with their global experience, local assistance, and comprehensive services,” says Palemia Field, adding “This means that everything we do – whether a retrofit or new build – is powered by the latest technology and best practices.” The reality of electrification today The Maid of the Mist boats at Niagara Falls run on hydroelectricity, eliminating diesel emissions and vibrations There are meaningful steps happening in the industry toward maritime decarbonisation, and electrification is among the tools. For example, ferry company Øresundslinjen retrofitted two ships to operate fully electrically, lowering emissions and costs with ABB industrial robots managing the challenging shore charging connections several times an hour to the Swedish and Danish power grids. In the English Channel, P&O Ferries' recently delivered Fusion-class vessels (which are the world’s biggest double-ended ferries), which use diesel-electric hybrids to reduce emissions by 40% and prepare for future zero-emission operations with shore power. In the US, the Maid of the Mist boats at Niagara Falls run hydroelectricity, eliminating diesel emissions and vibrations. Benefits for shore environments There are benefits of electrification to shore environments. Electrification immediately benefits ports by enabling zero-emission operations, lowering air pollution, noise, and vibration. Shore power and high-capacity charging allow docked vessels to shut off diesel generators, improving local air quality. Regulatory requirements like the EU’s AFIR and California’s At-Berth rule are accelerating adoption. For some ports, shore power may become mandatory, through mechanisms, such as FuelEU Maritime. Whether or not this is the case, port investments in shore power encourage fleet electrification and speed up the adoption of cleaner maritime operations, provided the switch is economically viable for ship owners and charterers. Integrating new energy sources Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring Furthermore, electrification and digitalisation go hand in hand. Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring, and data-driven optimisation. ABB’s integrated platforms, such as the ABB Ability™ 800xA Distributed Control System and PEMS™ power and energy management system, allow seamless management of power flows, energy storage, and propulsion.  This integration supports predictive maintenance, energy efficiency, and compliance reporting, while reducing crew workload and operational risk. The digital backbone also facilitates future upgrades, such as integrating new energy sources or autonomous navigation features, ensuring vessels remain at the forefront of technology throughout their lifecycle. How operators can embrace electrification To embrace electrification, operators should begin by assessing their fleet’s operational profile and regulatory exposure, pinpointing the routes and vessels most suitable for electrification. Engaging with technology partners early allows for customised solutions, from hybrid retrofits to new builds with modular electric architectures. Important steps toward electrification include evaluating shore power options, sizing batteries, and integration with existing systems. Financial planning should address both capital expenditures (CAPEX) and operating expenditures (OPEX), including fuel savings, emissions compliance, and potential incentives. Collaborating with ports, utilities, and classification societies helps ensure smooth project implementation. Pilot projects and phased rollouts reduce investment risks and help develop internal expertise for larger-scale adoption. Advantages of cross-sector collaboration Cross-sector alliance helps standardisation and safety, with charging protocols for electric vehicles Electrification advances in other industries can accelerate innovation in the maritime realm, drawing on economies of scale and wider R&D to share in the development of technologies, such as high-efficiency batteries, power electronics, and digital control systems. Maritime industries use these to improve energy density, reliability, and cost-effectiveness. Cross-sector collaboration promotes standardisation and safety, with charging protocols for electric vehicles now adapted for ferries and mining, such as the CharIN Megawatt Charging System. This transfer shortens development times, reduces costs and makes maritime electrification more accessible and reliable, while shrinking global supply chains to support local needs. ABB actively engages with pioneering industry groups like CharIN, which is standardising high-power charging infrastructure, and OneSea, focused on advancing autonomous maritime operations. ABB’s involvement in these groups helps ensure that the company stays at the forefront of innovation and helps shape the standards that will define the industry’s future. Growing interest in hydrogen fuel cells Looking ahead, hydrogen fuel cells are a long-term solution for maritime. ABB joined a DFDS-led study exploring the development of a hydrogen-powered RoPax vessel by 2027. Although the consortium presented the project for EU funding, it was not supported. Still, initiatives like the Flagships project and other ABB marine fuel cell pilots continue to demonstrate hydrogen technology’s viability for inland and short-sea shipping. Hydrogen fuel cells may not be a universal solution for the entire maritime sector due to storage and handling challenges, but significant progress and growing industry interest have been evident at recent conferences and customer workshops. 

The maritime intelligence landscape has become incredibly fragmented, making it difficult to discern credibility. This disconnected picture across different operating functions means that, more than ever, vessel operators require a technology platform to help them better manage the burden and enable them to focus on their core roles. The digital transformation in shipping creates operational challenges, but also creates opportunities. The need to harvest the right data for disparate functions – performance, asset management, regulatory compliance – and then present it in the right format at the right time calls for expertise that many vessel operators do not hold in house. Digital transformation ABS Wavesight is a SaaS company built on a legacy of maritime and environmental stewardship “We are here to help demystify maritime software for those vessel owners and operators, fleet managers and charterers under pressure to modernise their operations,” says Staci Satterwhite, CEO, ABS Wavesight.  “Instead of searching for answers through multiple software providers, maritime decision-makers can now turn to us for fleet-wide digitalisation support designed to help transform regulatory complexity into operational clarity.” As an independent subsidiary of the American Bureau of Shipping, ABS Wavesight is a SaaS company built on a legacy of maritime and environmental stewardship. Their products are collectively installed on more than 5,500 vessels across the global fleet and are backed by over 160 years of maritime innovation and experience. A platform to accelerate decision-making The platform provides clarity to help shipowners accelerate decisions for their fleets  ABS Wavesight Advantage is state-of-the-art SaaS technology built on the deep domain expertise of ABS to connect performance and compliance, bringing together a technology-led approach with industry knowledge and expertise. The platform provides clarity to help shipowners accelerate decisions for their fleets with confidence. Its comprehensive product portfolio, spanning validation, a digital connection for verification by ABS, emissions benchmarking, and pooling, empowers maritime leaders to better achieve sustainability goals, navigate regulatory complexity and manage exposure. ABS Wavesight Advantage is state-of-the-art SaaS technology built on the deep domain expertise of ABS Confident decisions “Advantage is designed to simplify the complex, unify the disconnected, and empower maritime leaders to make smarter, more confident decisions,” says Satterwhite. It serves as a central data and information hub, bringing together data from vessels and shore teams, providing a single source for all stakeholders to get the information and insights they need to make better, faster decisions. More accurate and transparent reporting Designed to help shipowners reduce compliance exposure and commercial risk, Advantage helps enable more accurate and transparent reporting, which can lead to safer, more sustainable, and profitable maritime operations. High-quality data validation from a trusted partner can provide high confidence when it comes to decision-making. “By combining data from disparate sources, users are provided with quick and easy-to-action insights, helping to empower faster and more confident business and fleet decisions,” says Satterwhite. Optimising vessel operations ABS Wavesight has consistently helped owners to manage and optimise their vessel operations Merchant ships that trade nationally and internationally increasingly require tools that enable their operators to manage compliance risk and deliver timely reporting to a wide range of stakeholders. ABS Wavesight has consistently helped owners to manage and optimise their vessel operations, and Advantage takes that opportunity to the next level, with tools that can scale to meet the demands of the customer. Needs range from small, specialised vessels to large, diversified fleets, where pooling of emissions data is critical to efficient compliance with regulations. ABS Wavesight Advantage helps to enable timely compliance across IMO and EU regulatory regimes as well as market-based initiatives. Pooling emissions across a fleet The possibility under Fuel EU Maritime to pool the emissions of vessels across a fleet creates the need to manage the pool and requires tools to validate the model against greenhouse gas (GHG) intensity baselines, including scenario analysis of possible pool structures. As complex of a task as it is, this is only one path to address FuelEU Maritime requirements. Other choices can include banking and borrowing of Compliance Balance, and that decision-making along with pooling is brought together in one solution within Advantage. This process, once navigated, must be fully documented and reported for verification with the chosen verification body. ABS Wavesight Advantage features an intuitive design to allow for effortless pool management and a streamlined user experience, providing users with quick and easy-to-action insights, empowering rapid decision-making. New system architecture The new system architecture provides enhanced connectivity across ABS Wavesight products ABS Wavesight Advantage has been designed with all-new architecture and enhanced data collection capabilities to provide a trusted source for all aspects of vessel and fleet performance and emissions compliance requirements in real-time. The new system architecture provides enhanced connectivity across ABS Wavesight products, third-party applications, and ship-to-shore communications, as well as improved reliability and reduced cost of ownership with true SaaS infrastructure. The SaaS model offers both improved reliability and reduced cost of ownership. The platform also offers trusted security through ABS Wavesight’s SOC2 Type I and II, and ISO27001 certifications. Complex regulatory environment As the shipping industry sails into an ever-more complex regulatory environment, vessel owners and managers recognise that they need platforms that can scale and adapt to incorporate technologies as they emerge. The challenge of technologies like artificial intelligence, machine learning, and large language models is not their disruptive potential but how best to integrate them into creating and delivering the right solution for the challenges that owners face, says Satterwhite. “As is clear from the growing range of regulatory requirements, compliance will increasingly have an impact on operational and commercial decisions,” says Satterwhite. “Vessels that can more efficiently demonstrate compliance to the emissions regulations will be the ones making the cut for charterers concerned about meeting their own environmental, social, and governance goals.” Reducing compliance exposure By managing a fleet on the platform, vessel operators can take positive steps to help reduce both their compliance exposure and performance risk, with accurate and transparent reporting, which can lead to safer, more sustainable and profitable operations. “The effort to create that peace of mind, promote safety and create commercial opportunity is a task that benefits from a software partner whose knowledge extends beyond the code and deeply into the details of today’s vessel operations,” says Satterwhite. It’s ABS Wavesight’s vision for maritime software.

The International Maritime Organization (IMO) is working toward a smooth transition to the next generation of navigation technologies. The standard for Electronic Navigations Charts (ENCs) is transitioning from S-57, an older, static data standard to exchange digital hydrographic data, to the new S-100, a more dynamic framework. While S-57 was limited to just ENCs, the new S-100 framework can handle a variety of data types, such as real-time tides and currents, to improve situational awareness and safety. IHO’s S-100 standard new possibilities The S-57 specification is now frozen, offering stability but limiting any further development As the current International Hydrographic Organization (IHO) standard for ENCs, S-57 enables features like alarms, real-time satellite positioning and route checks. But it is limited by a rigid structure, supporting only chart data. The S-57 specification is now frozen, offering stability but limiting any further development. In contrast, IHO’s S-100 standard offers new possibilities by supporting multiple data layers such as bathymetry (S-102), water levels (S-104) and surface currents (S-111) – which together offer mariners richer situational awareness and improved decision making. For example, dynamic under keel clearance can be visualised in real time alongside navigational data on Electronic Chart Display and Information Systems (ECDIS), supporting safer, more efficient route planning.  Integration of diverse marine data The industry is currently in the testing and validation phase, ensuring the data meets user needs. Full adoption will take time as the ecosystem of systems, standards and workflows evolves. S-100 provides a flexible, interoperable framework that enables the integration of diverse marine data – from bathymetry to weather and buoyage. By using a common framework, it ensures compatibility of product specifications across systems and supports the development of richer, more dynamic digital products. ECDIS Performance Standards  For over 230 years, UKHO has been giving maritime data to help ships guide safely and trade efficiently The IMO is supporting the transition to S-100 by updating (ECDIS) Performance Standards to require S-100 compatibility for all new installations (including retrofits) from January 2029. It has also designated the S-100 framework as the foundation for data exchange within its e-Navigation Maritime Services. Working to support ongoing maritime needs, the United Kingdom’s Hydrographic Office (UKHO) is a world-pioneering centre for hydrography, supporting safe, secure, and thriving oceans through trusted data and marine geospatial insight. For over 230 years, UKHO has been delivering maritime information to help ships navigate safely and trade efficiently. Adoption of marine data standards Today, UKHO sources, processes, and delivers data through the ADMIRALTY portfolio, which is relied upon by over 90% of large ships trading internationally. UKHO works with hydrographic offices, governments, defence, and industry to drive digital data access, to support the adoption of marine data standards like S-100, and to enable mariners, port operators and decision-makers to make safer, smarter choices worldwide.  Innovative maritime navigation solutions UKHO is the UK's official source of marine charts and navigational data, helping ships navigate safely worldwide The UKHO and the French Hydrographic Office (SHOM) are collaborating with four ECDIS manufacturers — Furuno, NAVTOR, OSI and 7Cs — to test S-100 data in live sea trials. “In doing so, we can test the practical use and display of this data in S-100-enabled ECDIS, as well as demonstrating the practical benefits in real-world scenarios,” says Thomas Mellor, UKHO's Head of Technical Partnerships. The UKHO is the UK's official source of marine charts and navigational data, helping ships navigate safely worldwide. The UKHO delivers these quality, innovative maritime navigation solutions via its ADMIRALTY portfolio – made available to customers worldwide through a network of distributors. Navigational solutions for crews and teams NAVTOR is an ADMIRALTY Digital Distributor and an ECDIS manufacturer. As a distribution partner, NAVTOR relies on hydrographic data — like that produced by the UKHO — to deliver navigational solutions to crews and operations teams. Through the IHO Geospatial Information Registry, organisations like the International Organization for Marine Aids to Navigation (IALA) and the World Meteorological Organization (WMO) can define their own data models. These models can then be used to create S-100-compliant products, which integrate seamlessly into the wider ecosystem alongside official hydrographic data – enhancing situational awareness and decision-making for mariners.  Regulatory and operational needs The two corps work near to align timelines, coordinate updates, and help with global implementation While the IHO develops and maintains the S-100 framework, the IMO ensures these standards meet regulatory and operational needs – particularly under the International Convention for the Safety of Life at Sea (SOLAS) convention.  The two organisations work closely to align timelines, coordinate updates, and support global implementation. Their collaboration ensures that S-100 products and services enhance safety, support mariners, and foster wider digital innovation in navigation. S-421 Route Plan standard S-100 supports the exchange of non-geographic maritime data – such as voyage plans and route information – through the S-421 Route Plan standard. This enables vessels to share planned routes digitally with shore authorities and other ships, improving coordination, safety, and situational awareness. Under the S-100 ECDIS Performance Standard, all systems must be capable of importing and exporting S-421 data. This allows for more efficient reporting, reducing communication overhead, and supporting smarter decision-making at sea. Existing ECDIS systems Wider adoption is expected through 2027 and beyond, as part of the phased S-100 rollout S-421 has been published by the IHO and is available for implementation. Wider adoption is expected through 2027 and beyond, as part of the phased S-100 rollout.  Existing ECDIS systems in service will remain compliant; there are no plans to remove or retire them. However, from January 2029, all new and retrofit ECDIS must be built to support the S-100 Performance Standard — an important step towards long-term standardisation. IHO international trial testbed standards During the transition to S-100, we will see dual-fuel operation, says Mellor. “By this, we mean that systems will need to handle both the old S-57 charts and the new S-101 ENCs – therefore comprehensive testing and collaboration across the industry is key,” he says. To support the transition, the UKHO is running S-100 ECDIS trials with other hydrographic offices, the Royal Navy, defence stakeholders and ferry operators, in accordance with IHO international trial testbed standards. This coordinated approach will help ensure interoperability and minimise disruption.

The team at Intellian explores how the balance between powerful comms, high-quality service, and the smallest possible antennas is vital to delivering essential, aesthetically pleasing communications for superyachts. The André Hoek-designed superyacht Marie epitomises the best-of-both-worlds principle, which underpins modern superyachts. As elegant as she is imposing, her sleek and sculpted lines betray a purposefulness that speaks volumes regarding her capabilities. Hand-in-hand with those dynamic looks, the high-calibre materials that have gone into her construction and lavish interior fittings subtly but firmly emphasise the standard of comfort guests can anticipate, both on charter and the regatta circuit. Satellite communications service providers From the perspective of satellite communications service providers, therein lies the rub. Owners, charterers, and guests on superyachts have now, as a matter of course, come to expect internet access at sea on a par with the service levels they enjoy on land. The guest experience is seriously diminished if the high-speed, high-quality bandwidth required for entertainment, communication, and social media applications is lacking. By the same token, commerce never sleeps; so dependable and stable connectivity, which will support the exchange of time-sensitive business dialogues and enable the real-time oversight required for informed decision-making, is essential for owners, crew, and guests alike. Commercial vessels All of this is, of course, perfectly achievable, as demonstrated by commercial vessels which are routinely equipped with large antennas. Where racing superyachts are concerned, however, the risk of antennas compromising speed or stability and marring the vessel’s aesthetic appearance are primary considerations. “On these high-performance racing yachts with their carbon-fibre spars and Kevlar sails, owners don’t really want anything which could potentially interrupt the vessel’s lines or impair efficiency,” says Ben Hextall, founder of maritime communications specialists OceanWeb. “If you could invent an antenna that was eggcup-sized, that’s what they’d all go for. They’ve spent an enormous amount on their yachts, and they’re racing, so putting any antennas on at all is seen as a compromise. However, they need internet, so that compromise has to be made somewhere.” Single-antenna solution Mounting communications antennas on the mast minimises deck clutter  It was precisely this issue that faced OceanWeb when it came to specifying an antenna system for Marie during the course of a major refit. Mounting communications antennas on the mast minimises deck clutter and extends their effective horizon, but the potential trade-off is a reduction in aerodynamic performance owing to the antennas’ weight, windage and position in the sails’ airflow. Nevertheless, a solution needed to be found. Marie’s captain, Chad Murray, had mentioned his dissatisfaction with the superyacht’s existing VSAT installation to Hextall, observing that the service was particularly poor in the Pacific and that a solution was needed to ensure optimum performance in fringe reception areas. One-metre antennas Mounting two one-metre antennas on the mizzen mast would be ideal Hextall initially suggested that mounting two one-metre antennas on the mizzen mast would be ideal, and mocked up some photographs accordingly which were sent to Murray for discussion with Marie’s owner. However, when the latter expressed concerns about a dual-antenna setup in light of Marie’s status as a performance yacht, all parties agreed to proceed with a single-antenna solution. Hextall opted for an Intellian v100NX antenna with a 25W BUC. “When asked why,” he recalls, “I explained that the high-power BUC would help overcome signal attenuation by the sails and blockage by the mast, improve performance in adverse weather conditions and help acquire a satellite more quickly.” Mounting an antenna “We chose Intellian because we trust them, like their products and have had great service from them in the past,” continues Hextall. “In a previous project – fitting out Black Pearl – the boat had three rotating masts, which obviously creates a tricky scenario in terms of mounting an antenna.” “We arrived at a solution for that within three weeks. Intellian’s programmers in Korea actually wrote a bespoke piece of firmware for us, and we got the system working.” Essential for business Captains’ reliance upon connectivity for carrying out fundamental daily operations over and above catering for the online needs of their guests cannot be underestimated. “Captains can spend almost the entire day exchanging emails to check that the marina and the guests are ready, as well as sorting out hotels, provisioning and so on. In fact, the core of the bandwidth is used for essential tasks and transactions – these yachts are multi-million-pound business concerns, so dependable connectivity is vital,” comments Hextall. Sufficient communications bandwidth VSAT is the only way to guarantee sufficient communications bandwidth at sea Hextall explains that VSAT is the only way to guarantee sufficient communications bandwidth at sea, but notes that some areas in the Pacific are still without coverage, particularly towards the tip of South America and en route to the Galapagos Islands. This situation regularly becomes a deciding factor in clients’ passage planning. “When we show our customers the satellite footprints, they will quite often change their routes, just to maintain high-speed VSAT connectivity.” Always-on connectivity Hextall adds many customers are also opting to use VSAT rather than shore-based services  Hextall adds that many customers are also opting to use VSAT rather than shore-based services when vessels are docked, willing to pay the higher costs in return for always-on connectivity. “All the cellular providers will offer a connection, sometimes up to 20Mbps, but none will guarantee quality of service,” he points out. "So we configure the usage according to priority. We might use VSAT for a vital software update, but stream a movie over 4G.” Looking ahead In conclusion, Hextall points to his choice of the multi-orbit, multi-band Intellian v100NX antenna as a logical strategy with the imminent advent of NGSO networks. “We’re watching networks such as OneWeb and others with interest,” he says. “We hope that LEO networks will allow us to deliver twice the bandwidth to customers requiring large amounts of data for approximately the same cost, and the v100NX permits us to do that without changing hardware.” Investing now in antenna systems that are LEO-ready allows customers to contemplate a time, just around the corner, when the hitherto unthinkable concept of genuinely global, high-quality, and cost-effective VSAT coverage becomes a reality.

A new advanced simulation suite supplied by technology group Wärtsilä for the Akademi Laut Malaysia (ALAM) maritime training institute was inaugurated on 17 July 2025. ALAM is the training arm of MISC (Malaysia International Shipping Corporation Berhad), a subsidiary of Petronas group. The integration of Wärtsilä’s latest simulator technology significantly raises the level of maritime education for the region, creating a new generation of highly skilled and proficient seafaring professionals. ALAM’s new simulation suite ALAM’s new simulation suite features Wärtsilä’s new advanced dual-fuel simulator technology ALAM’s new simulation suite features Wärtsilä’s new advanced dual-fuel simulator technology, including the adoption of virtual reality elements to immerse seafarers in realistic training scenarios. There is also training available to educate seafarers in operating with future sustainable fuels – such as methanol or ammonia, for example – and different engine types, which are essential to the industry’s transformation to decarbonised operations. During the inauguration, it was announced that ALAM has been included in Wärtsilä’s “Maritime Advancement in Simulation, Technology and R&D Services” (MASTERS) program, the first in the Asia Pacific region. Maritime training and R&D providers "The program is dedicated to the identification, recognition, and formalisation of Wärtsilä’s relationship with major global Maritime Training and R&D providers who are not only extensive users of Wärtsilä’s simulation and training products and services, but with whom Wärtsilä collaborates closely to promote advancements in Maritime training,” said Ts. Dr. Captain Manivannan Subramaniam, Chief Executive of ALAM. “The launch of the Maritime Experiential Learning Centre and its recognition as Wärtsilä's first MASTER centre in Asia, reflects ALAM’s strong commitment to raising the standards of Maritime Education and Training (MET) in Malaysia and the Asia Pacific region.” “As the industry continues to evolve, we must ensure our students are equipped not just with technical skills, but with the ability to lead, adapt, and thrive in a global maritime environment.” “This new facility supports our broader ambition to become the Maritime University of Choice in Asia by nurturing the development of future-ready seafarers through hands-on, immersive, and internationally aligned training programmes, including those related to New Energy, Decarbonisation and Digitalisation.”   Liquid cargo handling training The navigation simulators include a full-mission bridge with 270-degree visualisation The technical simulators provided pertain to full-mission and multi-functional network classroom set-ups, both for engine-room and liquid cargo handling training. The navigation simulators include a full-mission bridge with 270-degree visualisation, three part task bridges, equipped with dynamic positioning and extended reality (XR) training capabilities. The suite also includes GMDSS & ECDIS classroom simulators, as well as Wärtsilä cloud-based simulation for blended learning experiences. Real-world operational scenarios “First of all, I want to congratulate ALAM for their commitment to providing world-class maritime education and training. The inauguration of these simulators allows ALAM students to achieve a new higher level of competence that they need for today’s highly automated and digital vessels,” comments Neil Bennett, General Manager, Simulation & Training, Wärtsilä Marine. “They can now replicate real-world operational scenarios, enabling students to hone their skills in a controlled, safe setting.” “A broad range of training needs can now be addressed, from basic navigation and engine room operations to complex procedures, research studies, and integrated emergency response drills.” The objective of improving safety “What’s more, I would also like to congratulate ALAM for being the first organisation from this region to join our MASTERS program. Members embody and share our objective of improving safety, whilst advancing optimisation, digitalisation, and decarbonisation learning in maritime,” continued Neil Bennett. Founded in 1976, ALAM has provided training for more than 15,000 maritime professionals for both onshore and offshore operations. The training centre is located in Melaka, overlooking the busy Straits of Malacca. Wärtsilä began its partnership with ALAM in 2006 with the launch of the Maritime Simulation and Communication Centre.

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.

Team Electric rose to some special challenges in its successful completion of electrical installation and refit work during Royal Caribbean’s recent high profile drydocking and ‘amplification’ of Allure of the Seas. Despite heavy weather, tight deadlines, and complex coordination across multiple contractors and workstreams, Team Electric showcased its hallmark adaptability and technical expertise to deliver the full scope of work on schedule. Three turnkey suppliers With a total workforce of 60 skilled electricians on site, Team Electric was engaged separately by three turnkey suppliers — Almaco, Makinen, and LMG — to execute electrical works across hotel areas, galleys, and public spaces on board the cruise ship. The project marked a return to familiar territory for Team Electric, which was also involved in the original construction of Allure of the Seas in Turku Shipyard in 2009. Project highlights Team Electric delivered full electrical works for the new Mason Jar restaurant and bar Achievements included the installation of 121 kilometres of electrical cabling and 4,500 metres of cable trays, across a project involving key technical areas as well as substantial hotel work. Among tasks that extended to 600 individual material line items, Team Electric fitted nearly 2,000 lights. The company’s hotel-side scope covered 61 new cabins on decks 11, 12, and 14 that were built within a prefabricated aluminium block and craned onto the ship. These new spaces included corridors, AC rooms, and associated technical infrastructure. In addition, Team Electric delivered full electrical works for the new Mason Jar restaurant and bar, as well as several refurbished galley spaces and three public areas including a Crown Lounge and a teens’ gaming zone. On the technical side, Team Electric upgraded a substantial portion of the ship’s navigation and communication systems, including the full cabling of the bridge with 9 kilometres of new wiring. A turnkey delivery of Fugro’s OceanStar system included not just cabling but also installation, commissioning, and user training, led by certified Team Electric engineers. Rising to the challenge “The weather was brutal. 30 days of torrential rain in a 40-day dry dock,” said Daniel Brown, Project Manager at Team Electric. “It had a knock-on effect on every trade, but we managed to push through and keep the program on track.” Meticulous planning and on-the-ground flexibility, Team Electric met all critical deadlines High winds frequently delayed crane operations and other key activities. Yet, through meticulous planning and on-the-ground flexibility, Team Electric met all critical deadlines. The project’s compressed dry dock period presented a further challenge. As Caj Persson, Technical Project Lead, explained: “They cut the dry dock time compared to the sister vessel Oasis of the Seas by over 10 days. That meant everything had to be done faster, with no compromise on quality.” Reliability pays Team Electric’s proven reputation in cruise ship refits was a key factor in securing the contract. “We’re well known in the industry for delivering complex and multi-faceted electrical refits, especially cabins and public areas,” said Daniel Brown. “We’re not always the cheapest, but clients know we get the job done on time and to the highest standards.” Fourth contractor with no onboard electrical team asked Team Electric to step in and support their work That reliability also paid off during the refit, when a fourth contractor with no onboard electrical team asked Team Electric to step in and support their work, sparking another relationship that is set to continue beyond this project. The working relationship with Royal Caribbean also proved crucial. “We know the fleet, we’ve been with them since these keels were laid,” said Persson. “That familiarity, and our long-standing relationship with partners like Foreship, made the coordination smoother, even under pressure.” Integrated installation Unlike newbuilds, refits present constantly shifting priorities and constraints. As Daniel Brown explained: “In public areas especially, we can’t even install light fittings until the ceiling is in. It takes extreme coordination. Every task affects the next.” From cabin design to bridge cabling, and from substations to galleys, the Allure of the Seas project exemplifies Team Electric’s full-spectrum capabilities. By blending technical know-how with practical execution, the company once again proved why it's the preferred electrical partner for cruise ship refits worldwide.

San Francisco-based maritime technology company - Sofar Ocean announces a partnership with the U.S. Naval Meteorology and Oceanography Command’s (CNMOC) Fleet Weather centres in Norfolk (FWC-N) and San Diego (FWC-SD).  Wayfinder platform FWC-N and FWC-SD, the Navy’s two primary weather forecasting centres, are piloting Sofar’s Wayfinder platform to support the routing of naval vessels at sea. The FWCs are utilising Wayfinder to identify safe and efficient route options powered by real-time ocean weather data for Military Sealift Command (MSC) ships.  Situational awareness Tim Janssen, Co-Dounder and CEO of Sofar, said, "Wayfinder will empower the Navy to enhance situational awareness at sea and leverage data-driven optimisation to continuously identify safe and efficient routing strategies." He adds, "Powered by our real-time ocean weather sensor network, Wayfinder will help the Navy scale its routing operations to support a heterogeneous fleet operating in conditions made more extreme by the effects of climate change."  CRADA The platform displays real-time observational data from Sofar’s global network of Spotter buoys The Navy is evaluating Wayfinder under CNMOC and Sofar’s five-year Cooperative Research and Development Agreement (CRADA) signed in July 2023. Wayfinder reduces manual tasks for forecasters and routers by automatically generating a forecast along a vessel’s route. The platform displays real-time observational data from Sofar’s global network of Spotter buoys to reduce weather uncertainty for route optimisation, and predict unwanted vessel motions during a voyage.  Real-time wave and weather observations The availability of accurate real-time wave and weather observations helps Captains and shoreside personnel validate forecast models and examine multiple route options more efficiently, streamlining a historically complex and arduous process.  Lea Locke-Wynn, Undersea Warfare Technical Lead for CNMOC’s Future Capabilities Department, said, "A key focus area for the Naval Oceanography enterprise is fostering a culture of innovation through collaboration with our commercial partners." Vessel-specific guidance Lea Locke-Wynn adds, "Our ongoing CRADA with Sofar Ocean is a perfect example of how our partnerships can leverage the leading edge in industry to further Department of Defence operations." As the number of naval vessels at sea, including experimental and autonomous ships, continues to increase, forecasters and routers will have less time to spend manually producing vessel-specific guidance. Automated forecast-on-route guidance More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks Wayfinder helps fill this operational gap, enabling FWC-N and FWC-SD to more efficiently support a large fleet in real-time with automated forecast-on-route guidance. More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks that require their unique expertise.  Streamlined decisions Captain Erin Ceschini, Commanding Officer, FWC-SD, stated, "By using Wayfinder, we’re able to better visualise our ships’ routes, and make safer and more streamlined decisions on route, speed, and heading." Captain Erin Ceschini adds, "Wayfinder has the potential to be a critical component of our day-to-day operations and a key driver of safe routing as we contend with an increasingly unpredictable weather landscape."

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.

Artificial Intelligence (AI) is having a profound and multifaceted impact throughout the business world, driving a transformation across all sectors by significantly increasing efficiency, enabling data-driven decision-making, and fostering innovation. Maritime is one of the many industries that are already benefiting from deploying AI. In the future, the potential is even bigger. In maritime as in many other markets, the key to success is balancing the use of AI with human labour. The current trend is to augment human work through automation of routine tasks and the creation of new business models. We asked our Expert Panel Roundtable: How can the maritime industry benefit from applying artificial intelligence (AI)? Please provide some examples.

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)?