Digital transformation

A strategic collaboration between Icon Gulf Trading DMCC (part of the Dynamic Group) and GeoServe Energy Transport DMCC has enabled the successful shipment of bauxite from Guinea over the past 12 months. During this period, 12 cargo shipments, moving approximately two million tons of bauxite, have been completed.  Icon Gulf Trading appointed GeoServe to manage end-to-end shipping operations, through its Commercial Voyage Management as a Service (CVMaaS) covering areas, such as chartering, voyage execution, laytime calculations, port disbursements, regulatory compliance, and financial reporting. Operational discipline to the shipping process This collaboration has brought a high degree of transparency and operational discipline to the shipping process This collaboration has brought a high degree of transparency and operational discipline to the shipping process for Icon Gulf Trading, effectively optimising the bauxite shipping value chain, thereby reinforcing Icon Gulf Trading’s ability to meet customer demand across global markets. GeoServe CVMaaS is a complete pre- and post-fixture offering. This turnkey solution combines skilled professionals, proven processes, and a robust digital ecosystem into one cohesive service allowing traders and operators to focus on their core business and expansion strategies. Complex maritime environment Rajesh Sawana, Deputy General Manager at Icon Gulf Trading, commented, "Appointed as our shipping extended arm, GeoServe has introduced a layer of operational transparency and professionalism that is essential in today’s complex maritime environment." He adds, "The journey has just begun, as Icon Gulf intends to ramp up exports to 10-12 million tons of cargo per annum in a phased manner over the next two years, thereby chartering over 55 Capesize/Newcastlemax vessels per annum." Integrated ecosystem of solutions "We are proud of what we have accomplished together over the past year. Through this engagement, we have seen how a simple and scalable approach to voyage management can deliver real impact," said Alok Srivastava, Head of Shipping at GeoServe. "Despite disruptions and shifting market dynamics, our shared commitment to reliability, regulatory alignment, and long-term sustainability has remained unwavering. By offering an integrated ecosystem of solutions, we look forward to continuing to deliver measurable value to Icon Gulf Trading and the wider supply chain," adds Alok Srivastava.  The collaboration now enters its second year. Icon Gulf and GeoServe continue to deliver innovative solutions tailored to the evolving dynamics of global bulk commodity trade.

RightShip announces the launch of Due Diligence Hub, a new product purpose-built for charterers with in-house vetting or risk assurance teams, who want to stay in full control of their risk management decisions more efficiently. Drawing on more than two decades of expertise in vessel vetting and maritime risk assurance, Due Diligence Hub represents the next step in RightShip’s evolution from a vetting service provider into a technology partner — one that puts powerful tools directly in the hands of those managing their unique risk profiles, delivering intelligence and enabling faster, more confident decisions in an increasingly complex operating environment. Final decision on vessel suitability New product enables users to streamline workflows, reduce manual work, centralise documentation RightShip’s new Due Diligence Hub is a smart, flexible workflow tool that empowers charterers, traders, terminals, and others to stay firmly in control of their vessel evaluation and risk management processes — from setting internal risk criteria to making the final decision on vessel suitability.  By combining trusted RightShip data, the new product enables users to streamline workflows, reduce manual work, centralise documentation, and gain full visibility into risk factors — leading to more efficient risk management. RightShip’s use of Agentic AI Its highly customisable workflows and AI-enabled efficiencies make it suitable not only for the dry bulk segment — where RightShip has long been an established pioneer — but also position the company to better serve the chemicals and oil & gas sectors as they look for more efficient risk management. At the heart of Due Diligence Hub is RightShip’s use of Agentic AI — that handles time-consuming, repetitive checks in the background. This frees in-house teams to focus on the complex, high-value decisions where human expertise makes the difference. Close collaboration with stakeholders “The Due Diligence Hub has been shaped through close collaboration with our stakeholders who know exactly where the bottlenecks are,” said Marlon Grech, Chief Technology and Product Officer at RightShip. Marlon Grech adds, “Our goal was to build a product that fits seamlessly into our customers’ workflows, uses AI to take the pain out of repetitive tasks, and ultimately makes day-to-day risk management faster, clearer, and more effective.” RightShip’s trusted data with flexible workflows The tool combines RightShip’s trusted data with flexible workflows that adapt to each customer’s internal policies The tool combines RightShip’s trusted data with flexible workflows that adapt to each customer’s internal policies. Users can build and apply custom risk criteria, automate repetitive tasks, maintain full audit trails, and collaborate seamlessly across teams — all in one place. “Our customers’ needs and workflows are evolving fast, and our solutions must evolve with them,” said Saurabh Dasgupta, Chief Commercial Officer at RightShip. Saurabh Dasgupta adds, “With Due Diligence Hub, we’re giving charterers and terminals — across dry bulk and other segments like chemicals and oil & gas — the flexibility to manage risk their way, while ensuring safety remains at the heart of every decision. It’s about striking the right balance between agility and assurance, so our customers can stay ahead with confidence.” Proactive risk management The result is faster, more transparent decisions without compromising on rigour. The launch marks another milestone in RightShip’s evolution as a pioneer in driving safer, more sustainable, and more efficient risk management.  RightShip is harnessing the power of AI and the industry’s richest and trusted data and expertise to enable real-time, proactive risk management — putting customers firmly in the driver’s seat.

Baltic Exchange, in collaboration with Xinhua News Agency, proudly announces the release of the 2025 Xinhua-Baltic International Shipping Centre Development Index (ISCDI) Report. This annual report, now in its 12th year, ranks the world’s pioneering shipping centres based on a comprehensive evaluation of port factors, professional business services, and the general environment. For the 12th consecutive year, Singapore has been recognised as the world’s pioneering shipping centre, achieving a score of 99.50 out of 100. Singapore’s enduring success is attributed to its strategic location, robust international outlook, and a well-established ecosystem of professional maritime services. Maritime support services Rotterdam solidified its position as a European pioneer by maintaining its strong sixth place London once again secured second position with a score of 81.02, demonstrating its continued prominence as a maritime support services powerhouse. Shanghai, with a score of 81.01, retained third place, highlighting its significant role as a major port city in Asia. London and Shanghai have maintained their positions within the Index for the past five years. Hong Kong (80.77) and Dubai (75.97) rounded out the top five, emphasising the strength and importance of these key global shipping hubs. Rotterdam solidified its position as a European pioneer by maintaining its strong sixth place from 2024 to 2025. Investment in port infrastructure Ningbo Zhoushan and Athens/Piraeus swapped positions this year, with Ningbo Zhoushan moving up to seventh and Athens/Piraeus settling in eighth, while Hamburg remains steady in ninth. New York/New Jersey rounded out the top 10 owing to its strong cargo handling despite major disruptions and strikes, continued investment in port infrastructure, and its pioneering role as a global centre for shipping finance and maritime services. Key findings of the 2025 ISCDI Report: Top Performers: Singapore, London, and Shanghai continue to lead the rankings, underscoring their global leadership in shipping. China’s Shipping Centres on the Rise: Guangzhou, Qingdao and Tianjin all have improved their rankings, while Ningbo-Zhoushan climbed to seventh — marking its third consecutive year of upward movement. The strong showing reflects China’s sustained investment and growing global influence as a maritime powerhouse. Top 20 New Entrants: Los Angeles and Vancouver were new features to this year’s list, taking 19th and 20th position, marking two new North American ports in the global rankings. ISCDI Report ISCDI Report evaluates a total of 43 maritime locations, considering various port metrics The ISCDI Report evaluates a total of 43 maritime locations, considering various port metrics such as cargo throughput, crane count, container berth length, and port draught. It also assesses the presence of professional maritime support businesses, including shipbroking, ship management, ship financing, insurance, and legal services, alongside hull underwriting premiums.  Additionally, the evaluation considers general business environment factors like customs tariffs, the level of electronic government services, and overall logistics performance. Prosperous future for shipping Mr. Mark Jackson, Chief Executive of Baltic Exchange, commented, "This year’s rankings reaffirm the crucial role of established maritime centres like Singapore, London, and Shanghai, alongside emerging hubs, in providing the infrastructure and expertise needed to keep supply chains efficient and reliable amid persistent geopolitical tensions and economic uncertainty."  Mark Jackson adds, "We congratulate all the pioneering shipping centres recognised in this report and remain committed to partnering with the global maritime community to ensure a sustainable and prosperous future for shipping." EU ETS implementation Mr. Cao Zhanzhong, Head of Xinhua Index Research Institute of China Economic Information Service, said, "The shipping industry is undergoing a transformative shift. Although facing many challenges, the dry bulk market hit a new record, fuelled by iron ore and coal demand." Cao Zhanzhong adds, "Container shipping normalised post-pandemic, while the tanker and LNG sectors faced headwinds from oversupply and shifting trade patterns. Meanwhile, decarbonisation accelerated, with the EU ETS implementation, IMO’s CII framework, and wind-assisted propulsion technologies signalling a greener future." innovating and investing in digitalisation Mr. Ang Wee Keong, Chief Executive of the Maritime and Port Authority of Singapore, said, "We thank our industry partners, the research and enterprise community, and our unions who have been instrumental in Singapore’s journey to become a pioneering international maritime centre and global hub port." Ang Wee Keong adds, "We will continue to build on this momentum by innovating and investing in digitalisation, green technologies, and workforce development to strengthen Singapore’s position as a trusted and future-ready international maritime centre."

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.

President Donald Trump has already made plenty of headlines since taking up his second term in the White House, including with the announcement of numerous new tariffs on imports. The 47th United States President issued three executive orders on February 1st 2025, just days after his inauguration, which directed the US to impose an additional 25 percent ad valorem rate of duty on imports from Canada and Mexico, as well as ten percent on imports from China. How Trump’s 2nd term as US President Cleveland Containers has analysed the early reactions to these announcements Excluding Canadian energy resources exports – which instead will be hit with a ten percent tariff – the tariffs have been applied to all imports which are either entered for consumption or withdrawn from warehouse for consumption on or after 12:01 am Eastern Standard Time on February 4th 2025. President Trump also told reporters on February 8th 2025 that a 25 percent tariff on all American steel and aluminium imports was coming into effect across the US during February. Leading 40ft shipping container supplier Cleveland Containers has analysed the early reactions to these announcements and how President Trump’s second term as US President could affect the world’s shipping industry, especially when looking back at his first term. Reaction to President Trump’s tariff announcements Mexico, Canada and China were all quick to react to President Trump’s announcement of tariffs on imports. Mexican President Claudia Sheinbaum said her country would vow for resilience against the measures, while a senior government official in Canada said that their country would challenge the decision by taking legal action through the necessary international bodies. China has also said it would be challenging the tariffs at the World Trade Organisation. According to the country’s finance ministry, as reported on by Geopolitical Intelligence Services, Beijing were moving to place levies of 15 percent on American coal and liquefied natural gas, as well as levies of ten percent on crude oil, certain vehicles and farm equipment. Beginning of making America rich again When it comes to the announcement of the tariff on all American steel and aluminium imports, President Trump told reporters in the Oval Office: "This is a big deal, the beginning of making America rich again. Our nation requires steel and aluminium to be made in America, not in foreign lands.” Francois-Phillippe Champagne, the Minister of Innovation in Canada, stated that the tariffs were "totally unjustified" though, before adding in a post on X: "Canadian steel and aluminium support key industries in the US, from defence, shipbuilding and auto. We will continue to stand up for Canada, our workers, and our industries." How might President Trump’s 2nd term affect shipping sector? Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking Just ahead of President Trump taking office for the second time, J. Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking firm Stifel, believed that the shipping industry was prepared for the new tariffs. However, he also stated to the Morning Star: "President Trump's Administration promises to usher in a new trade and tariff regime. As such, it's difficult to assess the ultimate impact to the freight transportation industry. Prima facie, we believe tariffs are a drag on freight demand, effectively resulting in higher costs for shippers that are generally passed on to end consumers over time." Attention to the American sanction announcements Mr. Chan went on to note that those involved in shipping containers across continents should be paying particular attention to the American sanction announcements. He commented: "Because almost all trans-Pacific trade moves over the ocean, we believe ocean container shipping will see the largest direct impact. But for shippers and retailers, there is no cheaper way to move goods than over the ocean, so there are few modal alternatives if production remains in Asia. We see the most risk for maritime shipping, with containers and dry bulk being more acute, with more insulation for oil and gas tankers." Shipping news and intelligence service Various sources have looked back on President Trump’s first term to get an idea of what could be expected As President Trump has just become his second term as US president and the American sanctions have only just been announced, it will take time to see what the true impact will be. However, various sources have looked back on President Trump’s first term to get an idea of what could be expected. For example, shipping news and intelligence service Lloyd’s List pointed out that tariffs introduced when President Trump was last in the White House had a noticeable effect on both spot container freight rates and import timing. Cargoes were pulled forward in the second half of 2018 by importers as they looked to beat tariff deadlines, which resulted in higher spot rates temporarily before affecting rates in 2019 because of inventory overhang. Could repeat results be seen across 2025 and 2026? Long-life inputs and goods from the tariff countries Jason Miller, a freight economist and professor of supply chain management at Michigan State University, certainly seemed to think so. Speaking to Lloyd’s List before President Trump’s 2024 presidential victory when the tariffs were only part of campaign proposals at that point, he said: “We will see front-loading like we have never seen before in 2025. There would be a massive pull-forward of demand as everybody rushes to bring in long-life inputs and goods from tariff countries, especially China.” Shipping demand and routes Shipping demand and routes could be affected due to trade uncertainty too Meanwhile, international shipping and forwarding agents Supreme Freight Services reported that increased tariffs may cause disruption to shipping volumes and global supply chains, if trade policies introduced by President Trump during his first term are anything to go by.  Shipping demand and routes could be affected due to trade uncertainty too, though the publication also acknowledged that increased investment in ports and inland waterways across the US could improve efficiency for domestic and international trade alike. New American sanctions Cleveland Containers has looked to reassure its customers that any disruption caused by the new American sanctions will be minimised at the firm. Hayley Hedley, the company’s Commercial Director, stated: “Recent history certainly suggests that the new tariffs being introduced by President Trump will have various knock-on effects across the shipping industry." “Fortunately, Cleveland Containers has a continuous supply of shipping containers entering the UK. We work with several agents to ship from various locations, as well as having good stock on the ground, so are confident in our ability to provide for our customers.”

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.”

Traditionally, bulk cargo unloading has faced challenges around operational efficiency, safety risks, environmental impacts, and high operational costs. Rough discharges, equipment wear, vibration damage, and limited weather operating windows have all constrained vessel utilisation and performance. Moreover, older unloading systems are energy-intensive and labour-dependent, increasing both costs and environmental footprint. Cargo unloading systems Many bulk cargo unloading systems depend on steep slope angles, which limit the types of materials that can be carried efficiently.  MacGregor’s GravityVibe directly addresses this factor by allowing efficient discharge with significantly lower slope angles, thus broadening the range of cargo that can be handled.  Many bulk cargo unloading systems depend on steep slope angles. Ship structures and unloading equipment “GravityVibe reduces reliance on gravity alone by augmenting the flow with controlled vibration,” says Mikael Hägglund, Senior Manager, Cranes at MacGregor. “This approach improves operational efficiency, enhances safety through more predictable material flow, and reduces wear on ship structures and unloading equipment.” Challenges of space utilisation and cargo versatility MacGregor is a provider of cargo and load handling solutions to maximise efficiency Additionally, the GravityVibe system will, in most cases, require only one hold conveyor and no cross conveyor in the hold, making the operations both cost-effective and sustainable, says Hägglund. MacGregor, based in Helsinki, Finland, is a provider of cargo and load handling solutions to maximise efficiency of maritime operations. As an augmented gravity self-unloading system, GravityVibe enhances cargo flow using vibration, enabling bulk materials to be discharged efficiently at lower slope angles (15–20 degrees). It reduces material blockages and optimises discharge without requiring steep holds, addressing the challenges of space utilisation and cargo versatility. Mechanical strain on vessel structures The system lessens mechanical strain on vessel structures, and supports safer, smoother, and more efficient operations across different cargo types. “Using lower slope angles allows ships to maximise cargo hold volume and transport a wider variety of bulk materials, including those that would not flow well with conventional systems,” says Hägglund. “It improves operational flexibility.” Integrity of the vessel Vessels benefit from a more compact and efficient hold design, optimising stability and construction Structurally, vessels benefit from a more compact and efficient hold design, optimising stability and potentially lowering construction and maintenance costs, adds Hägglund. “Managing vibration and sound levels is critical for maintaining the structural integrity of the vessel and ensuring crew safety and comfort,” he says. “Excessive vibration can lead to accelerated wear on ship components and fatigue damage over time.” GravityVibe’s design GravityVibe’s design ensures that both vibration and sound levels stay well below class-defined thresholds, preserving vessel longevity and reducing long-term maintenance and repair costs. Bulk cargoes have widely varying properties such as particle size, cohesiveness, moisture content, and chemical reactivity, all of which impact flow behaviour. Sticky, wet, or coarse materials require different unloading strategies to avoid blockages, segregation, or structural strain. Bulk cargoes have widely varying properties like particle size and cohesiveness. Broader spectrum of cargo types Key elements to achieve automation include fine-tuning self-optimisation algorithms GravityVibe’s vibration-driven approach adapts to these material differences, maintaining consistent discharge rates and ensuring operational reliability across a broader spectrum of cargo types without manual intervention or excessive mechanical modification, says Hägglund. More automated systems are on the horizon. Fully automated discharge is rapidly approaching reality, thanks to intelligent unloading systems like GravityVibe. Key remaining elements to achieve automation include fine-tuning self-optimisation algorithms, integrating predictive maintenance solutions, and standardising automation interfaces between vessels and ports. GravityVibe features  MacGregor is actively working to refine onboard software, improve material recognition capabilities, and enhance real-time adjustment features. Wider industry adoption and regulatory frameworks are also crucial for achieving fully autonomous and seamless bulk unloading. GravityVibe features a built-in self-optimisation system that uses sensors to monitor material flow characteristics during discharge. Based on live data, it automatically adjusts vibration frequency and intensity to match the properties of each specific cargo, ensuring optimal unloading performance without manual recalibration. MacGregor is working to refine onboard software and improve material recognition. GravityVibe’s performance GravityVibe’s performance has been verified through a combination of laboratory studies MacGregor is fine-tuning this system by gathering real-world data from full-scale test rigs, analysing operational performance across various cargo types, and incorporating feedback loops to continually improve discharge efficiency and system responsiveness. Real-world validation is essential to prove that unloading systems perform reliably under operational conditions. GravityVibe’s performance has been verified through a combination of laboratory studies and full-scale rig testing. In-house tests and studies For example, validation by bulk solids researcher TUNRA showed efficient unloading across diverse materials such as wood chips, manufacturing sand, and gravel. In-house tests and studies with external specialists like KTH have confirmed low vibration levels, consistent discharge flow, and high operational reliability, providing strong evidence for commercial deployment. TUNRA showed efficient unloading across diverse materials such as sand. GravityVibe’s system design GravityVibe’s system design is based on long-lasting parts and improved cargo flow High maintenance requirements traditionally have led to significant downtime and increased operational costs. GravityVibe’s system design is based on long-lasting components and improved cargo flow that reduce risks for failures and needed service, thereby lowering maintenance costs/needs. “With real-time monitoring and smart diagnostics, potential issues can be detected and addressed before they escalate, minimising service interruptions,” says Hägglund. “This proactive approach enhances equipment availability and ensures better operational continuity for vessel operators.” MacGregor GravityVibe system When unloading standard bulk carriers, there is a need to clean the holds with manpower and external machines as the port cranes or the vessel cranes will not be able to empty the holds. The weather could also be a factor for delay in cases where the cargo is sensitive to water. For the MacGregor GravityVibe system, all material will be removed from the hold without any extra efforts. GravityVibe demonstrates that with intelligent use of vibration and lower slope angles can achieve the same — or even better — results. This approach not only enables broader cargo flexibility but also reduces structural stress, energy consumption, and environmental footprint.

The Dark Fleet refers to a network of vessels that operate outside of standard maritime regulations, often used to transport sanctioned goods such as oil. These shadowy vessels are also referred to by terms such as Parallel Fleet and/or Shadow, Gray or Ghost fleet. The terms are all manifestations of the same thing – ships that are owned, structured, and operated to avoid exposure to sanctions. Fleet of ships “In fact I would prefer that we use the term Parallel Fleet because it more accurately describes what it is,” says Mike Salthouse, Head of External Affairs, of NorthStandard, a Protection and Indemnity (P&I) insurer. “Specifically, it is a fleet of ships operating in parallel to mainstream shipping while avoiding use of service providers that are subject to sanctions legislation.” Modern shipping sanctions Sanctions were to be enforced not just against the sanctions-breaking vessel but also the services Modern shipping sanctions can be traced back to the introduction of the U.S. Comprehensive Iran Sanctions Accountability and Divestment Act 2010 or “CISADA”.  Under CISADA for the first time, sanctions were to be enforced not just against the sanctions-breaking vessel but also the services (for example insurance, class, flag, banks) that the vessel used. EU/G7 Coalition adopting sanctions As a result, all maritime service providers sought to distance themselves and introduce contractual termination clauses in their service contracts forcing such vessels to either trade without such services or to access them from non-sanctioning jurisdictions. This led immediately to the creation of mainly Iranian ships that could continue to carry cargoes subject to western economic sanctions – such as Iranian oil. However, the fleet has grown exponentially following the EU/G7 Coalition adopting sanctions targeting Russian shipping. Today the majority (but not all) of the Dark Fleet is engaged carrying Russian cargoes – but other trades include Iran, North Korea, and Venezuela. Protection of the marine environment Dark Fleet undermines transparent governance policies that ensure the welfare and safety “It might be that a removal of Russian sanctions would remove the need for such a fleet,” adds Salthouse. “But for so long as nations use maritime sanctions as a foreign policy tool, my own view is that the Dark Fleet phenomenon will continue to facilitate sanctioned trades.” The Dark Fleet undermines transparent governance policies that ensure the welfare and safety of those on board and the protection of the marine environment. In recent years, the safety of tankers has improved significantly. These improvements have been driven by factors such as greater operational oversight from the oil majors, younger double hull vessels, greater operational scrutiny, and more rigorous legislation. Safety has been prioritised over all else. Transport oil using ships and services “The commercial dynamics that apply to the Dark Fleet are very different,” says Salthouse. “The overwhelming commercial imperative is not safety but to transport oil using ships and services to which sanctions legislation does not apply. As such, the customer and regulatory oversight is much reduced.” The vessels used by the Dark Fleet also tend to be older. Even if it were possible to find shipyards that were prepared to build for use carrying sanctioned cargoes (and so risk secondary sanctions depriving them of access to western financial markets and insurers), the long build times mean that such ships would not become available for several years. As such, the vessels that comprise the Dark Fleet tend to be end-of-life and aged 15 years or older. Commercial reinsurance markets The insurers of the ship will likely have been unable to access commercial reinsurance markets used If and when an accident happens, the ability of the insurer to respond by using commercial salvors and pollution responders will be curtailed by sanctions legislation, and the insurers of the ship will likely have been unable to access commercial reinsurance markets commonly used to access the high levels of cover required to fully compensate victims. Sanctioning individual ships is an effective way of addressing the Dark Fleet because shipping that trades internationally invariably needs access to western financial and service markets, which a designation deprives them of. Collaboration with mainstream shipping EU/G7 Coalition States to date have designated over 100 vessels, but in practical terms, the Dark Fleet is much larger than this – somewhere in the region 600 to 1000 vessels – so more needs to be done, says Salthouse. Thought also needs to be given as to how to dispose of old designated tonnage (as designation will prevent scrapping) whilst at the same time addressing the supply side so that designated ships cannot simply be replaced. “That can only be achieved in collaboration with mainstream shipping which should be consulted and partner with governments to achieve their aim,” says Salthouse. Majority of shipowners and service Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of foreign policy goals Without concerted state action delving with the existing fleet and its access to new ships, the Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of achieving their foreign policy goals. The cost of compliance to mainstream shipping is huge. The vast majority of shipowners and service providers deploy significant resources to avoid inadvertently contravening applicable sanctions. EU/G7 Coalition partners should recognise that and work with the shipping industry to marginalise the commercial space served by the Parallel/Dark Fleet rather than simply imposing ever greater and more complex compliance requirements, comments Salthouse. Use of EU/G7 Coalition service In a majority of cases, the Parallel Fleet is not breaking any laws. With the exception of the UN sanctions programme directed at North Korea, the Parallel/Dark Fleet can trade perfectly lawfully. For example, it is not illegal for a Russian flagged ship, insured in Russia, classed in Russia and trading with non-EU/G7 Coalition partners to transport Russian oil sold above the price cap through international waters to non-EU/G7 Coalition states provided the trade does not make use of EU/G7 Coalition service providers. Use of established service providers The Parallel/Dark Fleet is bad for shipping and undermines EU/G7, and on occasions, UN sanctions programmes, says Salthouse. States cannot control a trade when the ships carrying the cargoes and the service providers involved are not subject to the jurisdiction of that State. Similarly, when ships sink and cause pollution, the whole shipping industry suffers by association, and the additional complexities involved in responding to a casualty that cannot make use of established service providers could make a bad situation much worse.

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.

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)?