Efficiency

Turkish shipowner, Susesea, has successfully upgraded the cylinder lubrication strategy across its fleet of six bulk carriers by adopting Chevron’s Taro® Ultra Advanced 40 (TUA 40). Working closely with Chevron Marine Lubricants and its regional distributor, Petrol Ofisi, Susesea has streamlined vessel operations and reduced cylinder oil feed rates by approximately 33 percent, delivering both technical and commercial benefits. MAN Mark 9 engines Susesea’s engineers rotated bet...
Armacell, a pioneer in flexible foam for the equipment insulation market and a pioneering provider of engineered foams, announces that the halogen-free insulation NH/ArmaFlex Smart C is now approved for use at sea. With this International Maritime Organisation (IMO) certification, Armacell adds another trusted solution to its portfolio for safety-critical marine environments. IMO’s stringent fire safety standards Reduced smoke density improves visibility and helps passengers and c...
MacGregor has secured an order from Hapag-Lloyd for its fully automatic twistlocks (ACV-1) “Hippo”, designed to improve cargo handling efficiency. Twistlocks are used to secure containers on ships, ensuring stability and safety during transport. This order will support Hapag-Lloyd’s A19-series ships, which include six 19,900 TEU vessels: Al Nefud, Al Dahna Express, Barzan, Al Muraykh, Al Zubara, and Tihama. The order was booked in the first quarter 2025. The first set of Hipp...
In a major step towards more efficient offshore operations, Samsung Heavy Industries Co., Ltd. (SHI) and ABB have signed an agreement to equip a fleet of shuttle tankers with ABB’s Onboard DC Grid™ power system platform. Engineered to optimise fuel efficiency, reduce emissions and enable a flexible integration of energy sources, the technology will be the heart of the integrated power system specified for nine newbuild vessels. Fleet of new vessels The fleet of new vessels will be...
Avikus, HD Hyundai’s specialised Autonomous Navigation Technology subsidiary, announced that it has signed a Memorandum of Understanding (MOU) with Emerson to integrate its NEUBOAT CONTROL Autonomous System with Emerson’s Aventics marine controllers. According to the terms of the MOU, Avikus will use Emerson’s open protocol for its Aventics marine controllers to integrate with its NEUBOAT CONTROL system to provide safety and convenience features such as collision avoidance, ad...
Peninsula, the world’s prominent independent marine energy supplier, is proud to announce the expansion of its U.S. Gulf Coast operations to include the offshore market, with a primary focus on the Galveston Offshore Lightering Area (GOLA). This strategic move reinforces Peninsula’s commitment to delivering high-quality, flexible, and sustainable marine fuel solutions to a growing customer base across the Americas. Supply & Operations will be managed by Peninsula’s experi...
News
Bernhard Schulte Offshore (BSO) has taken delivery of the state-of-the-art, commissioning service operation vessel (CSOV) WINDEA Curie, yard number 320 from Ulstein Verft. Key features include a motion-compensated walk-to-work gangway and elevator tower, a helideck, and a 3D-compensated crane, making her ideal for diverse offshore projects, including wind, offshore oil and gas. This SX222 design has been developed by Ulstein Design & Solutions AS. Long traditions in maritime innovation The vessel and her sister vessel, which will be given later this year, are models of long traditions The vessel and her sister vessel, which will be delivered later this year, are representatives of long traditions in maritime innovation, showcasing advanced technology, exceptional safety standards, and unparalleled efficiency in offshore operations. "Our new ‘WINDEA Curie’ is an excellent addition to our offshore fleet of now four ultra-modern vessels," says Matthias Müller, Managing Director at BSO. All four have been designed and delivered by Ulstein. Advancing maritime technology Matthias Müller adds: "The new ship and her following sister vessel will not only add more capacity to our offshore fleet but also strengthen its competitiveness and reputation due to their design features, especially with regard to fuel economy and flexible employment." He continues, "We are proud to deliver the WINDEA Curie to Bernhard Schulte Offshore, marking another milestone in our long-standing and successful partnership. This vessel, along with her sister ship, showcases the innovative spirit and high standards that define our collaboration." "Together, we are advancing maritime technology and sustainability, delivering exceptional performance and reliability for offshore operations," says Lars Lühr Olsen, Managing Director at Ulstein Verft. Efficient engines and heat recovery system The vessel offers up to 90 cabins with daylight, providing living conditions for offshore personnel The vessel has an X-STERN at each end for soft movements, increased comfort and reduced fuel consumption. She has highly efficient engines and a heat recovery system to ensure optimal performance and reduced environmental impact, aligning with Schulte Group's commitment to sustainability. The vessel offers up to 90 cabins with daylight, providing comfortable living conditions for offshore personnel. In total, there are 111 cabins, accommodating up to 132 people, with life-saving equipment for all onboard. Advanced DP systems Featuring advanced DP systems and incorporating the TWIN X-STERN technology, the vessel keeps precise positioning and stability in challenging offshore environments. This capability is crucial for maintaining operational excellence and safety. The motion-compensated Ampelmann gangway and 3D motion-compensated Motus crane represent significant upgrades compared to previous BSO vessels. The crane can handle loads of up to 5 tonnes under optimal conditions, enhancing operational efficiency and versatility.
Strategic Marine is proud to announce the successful delivery of TMS Tah Muang, the latest 42-metre Generation 4 Fast Crew Boat (FCB) to join the growing fleet of Truth Maritime Services (TMS), a subsidiary of the Prima Marine Group. This marks the fourth high-performance vessel delivered by Strategic Marine to TMS since 2024, following the earlier handovers of TMS Ranod, TMS Raman, and most recently, TMS Chana. Purpose-built to meet the operational needs of offshore energy clients in Southeast Asia and the Middle East, TMS Tah Muang is equipped with advanced capabilities to ensure safe, efficient crew transfers and support services in challenging offshore environments. TMS’s role in offshore petroleum TMS continues to play a critical role in the region’s offshore petroleum sector TMS continues to play a critical role in the region’s offshore petroleum sector, operating a growing fleet that now includes 18 crew boats and two 300-passenger accommodation barges. The addition of TMS Tah Muang further enhances its ability to support exploration, production, and maintenance operations with greater efficiency and reliability. High-performance vessels Mr. Chan Eng Yew, CEO of Strategic Marine, shared: “We are pleased to deliver TMS Tah Muang to our valued partner Truth Maritime Services. This milestone reflects our ongoing commitment to providing dependable, high-performance vessels that contribute meaningfully to our clients’ operational success. We sincerely thank TMS and Prima Marine Group for their trust and continued partnership.” Strategic Marine looks forward to supporting TMS in their ongoing growth and is committed to delivering vessels that meet the evolving demands of the offshore energy sector.
The London P&I Club has announced its financial results for 2024/25, reporting an operating surplus of US$21.3m, while also strengthening its free reserves to US$171.2m. Gross earned premium income increased 12% to reach US$159.8m. The Club’s combined ratio for the period was 101.7%, which contributed to an improved three-year weighted average combined ratio of 103.9%. Meanwhile, the investment return on assets under management and cash was 6.3%, contributing US$24.7m to the operating result for the year. London Club’s planned approach Improved technical skills have continued to bring greater levels of stability and boosted top-line revenues This positive result reinforces the London Club’s planned approach to focus on the sustainability of its rating and deductible levels, alongside growth based on attracting quality shipowners from markets worldwide. While the Club was impacted by higher than expected Pool claims, particularly towards the end of the 2024 policy year, its strong 2024/25 results were another indication that its improved technical performance has continued to bring greater levels of stability and strengthened top-line revenues. S&P Global Ratings This was further supported by S&P Global Ratings upgrading the Club’s outlook to Stable in December 2024, following a sustained period of improved operating performance that has strengthened the Club’s capital position. James Bean, CEO of The London P&I Club, who took charge of the Club in November 2024, commented: “These most recent results are the clearest sign yet that the fundamentals of our business are strong and that we are well placed to fully meet the needs of our Members and Assureds, both now and in the future." Strategic plans for delivering growth Further supported by S&P Global Ratings upgrading the Club’s outlook to Stable in December 2024 Bean added: "Our strategic plans are delivering growth in tonnage, acknowledging the Association’s reputation for best-in-class personal service." "Combined with a strengthening capital position, the London P&I Club is resuming its position as a pioneering independent mutual marine P&I insurer. We want to thank our Members, Assureds and Brokers around the world for their continued support and confidence.” Positive renewal for the Club The announcement of the improved financial results follows a positive renewal for the Club in February 2025, which saw a 12.6% growth in mutual tonnage compared to the previous year. The Club’s mutual book now stands at 49.5m gt, which is the same level as 2021/22 but with a significantly stronger premium base. The Annual Report and Financial Statements for the period will be published shortly.
KR (Korean Register) has officially launched a joint working group to establish international standards for the safe discharge of toxic ammonia effluent generated from ammonia-fueled ships. The initiative brings together Korean major shipbuilders—HD Hyundai Heavy Industries (HD HHI), HD Korea Shipbuilding & Offshore Engineering (HD KSOE), HD Hyundai Samho, Samsung Heavy Industries (SHI), and Hanwha Ocean—as well as the Korea Testing & Research Institute (KTR), a national certification body. Zero-carbon alternative fuel Ammonia is gaining global attention as a promising zero-carbon alternative fuel Ammonia is gaining global attention as a promising zero-carbon alternative fuel. However, due to its high toxicity and potential risks to the marine environment, specific international safety standards for its use are urgently needed. In particular, there are currently no established guidelines for managing the ammonia effluent generated from wet treatment systems on ammonia-fueled vessels, creating significant technical and operational uncertainty in ship design and operation. Ammonia effluent from ships The joint working group aims to develop international standards for the storage, treatment, and discharge of ammonia effluent from ships and formally propose them to the International Maritime Organization (IMO) through the Korean government. This initiative follows a 2024 proposal to the IMO by KR, in cooperation with the Korean government, which first raised the need to develop guidelines for the management of ammonia effluent from ammonia-fueled ships. Draft guidelines to the IMO in 2026 The joint working group plans to submit draft guidelines to the IMO in 2026 The proposal was officially approved at the 83rd session of the IMO’s Marine Environment Protection Committee (MEPC 83) in April 2025. The joint working group plans to submit draft guidelines to the IMO in 2026 and spearhead international discussions on the matter. Kim Taesung, Director General at KTR, stated, “We will provide highly reliable scientific data to support the development of standards for ammonia effluent management, and actively cooperate to enhance the global competitiveness of Korea’s shipbuilding and shipping industries.” International standards for ammonia-fueled vessels Park Sangmin, Senior Vice President of HD KSOE Green Energy Research Lab, remarked, “The working group will serve as a catalyst to advance international standards for ammonia-fueled vessels. HD Hyundai will leverage its experience in building the world’s first ammonia-fueled ship to continue leading the global market.” Lee Hoki, Director of Samsung Heavy Industries, commented, “This initiative will lay the foundation for the full-scale commercialisation of ammonia fuel. SHI will continue to collaborate with stakeholders to reinforce Korea’s status as a pioneering shipbuilding nation.” Development of international safety standards Choi Younghwan, Team Pioneer of Hanwha Ocean, said, “Establishing ammonia effluent standards in a timely manner will bolster Korea’s leadership in the shipbuilding and maritime sectors. Hanwha Ocean is committed to proactive technology development and regulatory preparedness.” Kim Kyungbok, Executive Vice President of KR, concluded, “This joint working group is a pivotal milestone of the maritime and shipbuilding industries joining forces to lead the development of international safety standards based on advanced technological capabilities. KR will continue to support the development and international standardisation of safety regulations for alternative fuels in close cooperation with the Korean government.”
Fincantieri, a pioneer in complex shipbuilding, presented a series of papers focused on research and innovation activities in the maritime sector at the 21st edition of NAV, the International Conference on Ship and Maritime Research, held in Messina. These studies highlighted the company's role as a pioneer in the industrialisation of new digital solutions for the shipping industry, which, in addition to improving the efficiency, safety, and sustainability of its operations and products, contribute to building a more digital and sustainable future for the entire sector. Complementary technological solutions Fincantieri is also developing a range of complementary technological solutions for the energy transition As part of the “clean” solutions, studies were presented on the shipboard use of alternative fuels such as hydrogen, HVO and ammonia. Fincantieri is also developing a range of complementary technological solutions for the energy transition, including 'methanol-ready' ships that have the capability to be powered by both methanol and traditional fuels and biofuels, with deliveries expected starting from 2027. Net Zero goal by 2035 A further confirmation of Fincantieri's role as a pioneer in the ecological transition of maritime transport, underscoring the Group's commitment to achieving the Net Zero goal by 2035, 15 years ahead of the International Maritime Organization's target. Innovative solutions related to structural, acoustic and hydrodynamic optimisation of hulls and propellers, in addition to “clean” ones, were also illustrated. Integrated digitalisation journey Fincantieri aims to create a maritime digital ecosystem that covers the entire life cycle of ships Among the digital projects presented, Fincantieri illustrated, within a dedicated workshop, "Connect 2 the Future", a program aimed at initiating an integrated digitalisation journey for its processes and products. This program is part of the broader European common project IPCEI Next Generation Cloud Infrastructure and Services (IPCEI CIS), the first realised in the field of cloud and edge computing. With this project, Fincantieri aims to create a maritime digital ecosystem that covers the entire life cycle of ships, integrating and orchestrating information from shipyards, ships, and ports. Interoperable data processing "Connect 2 the Future" has been selected by the Ministry of Enterprises and Made in Italy (MIMIT) among those worthy of being evaluated by the European Commission, due to its contribution to creating the first European ecosystem of interoperable data processing. Following the Commission's approval, the project is benefiting from funds provided by MIMIT and the European Union under the PNRR/NextGenerationEU program.
As part of the Ammonia Energy APAC Conference 2025, Classification society DNV has awarded an Approval in Principle (AiP) to SeaTech Solutions International (SeaTech) in collaboration with Oceania Marine Energy (Oceania) for the design of a new 10,000cbm ammonia bunkering vessel. This AiP builds on a recent Memorandum of Understanding (MoU) between DNV, SeaTech, and Oceania, initiated at Singapore Maritime Week and signed in April this year. Port of Dampier The Port of Dampier is emerging as a potential hub for low-carbon ammonia bunkering Located in the Pilbara region, home to the world’s largest bulk export port, the Port of Dampier is emerging as a potential hub for low-carbon ammonia bunkering. Driven by a rising demand for low- and zero-carbon shipping fuels from the region’s mining and export industries, the port has built considerable experience in dealing with ammonia cargoes and vessels and is developing a strategy to facilitate ammonia bunkering operations. This includes the successful completion of its first ship-to-ship pilot bunkering transfer in September 2024. Ammonia bunkering vessel The ammonia bunkering vessel is specifically designed to deliver low-carbon ammonia Measuring 130-metres, the ammonia bunkering vessel is specifically designed to deliver low-carbon ammonia to ammonia dual-fuelled bulk carriers at the Port of Dampier. It can supply up to 9,000cbm of fuel, sufficient to support two round-trips of iron ore shipment between Australia and North Asia. The vessel’s optimised arrangement and advanced containment systems enable efficient ship-to-ship transfers while ensuring the safe handling of ammonia as both a cargo and marine fuel. Bunker operation foundations Nick Bentley, Managing Director at Oceania Marine Energy, said: “Oceania is proud to have worked in tandem with DNV and SeaTech to deliver a flagship, low-emissions marine fuel solution at the heart of Australia’s heaviest resource export hub. The completion of this MOU and Approval in Principle (AiP) award by DNV for our 10,000m³ clean ammonia bunker vessel marks a major milestone in developing the supply and bunker operation foundations for the low-carbon shipping Pilbara–Asia green-corridor.” “This initiative reinforces Oceania’s commitment to deliver 1 million tonnes of clean marine fuel by 2030 and positions Dampier in Western Australia as a future leader, enabling the shipping industry’s transition to near net-zero marine fuel.” Collaboration between SeaTech, DNV and Oceania Prabjot Singh Chopra, Vice President of Technology at SeaTech Solutions said: “We are proud to work alongside Oceania and DNV to bring this innovative ammonia bunkering vessel design to life. As part of the maritime industry's multi-fuel transition to low- and zero-carbon energy, ammonia stands out as a viable option for long-haul shipping—and enabling its safe and efficient delivery is critical." "Our vessel design incorporates a high level of automation and smart control systems to ensure safe handling of ammonia, enhancing both crew safety and operational reliability during ship-to-ship transfers. This Approval in Principle marks a key milestone, not just for the vessel, but for the broader ecosystem that must be in place to support ammonia bunkering.” “With Dampier emerging as a green marine fuel hub, and with SeaTech (Australia) actively engaged in supporting decarbonisation initiatives aligned with Australia’s net zero ambitions, we bring a strong track record and deep expertise to deliver practical, scalable solutions that enable the decarbonisation of global shipping.” Maritime energy transition challenges Antony M Dsouza, Senior Vice President & Regional Manager, South East Asia, Pacific & India, Maritime at DNV, added: “Scaling up production and bunkering infrastructure remains one of the biggest challenges in the maritime energy transition, and will be vital to the adoption of alternative fuels at scale. This AiP is another step in realising operationally ready bunkering capabilities and strengthening industry confidence in the potential of ammonia as a carbon-free fuel for shipping.” “At DNV, we’re proud to support forward-thinking partners like SeaTech and Oceania with the trusted technical assurance and deep expertise needed to realise the industry’s decarbonisation ambitions.” Risks of transporting ammonia Although ammonia is a viable alternative fuel, its toxic and corrosive nature demands stringent handling and safety protocols. Mitigating operational risks requires not only comprehensive crew training but also robust technical safeguards and systems. DNV’s latest white paper, Safe Introduction of Alternative Fuels – Focuses on Ammonia and Hydrogen as Ship Fuels, outlines seven steps to assist shipowners and other stakeholders in obtaining approval and deploying ammonia- ships, including the safety challenges, operating procedures, training, and organisational changes needed in today’s complex regulatory environment. Ammonia transfer pilot DNV has a long history of working on initiatives to support the development and uptake of ammonia as a marine fuel, including a recent ammonia bunkering safety study for the Global Centre for Maritime Decarbonisation (GCMD), which was utilised in the ship-to-ship ammonia transfer pilot at the Port of Dampier. An Approval in Principle (AiP) is an independent assessment of a concept within an agreed framework, confirming that the design is feasible, and no significant obstacles exist to prevent the concept from being realised.


Expert commentary
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.”
Harbour insights
Ballast Water Management Systems (BWMS) prevent the spread of invasive aquatic species, which pose significant ecological, economic, and health threats. The systems treat and purify a ship's ballast water before it is discharged into a new environment. Regulations dictate how ballast water is managed and discharged. The IMO Ballast Water Management Convention was adopted in 2004 and ratified on 8 September 2017. In addition, the U.S. Coast Guard (USCG) has also regulated discharges in the USA through local regulations in conjunction with the EPA. Risk of undesirable bio-invasions All ships of 400 gross tons (300 gt for USCG) or more are required to manage their ballast water All ships of 400 gross tons (300 gt for USCG) or more are required to manage their ballast water. A range of technologies have been Type Approved to purify a ship's ballast water, and treatment methods are dominated by those making use of active substances or UV radiation. Ballast Water Treatment Systems (BWTS) remove or render harmless nonindigenous aquatic species and pathogens before the ballast water is discharged into a new location. Therefore, BWTS provide ships the means to comply to the regulations and reduce the risk of undesirable bio-invasions that harm ecosystems, and cause economic and coastal infrastructure damage, according to Dr. Stelios Kyriacou, Chief Technology Officer (CTO) of ERMA FIRST, a manufacturer of ballast water treatment and other sustainable marine equipment systems. BWTS remove or render harmless nonindigenous aquatic species and pathogens. Leadership in the core product category “We have already achieved leadership in our core product category, the Ballast Water Treatment Systems, and our vision remains for our new chapter, the decarbonisation solutions,” says Kimon Mademlis, Group Marketing and Communications Director, ERMA FIRST. “This is the brand promise to our customers that we will always strive for excellence, innovation and stellar offerings.” Flexible and adaptable ballast water management Use of active substance treatments offers a flexible and adaptable ballast water management system ERMA FIRST has developed a full flow filter electro-chlorination system, ERMA FIRST FIT BWTS, and has further expanded its product offering with the acquisition of complementary chemical injection technologies, oneTANK and Ecochlor, for ballast water management. The use of active substance treatments offers a flexible and adaptable ballast water management system to marine operators, says Kyriacou. Electro-chlorination and chemical injection treatments are single pass on ballasting only, unlike UV where a secondary treatment is required at discharge. Ballast water treatment systems Active substance treatments are not impacted by water clarity (UV transmittance) and adapt to water quality challenges better than UV systems while in general have a lower operating expense and energy footprint. ERMA FIRST ensures operational simplicity and lowers costs with their user-friendly ballast water treatment systems. Designed for easy installation and basic crew training, the systems feature automated operation that reduces manual work and ensures compliance with international regulations. Their flexible design fits all vessel types, minimising downtime and retrofit expenses. ERMA FIRST ensures operational simplicity and lowers costs with its user-friendly BWTS. ERMA FIRST global service ERMA FIRST offers global service and remote support, improving system efficiency With low energy consumption and simple maintenance needs, the systems help shipowners reduce daily operational costs while ensuring reliable long-term performance. In addition, ERMA FIRST offers global service and remote support, improving system efficiency and making vessel operations smoother, more reliable, and cost-effective across the fleet. Combining products and services to support customers ERMA FIRST provides a range of services to support customers from the initial sales to long-term operation. The company offers expert advice, system design, and, when requested, assistance during installation to ensure the best fit for each vessel’s needs. They also provide crew training for safe and straightforward operation. Maintenance services, both scheduled and on demand, keep systems running efficiently. With remote monitoring, 24/7 technical support, and service engineers worldwide, ERMA FIRST responds quickly to any issue. “We supply spare parts upon request or as needed, and we maintain stock in major hubs globally,” says Mademlis. “ERMA FIRST ensures reliable, simple, and cost-effective support at every stage.” ERMA FIRST provides a range of services to support customers from the initial sales. New sustainable and reliable products Customers drive the business, while R&D provides new sustainable and reliable products ERMA FIRST’s vision is to be a pioneer in the industry excellence in all they do. Customers drive the business, while R&D provides new sustainable and reliable products and after-sales service delivers customer support. Here is the brand’s purpose statement: “Saving the oceans to safeguarding the planet.” ERMA FIRST is committed to a greener future, a sustainable world, and a bright tomorrow for the generations to come. Expanding range of decarbonisation solutions ERMA FIRST’s track record in ballast water treatment systems, as well as with other marine equipment such as oily water separators and sewage treatment plants, has critically and crucially delivered towards protecting the oceans. The BWTS ensures optimal protection of the seas, and the company offers an expanding range of decarbonisation solutions. “In the maritime sector, technological advancement is driving a major transformation across operations, sustainability, and competitiveness,” says Kyriacou. “We are responding to growing environmental concerns and regulatory pressures, particularly from the International Maritime Organization (IMO), for greenhouse gas (GHG) reduction, decarbonisation and net-zero.” Environmental policy developments ERMA FIRST maintains active R&D programs and invests in energy efficiency measures ERMA FIRST monitors environmental policy developments and adapts and leverages their resources to the develop practical and cost-effective solutions for global shipping. “Our core strategic objectives include sustainability and environmental respectability with a strong desire to maximise our customers’ benefit and support their strategies to achieve carbon neutrality,” says Mademlis. To this end, ERMA FIRST maintains active R&D programs and invests in energy efficiency measures, air lubrication systems (AL) and wind-assisted propulsion systems (WAPS), ship-to-shore power interface, advanced data analytics, and artificial intelligence (AI) to optimise ship operations, performance, and emissions in real-time. ERMA FIRST maintains active R&D programs and invests in energy efficiency measures. Use of diesel electric generators and boilers Decarbonisation measures target ship propulsion with fuel and energy efficiency improvements Decarbonisation measures mainly target ship propulsion with fuel and energy efficiency improvements. Ships, however, also spend time in port where they engage in passenger and cargo operations, while the energy requirements are significantly lower than when in transit. The use of diesel electric generators and boilers in port is responsible for the continued emission of GHG and particulate matter (PM) in the atmosphere and is a major cause of noise pollution. The health and wellbeing of residents in the vicinity of ports is impacted by ship operations. Reducing carbon footprint, lowering costs The use of Alternative Maritime Power systems, like BLUE CONNECT from ERMA FIRST, enables ships to stop running their generators in port and utilise shore power for their needs, thus saving fuel, reducing the environmental and carbon footprint of cargo operations. “The adoption of energy-efficiency measures targets reduction of GHG emissions, optimisation of fuel use, and correcting the energy performance of suboptimal ship designs,” says Kyriacou. ERMA FIRST’s energy-saving devices (ESDs) maximise the propulsive effectiveness of the propeller. ERMA FIRST’s ESDs maximise the propulsive effectiveness of the propeller. Combinations of ESDs FLEXCAP eliminates the hub vortex, while converting some of the rotational energy to thrust FLEXCAP, a propeller cap, eliminates the hub vortex, while converting some of the rotational energy to thrust. FLEXFINS are attached to the hull to correct the flow around the stern preventing boundary layer separation thus reducing drag and losses. FLEXRING is a duct fitted upstream of the propeller that homogenises the axial wake component, while the duct contributes to the thrust by virtue of the lift generated by the accelerating flow over the surfaces. Combinations of ESDs can deliver significant performance gains, lower fuel consumption, reduce GHG emissions and improve a ship’s carbon intensity indicator (CII), says Kyriacou. Embracing carbon capture and storage Carbon capture and storage systems have an important role to play during the transition away from fossil fuels to achieve net-zero. Fossil fuels will be the energy source for ships’ propulsion in the near term because the shift to alternative fuels cannot be implemented instantly due to availability and capacity constraints. ERMA FIRST recognises the need to provide a bridge solution between continued fossil fuel use and the necessity to reduce GHG emissions radically. ERMA FIRST recognises the need to provide a bridge solution. Development of a regulatory framework The ERMA FIRST CARBON FIT post-combustion on-board carbon capture and storage (OCCS) system provides a technically practical solution to achieve GHG emissions reduction, paving the pathway to carbon neutrality. At IMO MEPC.83, a work plan on the development of a regulatory framework for the use of OCCS was agreed. With a scheduled completion by 2028, it is projected that broad technology implementation will follow. ERMA FIRST CARBON FIT post-combustion on-board carbon capture and storage. Maritime and environmental awards As a technology provider with a global reach, ERMA FIRST sets high standards of quality on both equipment and services. ERMA FIRST has won multiple maritime and environmental awards over the years, including: Technical Achievement Award 2013, Lloyd's List Greek Shipping Awards Technology Excellence 2013, Made in Greece Technology Award 2016, GREEN4SEA Bronze Award 2022, HR Awards Technical Achievement Award 2023, Lloyd's List Greek Shipping Awards Sustainability Award 2023, GREEN4SEA Bronze Award 2023, HR Awards Greek Business Champion 2023, Protagonistes Business External Focus 2023, Protagonistes Great Place to Work 2023 R&D expertise of ERMA FIRST A milestone for the company and a proud achievement is the fact that ERMA FIRST belongs to a very small group of companies having won the Technical Achievement Award by Lloyd's List more than once. This reflects the solid R&D expertise of ERMA FIRST and the long-standing and ongoing efforts towards technological excellence and impactful innovations.
FuelEU Maritime came into effect on Jan. 1, 2025. It is part of the European Union’s Fit for 55 package and applies to commercial vessels of 5000GT (gross tonnage) and over used for the transport of cargo or passengers and calling at EU ports. Vessels are required to achieve a greenhouse gas (GHG) intensity of energy below a particular level. That level reduces over time and by 2050 the reduction target is 80% compared to 2020 reference levels. GHG intensity of energy obligations “FuelEU is designed to reduce the energy intensity of fuel used by ships and to drive the uptake of alternative fuels,” says Helen Barden, Director – External Affairs, NorthStandard, an insurer providing Protection and Indemnity (P&I) coverage. She adds, “For vessels that do not meet the GHG intensity of energy obligations, there are options for borrowing compliance from future years, pooling the vessel with better-performing vessel(s) or paying a penalty. For container and passenger ships there are requirements to connect to shore power from 2030.” Ship’s energy intensity FuelEU Maritime measures a ship’s energy intensity over a full reporting year on a well-to-wake basis FuelEU Maritime measures a ship’s energy intensity over a full reporting year on a well-to-wake basis. Well-to-wake therefore includes emissions from well (i.e., production) to tank (i.e., on the ship) plus tank-to-wake (i.e., it propels the ship). Assessing the energy intensity on a well-to-wake basis, rather than simply tank-to-wake, provides a better reflection of the emissions created during the lifecycle of a marine fuel. Wind-assisted propulsion systems “There are many energy efficiency technologies on the market, such as improving the efficiency of hull coatings, or making changes to the bulbous bow or propeller, but these go to improving the energy efficiency and are not included in the calculation to improve the energy intensity of the fuel used,” says Helen Barden. However, wind-assisted propulsion systems receive a Wind Reward Factor in the regulation, which means this technology does impact the vessel’s GHG intensity rating. Of course, zero or near zero fuels and renewable fuels of non-biological origin also go to the GHG intensity rating. Compliance of FuelEU The compliance of FuelEU rests with the DOC holder under the ISM code While the compliance of FuelEU rests with the Document of Compliance (DOC) holder under the International Safety Management (ISM) code, which may well be the ship manager rather than the registered owner, the ship manager will in reality want to pass the liability for compliance on to the ship owner, says Barden. The ship owner (and indeed possibly together with the charterer depending on the length of the charter party and nature of the commercial relationship) will need to produce a strategy for compliance with FuelEU Maritime given there are different options for compliance available, she says. Lower energy intensity fuels and energy sources Helen Barden says payment of the penalty should be the last resort. “Not only is this likely to be the most expensive option, but it also comes with implications for future years in the form of a multiplication factor,” she states. Helen Barden adds, “Whether pooling, using lower energy intensity fuels and energy sources, or borrowing compliance from future years as part of a strategy will depend on many variables and, therefore, a compliance strategy should be given considered thought. This will also impact on the terms of any contracts.” Respect of GHG energy intensity Financial penalties apply to any company that does not meet its compliance obligations There are pooling platforms on the market now, such as Bettersea, which is currently offered to NorthStandard members at a preferential rate. Financial penalties apply to any company that does not meet its compliance obligations in respect of GHG energy intensity. Failing to comply for two or more consecutive years will see the penalty factor multiplied, while failure to present a FuelEU Maritime certificate of compliance for two or more consecutive reporting periods could result in a ship being banned from EU ports. Vessel’s compliance balance If a vessel exceeds the compliance requirements and so has a positive compliance balance for a reporting period, this “surplus” can either be pooled or can be banked for compliance in future years. Parties will need to consider whether charterers will get the full benefit of compliance pooling, banking or borrowing, and how this will work where the charter party does not cover the full reporting year. A vessel’s compliance balance may not be included in more than one pool in the same reporting period, but the vessel may be switched to a different pool in a different reporting period. Responsibility for FuelEU compliance rests The ultimate responsibility for FuelEU compliance rests with the ISM company The ultimate responsibility for FuelEU compliance rests with the ISM company (i.e., the Document of Compliance holder under the ISM Code) and, therefore, careful consideration must be given to the contractual implications of FuelEU Maritime. The Baltic and International Maritime Council (BIMCO) has produced a FuelEU Maritime Clause for Time Charter Parties and a Clause for ship management agreements, too, to help support owners, charterers, and ship managers in this regard. However, these clauses cannot just be inserted without consideration. As mentioned earlier, things like the compliance strategy should be thought through as this will impact the wording used in the clause, says Barden. Advice on the BIMCO clause “The BIMCO clauses are certainly a helpful starting point, but ship managers, ship owners and charterers must consider the terms carefully and, if necessary, make amendments,” says Helen Barden. She adds, “We have been assisting a number of our members with advice on the BIMCO clause in their particular circumstances, and indeed non-industry clauses that have also been proposed.”
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.
Case studies
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."
The accuracy of AIS data used to track ship movements is vital for the analysis of vessel performance in areas such as fuel consumption. OrbitMI has therefore collaborated with Maritime Data on a joint project to enhance the screening of AIS data providers so it can deliver the best quality data for clients. Orbit vessel performance platform “We are continuously striving to optimise data inputs for users of our newly upgraded Orbit vessel performance platform to improve business decision-making." "With this goal in mind, we engaged Maritime Data as a trustworthy partner to contribute its specialist expertise in data procurement for the industry,” says OrbitMI’s Chief Marketing Officer David Levy. Assuring the quality of data inputs Maritime Data supports companies in the maritime ecosystem from concept to contract Maritime Data is a UK-based start-up founded in 2022 by Co-Founders Rory Proud and James Littlejohn with a mission to address the difficulties in sourcing, evaluating, and buying maritime data by acting as a specialised intermediary between buyer and supplier. As a data broker, Maritime Data supports companies in the maritime ecosystem from concept to contract. This enables clients to quickly understand all available solutions relevant to their requirements, evaluate comparable options, and contract with their suppliers of choice. All to minimise the effort required and give time back to the people building solutions needed to tackle the industry's biggest challenges. Buying data is made easier. Accurate customer service Backed by more than 15 years of experience in the sector, Maritime Data has built up an extensive partner network of over 50 maritime intelligence suppliers and 200-plus product offerings in areas such as vessel tracking, emissions calculation, seaborne cargo flows, risk and compliance, port activity, trade statistics, weather, and vessel ownership. “The quality of data being inputted into any model, process, or technology will have a meaningful impact on output,” explains Maritime Data’s Co-Founder James Littlejohn. "It is therefore essential for maritime technology companies to meaningfully evaluate all of their data inputs to ensure their solution provides the most accurate service for their customers." Tackling sourcing challenges Real-time data generated by the AIS is considered the X-axis for any evaluation of vessel operations The joint project has focused on tackling the challenges of acquiring the right AIS data arising from discrepancies in datasets offered by various vendors that make assessment and evaluation difficult for data buyers. Real-time data generated by the Automatic Identification System (AIS) is considered the X-axis for any evaluation of vessel operations and is a fundamental data layer for performance monitoring as it shows position, course, and speed, which can be combined with weather data to optimise operations, according to James Littlejohn. However, AIS is extremely data-heavy with hundreds of millions of data points being generated by thousands of vessels across the globe every day, which requires commensurately massive computational resources to ingest and analyse this data. New vendor evaluation protocol Under the joint project, Maritime Data conducted a comparative assessment of four leading AIS data providers using a new, specially developed evaluation protocol to ascertain the quality of their respective offerings based on carefully designed criteria. Maritime Data was able to take samples of a week of AIS data from each of the four providers and measure each dataset against various benchmarks provided by OrbitMI to help determine the coverage, accuracy and frequency of the respective feeds. A segment of these samples was then taken and split out over 80 different geolocations that were visualised as polygons on a map to show geographical coverage. Heavyweight analytics Independent validation of the supplier selection process enabled this to be conducted more quickly James Littlejohn points out that conducting this process of comparison and evaluation with such vast amounts of data would entail a lot of time and resources for a maritime technology firm such as OrbitMI, causing opportunity cost, while it took Maritime Data about a month to complete the analysis and this time is likely to be shortened in future as the process becomes more efficient. He says that independent validation of the supplier selection process enabled this to be conducted more quickly and without bias in favour of any one data vendor. “The outcome of the process was exactly as we expected and piloting this tool with OrbitMI has given us a springboard for further development and application of the selection protocol. This enabled OrbitMI to proceed with a decision on AIS sourcing secure in the knowledge that the data would fulfill the needs of its customers,” James Littlejohn says. Selecting the ideal AIS data provider At the end of the process, OrbitMI selected Lloyd's List Intelligence as its AIS data provider. “Lloyd's List Intelligence has been a long-time and valued partner of ours,” says Ali Riaz, OrbitMI's CEO. “The quality and versatility of their data offerings, assurances of data accuracy, customer service, and commitment to collaboration compared to the other offerings were unbeatable.” This decision aligns with Lloyd's List Intelligence's strategic vision for the industry. A collaborative, connected approach Tom Richmond, Head of Software & Technology Sales at Lloyd's List Intelligence, elaborates, “Working with innovators like OrbitMI is part of our strategic plan to help the shipping industry move beyond siloed thinking and kick-start a more collaborative, connected approach to integrating seaborne trade in the global supply chain." "We’re happy to support innovation with high-quality products at a price point that stimulates collaboration in the sector.” AIS data quality assurance OrbitMI’s David Levy concludes, “This project demonstrates we are prioritising data quality for our clients by harnessing the power of partnership with a major player." "The AIS data quality assurance process piloted by OrbitMI with Maritime Data will benefit users of the new Orbit platform by ensuring optimised and reliable data inputs covering the global fleet.”
Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.
GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”


Round table discussion
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)?
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