Energy saving

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

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

IMTRA, the globally renowned manufacturer and importer of quality solutions and products for the marine, energy and transportation markets, announced the introduction of the newest innovation in vessel pitch and roll control, Zipwake PRO. IMTRA is the exclusive distributor for Zipwake in the U.S. Zipwake PRO is the ultimate upgrade to Zipwake’s award-winning Dynamic Trim Control System. Zipwake Series S or E systems Zipwake PRO offers significant gains in version and precision for better acceleration Available for new installations and as an enhancement to existing Zipwake Series S or Series E systems, Zipwake PRO brings Active Pitch Control, improved Active Roll, Balanced and Coordinated turning and Wake Shaping functionality to boaters for perfect trim stability in any conditions. Featuring interceptors that move five times faster than legacy Zipwake systems, Zipwake PRO offers significant improvements in performance and precision for better acceleration, stability, comfort and lower fuel consumption. The system’s 0.3 second blade rate brings quicker adjustments, allowing the system to respond rapidly to changing conditions and optimise a boat’s handling. Next evolution in vessel control "We’re excited to introduce the next evolution in vessel control and comfort on the water with Zipwake PRO," said Jamie Simmons, IMTRA’s Zipwake Product Manager, adding "Zipwake’s Dynamic Trim Systems have been proven time and time again with over 60,000 installations globally." Jamie Simmons adds, "With features like Active Pitch Control and Active Roll and so much more, Zipwake PRO enhances the comfort of passengers and guests, while adding to the fun on the water in any application from cruising to wakeboarding and everything in between." Zipwake PRO features Balanced turn (coordinated turn) is now sharper, more precise and even faster with Zipwake PRO Zipwake PRO features Active Pitch, which allows continuous and rapid adjustments to the boat’s trim to maintain the pitch angle set by the user. Regardless of head seas, following seas, beam seas or changes in weight distribution, the system constantly works to keep the boat at the optimal running trim angle. Active Roll is another enhanced feature in the Zipwake PRO system. The ultra-fast interceptors ensure quicker, more precise corrections to rolling motions caused by changing conditions for greater passenger comfort. Balanced turn (coordinated turn) is now sharper, more precise and even faster with Zipwake PRO.  System’s wake-shaping feature The system dynamically adjusts heeling angle, ensuring smoother, controlled turns at any speed. For those that enjoy tow and surf sports, the system’s wake-shaping feature provides easy control for fine-tuning wakes and creating ideal surfing conditions.  In addition, Zipwake PRO has an adaptive interface that intelligently adjusts to display relevant information delivering a user-friendly experience for precise motion control. It also integrates with third-party MFDs. Local boatyards or marine equipment installers Distributed exclusively in the U.S. by IMTRA, Zipwake PRO is available in 25 different models, the widest range of interceptors available on the market today, with systems for boats from 20-feet to 100-feet in length. The Zipwake PRO system will be available this summer through local boatyards or marine equipment installers and backed by IMTRA’s renowned pre- and post-sales support.

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

Demand for ammonia is being transformed by the energy transition. Until recently used as an input for fertiliser and chemical products, new markets for green and blue ammonia are emerging, replacing fossil energy in power generation, steel production and marine fuel. Today some 200m tonnes per annum of ammonia is produced worldwide with 20m tpa transported in LPG carriers. The scale of the emerging and potential demand will see these figures rise; how quickly this can be achieved will determine its take-up as a shipping fuel. New or evolving technology The interest in ammonia stems both from its ‘zero emissions’ when used as fuel and because its production isn’t dependent on biogenic carbon sources. As the global economy transitions away from fossil-based fuels, biogenic carbon – from captured CO2, electrolysis and even waste sources – will be subject to increasing competition from other consumers. Shipyards around the world are considering the advantages that operating on ammonia may provide Accordingly, owners, operators, designers, and shipyards around the world are considering the advantages that operating on ammonia may provide. However, when considering any new or evolving technology, it is important to have a clear understanding of not only the benefits, but the challenges that may be involved. Challenges of ammonia bunkering Biogenic carbon will increasingly replace fossil-based carbon in many of the products in use today in industry and consumer goods. Competition from the energy and aviation sectors will inevitably lead to increased prices but production capacity will need to come from industrial sources rather than biomass harvested for this purpose. ABS has produced a Technical and Operational Advisory on Ammonia Bunkering in response to the need for better understanding by members of the maritime industry. It is intended to provide guidance on the technical and operational challenges of ammonia bunkering, both from the bunker vessel’s perspective (or land-side source) and from the receiving vessel’s perspective. Managing emissions Particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions The carbon emissions from the combustion of ammonia are associated with and dependent on the type and amount of pilot fuel used. The use of biofuel as pilot fuel may further reduce the emissions. In addition, the emissions of sulphur dioxide, heavy metals, hydrocarbons, and polycyclic aromatic hydrocarbons (PAHs) drop to zero (or near zero, depending on the pilot fuel used); and particulate matters (PM) are also substantially reduced compared to conventional fossil fuels. However, particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions, due to the imperfect combustion of ammonia and the use of pilot fuels. These emissions will need to be kept as low as possible by further adjustment and development of the engine technology or using an on-board exhaust gas treatment technology. Currently, hydrogen for ammonia production is typically produced by means of steam methane reforming (SMR) or autothermal reforming (ATR) of natural gas (grey ammonia). If the CO2 emissions from the process of converting natural gas are captured and stored, the ammonia is typically referred to as ‘blue’. Production of blue ammonia Moreover, the production of blue ammonia retains a dependency on fossil fuels. Therefore, ‘green ammonia’, which is produced from hydrogen made from renewable energy sources (green hydrogen), is generally considered to be the end-solution for decarbonisation which leads to a sustainable fuel cycle, while blue ammonia is seen to have an intermediate role. The potential well-to-wake GHG emissions of green ammonia are estimated to be around 91% lower than for grey ammonia, and 85% lower than HFO and MGO. The grey ammonia production network is already well established and global, ensuring easier accessibility across major ports worldwide. Infrastructure and regulation Specific requirements for ammonia bunkering are under discussion by all marine stakeholders This will help green ammonia become readily available for bunkering and distribution once sufficient production and infrastructure are in place. On the other hand, when compared with liquid hydrogen or LNG which can be stored at temperatures of −253°C and −162°C, respectively, liquid ammonia can be stored and transported at −33°C near atmospheric pressure, which allows for easier adaptation of existing fuel infrastructure on ships and at ports. While specific requirements for ammonia bunkering are under discussion by all marine stakeholders, the requirements for shipping ammonia as cargo, including loading and unloading operations, have been established in the marine industry and are covered by the IMO International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and incorporated in the ABS Rules for Building and Classing Marine Vessels Part 5C Chapter 8 “Vessels Intended to Carry Liquefied Gases in Bulk”.  For the use of ammonia as bunker fuel, all segments of the marine industry (including IMO, Class Societies, Port Authorities, and industry agencies) are working to develop requirements and procedures specific to ammonia bunkering operations. Refer to the section “Regulatory Organisation” of this Advisory for the current activities of each marine industry segment.  Bunkering Options Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels There are three main methods of bunkering ammonia to ships. Truck-to-ship is the process of transferring ammonia from trucks or truck trailers to a receiving vessel using ammonia as fuel. Typically, the tanks on the truck are pressurised and store ammonia at ambient temperature. To increase bunker capacity and transfer rates, a manifold may be used to connect several trucks simultaneously to supply the receiving vessel. Truck-to-ship transfer operations may provide greater operational flexibility, but at the same time could induce operational restrictions and limitations by the local Authority. Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels, such as container ships, tankers, and bulk carriers, which require large fuel capacities and greater quantities of fuel to be bunkered. Terminal-to-ship bunkering transfers ammonia from an ammonia storage terminal pipeline connected to receiving vessels via a hose assembly or loading arm. Ammonia Safety Ammonia is toxic and reacts violently and explosively with oxidising gases such as chlorine, bromine, acids, and other halogens. When ammonia is inhaled, swallowed or absorbed via skin contact, it reacts with water in the body, producing ammonium hydroxide. Due to these toxicity issues, ammonia is classified as a hazardous substance, with the level and time of exposure being controlled by several national standards.  The level of competency needed for each task depends on the role and duties of the individual A combination of both training and operational experience is key to developing the required competencies for ammonia bunkering operations. The level of competency needed for each task depends on the role and responsibilities of the individual. Therefore, the training may vary from person to person. Seafarers on board ships using ammonia fuel should have completed training to attain the abilities that are appropriate to the capacity to be filled, and duties and responsibilities to be taken up. The master, officers, ratings and other personnel on ships using ammonia fuel should be trained and qualified in accordance with regulation V/3 of the STCW Convention and section A-V/3 of the STCW Code, taking into account the specific hazards of ammonia used as fuel. Ship-specific training  Ship-specific training is to be reviewed and approved by governing regulatory authorities. The IGF Code provides detailed training requirements for ships that use gases or other low-flashpoint fuels. Ships under the jurisdiction of flag administrations signatory to SOLAS should ensure that seafarers should have the specified certificates of proficiency and the administration shall approve courses and issue endorsements indicating completion of the qualification. All crew must be provided with and be made aware of the emergency procedures and must be trained in any roles and responsibilities they may have. Training, drills and exercises to prepare crews for emergencies are to be provided. Lessons learned from past operations should be incorporated to improve emergency procedures. Procedures should cover all scenarios specific to the ship, type of incident, equipment, and associated areas.

Global transportation networks are becoming increasingly interconnected, with digital systems playing a crucial role in ensuring the smooth operation of ports and supply chains. However, this reliance on technology can also create vulnerabilities, as demonstrated by the recent ransomware attack on Nagoya Port. As Japan's busiest shipping hub, the port's operations were brought to a standstill for two days, highlighting the potential for significant disruption to national economies and supply chains.  Transportation sector  The attack began with the port's legacy computer system, which handles shipping containers, being knocked offline. This forced the port to halt the handling of shipping containers that arrived at the terminal, effectively disrupting the flow of goods. The incident was a stark reminder of the risks associated with the convergence of information technology (IT) and operational technology (OT) in ports and other critical infrastructures.  This is not an isolated incident, but part of a broader trend of escalating cyber threats targeting critical infrastructure. The transportation sector must respond by bolstering its defences, enhancing its cyber resilience, and proactively countering these threats. The safety and efficiency of our transportation infrastructure, and by extension our global economy, depend on it.  Rising threat to port security and supply chains  XIoT, from sensors on shipping containers to automatic cranes, are vital to trendy port functions OT, once isolated from networked systems, is now increasingly interconnected. This integration has expanded the attack surface for threat actors. A single breach in a port's OT systems can cause significant disruption, halting the movement of containers and impacting the flow of goods. This is not a hypothetical scenario, but a reality that has been demonstrated in recent cyberattacks on major ports.  Adding another layer of complexity is the extended Internet of Things (XIoT), an umbrella term for all cyber-physical systems. XIoT devices, from sensors on shipping containers to automated cranes, are now integral to modern port operations. These devices are delivering safer, more efficient automated vehicles, facilitating geo-fencing for improved logistics, and providing vehicle health data for predictive maintenance. XIoT ecosystem  However, the XIoT ecosystem also presents new cybersecurity risks. Each connected device is a potential entry point for cybercriminals, and the interconnected nature of these devices means that an attack on one, which can move laterally and can have a ripple effect throughout the system.  The threat landscape is evolving, with cybercriminals becoming more sophisticated and their attacks more damaging with a business continuity focus. The growing interconnectivity between OT and XIoT in port operations and supply chains is also presenting these threat actors with a greater attack surface. Many older OT systems were never designed to be connected in this way and are unlikely to be equipped to deal with modern cyber threats. Furthermore, the increasing digitisation of ports and supply chains has led to a surge in the volume of data being generated and processed. This data, if not properly secured, can be a goldmine for cybercriminals. The potential for data breaches adds another dimension to the cybersecurity challenges facing the transportation sector.  Role of cyber resilience in protecting service availability  Cyber resilience refers to organisation's ability to prepare for, respond to, and recover from threats As the threats to port security and supply chains become increasingly complex, the concept of cyber resilience takes on a new level of importance. Cyber resilience refers to an organisation's ability to prepare for, respond to, and recover from cyber threats. It goes beyond traditional cybersecurity measures, focusing not just on preventing attacks, but also on minimising the impact of attacks that do occur and ensuring a quick recovery.  In the context of port operations and supply chains, cyber resilience is crucial. The interconnected nature of these systems means that a cyberattack can have far-reaching effects, disrupting operations not just at the targeted port, but also at other ports and throughout the supply chain. A resilient system is one that can withstand such an attack and quickly restore normal operations. Port operations and supply chains The growing reliance on OT and the XIoT in port operations and supply chains presents unique challenges for cyber resilience. OT systems control physical processes and are often critical to safety and service availability. A breach in an OT system can have immediate and potentially catastrophic physical consequences. Similarly, XIoT devices are often embedded in critical infrastructure and can be difficult to patch or update, making them vulnerable to attacks.  Building cyber resilience in these systems requires a multi-faceted approach. It involves implementing robust security measures, such as strong access controls and network segmentation, to prevent attacks. It also involves continuous monitoring and detection to identify and respond to threats as they occur. But perhaps most importantly, it involves planning and preparation for the inevitable breaches that will occur, ensuring that when they do, the impact is minimised, and normal operations can be quickly restored.  Building resilience across port security and supply chains   In the face of cyber threats, the transport sector must adopt a complete method of cybersecurity In the face of escalating cyber threats, the transportation sector must adopt a comprehensive approach to cybersecurity. This involves not just implementing robust security measures, but also fostering a culture of cybersecurity awareness and compliance throughout the organisation.  A key component of a comprehensive cybersecurity strategy is strong access controls. This involves ensuring that only authorised individuals have access to sensitive data and systems. It also involves implementing multi-factor authentication and regularly reviewing and updating access permissions. Strong access controls can prevent unauthorised access to systems and data, reducing the risk of both internal and external threats. Network segmentation Network segmentation is another crucial measure. By dividing a network into separate segments, organisations can limit the spread of a cyberattack within their network. This can prevent an attack on one part of the network from affecting the entire system. Network segmentation also makes it easier to monitor and control the flow of data within the network, further enhancing security.  Regular vulnerability assessments and patch management are also essential. Vulnerability assessments involve identifying and evaluating potential security weaknesses in the system, while patch management involves regularly updating and patching software to fix these vulnerabilities. These measures can help organisations stay ahead of cybercriminals and reduce the risk of exploitation.  EU’s NIS2 Directive EU’s NIS2 Directive came into effect, and member states have until October 2024 to put it into law The transportation sector must also be prepared for greater legislative responsibility in the near future. The EU’s NIS2 Directive recently came into effect, and member states have until October 2024 to put it into law. The Directive aims to increase the overall level of cyber preparedness by mandating capabilities such as Computer Security Incident Response Teams (CSIRTs). Transport is among the sectors labelled as essential by the bill, meaning it will face a high level of scrutiny. Getting to grips with the complexities of XIoT and OT integration will be essential for organisations to achieve compliance and avoid fines. Global transportation infrastructure Finally, organisations must prepare for the inevitable breaches that will occur. This involves developing an incident response plan that outlines the steps to be taken in the event of a breach. It also involves regularly testing and updating this plan to ensure its effectiveness. A well-prepared organisation can respond quickly and effectively to a breach, minimising its impact and ensuring a quick recovery.  In conclusion, mastering transportation cybersecurity requires a comprehensive, proactive approach. It involves implementing robust technical measures, fostering a culture of cybersecurity awareness, and preparing for the inevitable breaches that will occur. By taking these steps, organisations can enhance their cyber resilience, protect their critical operations, and ensure the security of our global transportation infrastructure.

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

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

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

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

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

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

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

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

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