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

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

ABS completed a four-year effort to develop a training module to enhance safety training for commercial fishermen. The project delivered a web-based training platform with materials focused on six major categories of safety risks related to fishing vessel dynamic stability. Computational fluid dynamics and modern rendering techniques were adopted to make the simulations as realistic as possible. Awareness of safety risks “This work shows the unwavering efforts of ABS to promote the security of life at sea. In some environmental conditions, commercial fishing can become an occupation with many risks." "With modern simulation technologies, ABS is able to advance training for better situational awareness of safety risks to support those working in the fishing industry,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer. Long-term course offerings The project was financially sponsored by the Commercial Fishing Occupational Safety Research program of the National Institute for Occupational Safety and Health (NIOSH) under the U.S. Department of Health and Human Services. The training platform has been incorporated into the long-term course offerings of Alaska Marine Safety Education Association (AMSEA). The project team consisted of ABS, AMSEA, George Mason University, and the Northeast Centre for Occupational Health and Safety (NEC), with support from Hockema Group, Inc. Technical advisory services “We are excited to see this stability training tool come on-line! The interactive features permit the user to experiment with multiple stability-oriented scenarios; and in doing so, permit knowledge-based decision making on probable outcomes, which may enhance valuable stability decisions while at sea,” said Joseph D. Myers, U.S. Coast Guard Fishing Vessel Safety Program Manager. ABS is a pioneering global provider of classification and technical advisory services for the marine and offshore industries.

ABS Chairman and Chief Executive, Christopher J. Wiernicki was named International Personality of the Year at the Lloyds List Greek Shipping Awards, the second time he has received the honour. The accolade followed ABS being named Number One Classification Society by Gross Tonnage in the annual Lloyds List ranking of the Top 10 Class Organisations. ABS’ flagship global locations Wiernicki, who this week was also placed 72 in the Lloyds List ranking of the Top 100 People in Shipping, said: “Over the years, I have felt a profound bond with Greece and its maritime community. I believed in its potential and invested significant resources to establish the Greek office as one of ABS’ flagship global locations. That decision was one of the most rewarding of my career.” Wiernicki highlighted the industry’s challenges and outlined a formula for success in shipping through combining technology, innovation, change and people divided by risk. Realistic and achievable technology Wiernicki said: “Looking ahead, we need to ensure that safety remains the mantra of this industry and that future regulations should be aligned with commercial gravity. Governments and industry need to find a new balance that results in realistic and achievable technology readiness timelines." "The biggest challenge facing the industry will be workforce development, not technology readiness or digitalisation and not decarbonisation. AI should be viewed not just as a way to reduce costs but instead as an enabler to empower our people.” Wiernicki retires from ABS on December 31 as the longest serving pioneer with a 15-year tenure but will remain active in the shipping industry.

ZeroUSV has announced the start of construction at Manor Marine, Portland of the Oceanus17, a new class of large, ultra-long distance, high payload USV’s, delivering on the core ambitions of the National Shipbuilding Office: to position the UK as a hub for rapid innovation and high-tech manufacturing.
 Compressing traditional defence acquisition timelines, where typical “flash to bang” from design to prototype can often take years, Oceanus17 breaks that cycle by utilising a spiral development process to accelerate the design, engineering and subsequent build phase to months, rather than years, enabling faster iteration, quicker learning from trials, and delivery at scale and pace. Key to delivering the future Hybrid Navy The National Shipbuilding Office (NSO) was set up to empower a globally successful, innovative and sustainable UK shipbuilding enterprise. The NSO sees maritime autonomy as a significant economic growth opportunity for the UK shipbuilding and maritime technology sector as well as key to delivering the future Hybrid Navy. Oceanus17 also underscores the ability of the UK supply chain to deliver high tech autonomous vessels without reliance on overseas production. The platform is being built entirely in the UK, ensuring intellectual property, skills and manufacturing value remain onshore, while keeping sensitive autonomy, data handling and control systems under UK authority. This approach aligns with the Defence Industrial Strategy, strengthening industrial resilience, supporting regional shipbuilding hubs, and delivering cutting edge dual-use technology. Certified for unlimited operations Built from a durable aluminium hull, it will be certified for unlimited operations and has been designed to operate in harsh Atlantic conditions. with a mission capability in excess of 50 days at sea. Just as Oceanus12, Oceanus17 will feature dual redundancy in all critical systems removing single-point failures, ensuring continuous operation even in demanding environments. Fitted as standard with the GuardianAI navigation system, designed by Plymouth-based MarineAI, Oceanus17 delivers level 4 autonomous navigation, navigating safely as a single unit or as part of a coordinated fleet. Requirements for challenging deep water operations Matthew Ratsey, co-founder and managing director of Zero USV, said: “Whilst 2025 has been a highly successful year for ZeroUSV with our Oceanus12 fleet, we are conscious of the need to keep iterating and in the background we have been working hard on the design, development and now the start of the build of Oceanus17." "Oceanus17 already represents, over 1500 hours of design and engineering and is another major milestone for our team and an exciting step forward for UK maritime autonomy. We designed this platform to meet the increased payload demands and long deployment requirements for challenging deep water operations." "Bringing Oceanus17 to market so quickly after Oceanus12 shows what agile British shipbuilding can do; a secure, sovereign capability built in the South West and ready to adapt payload capability to meet the true dual-use versatility that this platform has been designed to be.” Local economic growth and skills Rod Paterson, CEO of the National Shipbuilding Office, said “I am delighted to support Zero USV’s announcement of the start of construction of Oceanus 17 at Manor Marine, building on the experience and success of Oceanus 12. Having visited both Zero USV and Manor Marine, and many other brilliant British SMEs, I am hugely impressed by their innovation, agility and craftmanship." "The development and construction of Oceanus 17 enhances our sovereign capability, drives local economic growth and skills, offers future export potential and is being developed at pace. This is all critical to our Defence Industrial Strategy, our future hybrid Navy ambitions and the new NSO Shipbuilding and Maritime Technology Action Plan which we will publish next year.” ZeroUSV will progress Oceanus17 through build, trials and certification milestones across 2026. The company’s target is to have the first vessel on the water in time for Seaworks 2026, complete with a MCA Workboat code 3 certificate, demonstrating how UK industry can deliver sovereign autonomous capability rapidly and at scale.

Major carrier - CMA CGM has announced its INDAMEX service will transit Suez Canal on fronthaul and backhaul voyages between India/Pakistan and US East Coast in a notable step towards a large-scale return of container ships to the Red Sea region. The first vessel to complete a full service loop via Suez Canal will be CMA CGM VERDI, sailing from Karachi to New York on 15 January. eeSea by Xeneta data shows voyages via Suez Canal rather than Cape of Good Hope reduces full loop transit time on this service by two weeks, down to 77 days. CMA CGM’s announcement Peter Sand, Chief Analyst at Xeneta – the ocean freight intelligence platform - said: “We are still some way from a largescale return of container shipping to the Red Sea, but CMA CGM’s announcement of a full east-west loop via Suez is certainly a notable step in the right direction." “We have seen carriers, particularly CMA CGM, testing the water recently by transiting Suez Canal on a select few voyages, particularly backhaul legs to Asia when there is less cargo onboard." “Until now, these transits via Suez Canal have been on a case-by-case basis, diverting voyages originally scheduled to sail around Cape of Good Hope. CMA CGM’s announcement this week is important because it is a structural change with a service proforma to transit Suez Canal on every sailing.” Vessels on the INDAMEX service Four more vessels on the INDAMEX service (APL OREGON, CMA CGM PASSION, APL LE HAVRE, CMA CGM MAUPASSANT) will make eastbound transits via Suez before the new rotation takes full effect. There are also eastbound transits of Suez Canal by other CMA CGM vessels, including CMA CGM JULES VERNE, APL CHANGI, CMA CGM GALAPAGOS, CMA CGM GRACE BAY, APL MERLION and CMA CGM KIMBERLEY; however, only the latter two are ‘official’ or proforma passages. Escalation of attacks on merchant ships Other major carriers, including Hapag-Lloyd and Maersk, have not announced a firm timeline for a large-scale Red Sea return, while ZIM has stated it is waiting for insurance approval. Sand has warned the latest announcement by CMA CGM does not automatically mean an imminent large-scale return of container shipping to the Red Sea. The number of container ships transiting Suez Canal in November 2025 was 120, down from 583 in October 2023, shortly before the escalation of attacks on merchant ships in the region by Houthi Militia. Container shipping capacity and freight rates Sand said: “Carriers will be carrying out risk assessments and the security situation remains fragile. The assessment will look at the Houthi’s ability, opportunity and intent to attack ships. We know they have the ability, but carriers will want assurance over their intent, especially because the opportunity will increase as more ships begin sailing through the region.” The shorter transit time on a full loop via Suez on the CMA CGM INDAMEX means two ships will be dropped from the service – a pre-cursor for the impact a large-scale return would have on container shipping capacity and freight rates. Ocean container shipping market Sand said: “There is already overcapacity of supply in the ocean container shipping market and spot rates are falling even without a large-scale return to the Red Sea. Average spot rates on Far East fronthauls to US East Coast and North Europe are down 57% and 53% respectively compared to a year ago." “If we see other carriers follow CMA CGM, then capacity will flood the market and we could see freight rates fall hard. This could push carriers further towards loss-making territory, but they will be fully aware of this outlook and ready to respond.”

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.

Maritime communications came a long way before they could deliver the first Global Maritime Distress and Safety System (GMDSS). Still, it is fair to say that their forward march has only accelerated in the two-and-a-half decades since. Today, shipping companies rely on satellite connectivity to protect their vessels and people and enable the digitalisation, decarbonisation, and crew-welfare initiatives on which its successes rely.  Low-Earth orbit (LEO) networks Against this background, the new generation of low-Earth orbit (LEO) networks has entered the maritime market to great fanfare and expectation from ship owners, and their excitement is justified: LEO satellite coverage has the potential to span the globe, providing exceptional reliability and speed even during long voyages in the most remote locations. This facilitates real-time communication and efficient coordination between vessels and onshore personnel, ultimately supporting more profitable and sustainable fleet operations. Level of connectivity Moral obligations and regulatory requirements aside, providing high-quality crew internet LEO’s introduction into the maritime sphere has been equally well received by seafarers, who stand to benefit from a level of connectivity that keeps them better connected to family and friends than ever before, and to richer entertainment options at sea. Moral obligations and regulatory requirements aside, providing high-quality crew internet represents a wise investment from a competitive standpoint, enhancing as it does an organisation’s ability to attract and retain the brightest talent.   Another advantage to seafarers and their employers, LEO connectivity offers stable onboard access to non-leisure services including mental-health support, telemedicine, and online learning resources, helping to keep a crew happy, healthy, and up to speed with the evolving requirements of their job.   Limitations  For all the benefits of LEO networks, it is important to acknowledge their limitations. For instance, LEO’s promise of delivering worldwide coverage remains to be realised, with certain countries yet to authorise its use in their territorial waters. This means that, depending on the trading route, a ship may encounter multiple LEO-coverage blackspots during its voyage. Susceptible to interference Regardless of the network type being used, vessels still need to compress and throttle data Like many satellite technologies, LEO networks are also susceptible to interference from atmospheric conditions that can disrupt communications, while network congestion at hotspots and drop-out at satellite handover may present additional connectivity challenges. Regardless of the network type being used, vessels still need to compress and throttle data on certain occasions, such as while in port, but LEO networks currently cap utilisation and therefore limit connectivity and availability further.  Crew and commercial use In addition, maritime organisations should consider whether their LEO system is for both crew and commercial use. For a vessel deploying LEO connectivity to cover crew and business communications simultaneously, even a terabyte of data is unlikely to go far.  Divided among a crew of 25, it equates to 40 gigabytes per person, enough for 13 hours of HD streaming with nothing remaining for commercial requirements.  The solution  Maritime software including critical communications-based services will need to be compatible with LEO To ensure reliable and consistent connectivity, support enhanced GMDSS communications, and meet the bandwidth needs of all stakeholders, a vessel will require multiple satellite provisions. This means that maritime software including critical communications-based services will need to be compatible with both LEO and more traditional, low-bandwidth networks and be able to switch between connections automatically to ensure uninterrupted service.   GTMailPlus GTMaritime’s GTMailPlus, for example, is compatible with all major network types, regardless of bandwidth. Developed with optimisation in the maritime environment in mind, it provides secure and efficient data transfers irrespective of the service or combination of services a shipowner or manager uses. If disruptions do occur, GTMailPlus resumes data transmission from the point of interruption.   Risk of a cybersecurity breach There have already been several reported cases of ship owners falling victim to significant cyber incidents As crew freedoms on the Internet increase and more onboard devices are connected to the network, the risk of breaches to cybersecurity is also rising dramatically: effectively, the vessel becomes a larger attack surface. There have already been several reported cases of ship owners falling victim to significant cyber incidents having adopted LEO systems without taking the necessary security precautions.  Robust, intelligent, and scalable network Given that ships transfer diverse types of data that often involve critical and sensitive information, the consequences of any breach of vessel operations, safety, and privacy can be severe. Here too, the GTMaritime portfolio is continuously evolving to ensure robust, intelligent, and scalable network protection for owners.  AI-based next-gen anti-virus technology In addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach In the latest partnership with CrowdStrike, GTMaritime’s cyber-security offering combines AI-based next-generation anti-virus technology with end-point detection and response capabilities. This, in addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach to vessel security.  Conclusion  LEO networks undoubtedly present a considerable opportunity for the maritime industry and have the power to transform connectivity at sea. However, there are several factors to consider before adopting an LEO system and regardless of advances in technology, optimised solutions for critical communications, security, and data transfer remain essential.

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.

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

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.”

Subsea pipelines, power cables, offshore platforms, and sensor arrays have become critical to modern society — and increasingly vulnerable. The Joint Declaration of Baltic Sea Security, signed on 20 November, provides a platform for regional collaboration and protection. KONGSBERG welcomes this initiative. The 2022 sabotage of gas pipelines in the Baltic Sea marked a turning point: maritime infrastructure is no longer seen as a passive utility, but as a strategic asset at risk of disruption. The Joint Baltic Declaration on Security in the Baltic Sea was signed on November 20 by the Norwegian State Secretary Marte Gerhardsen, in the presence of the Polish Deputy Prime Minister, Minister of Defense, Władysław Kosiniak-Kamysz. Positive and hopeful for action Arne Rinnan, Kongsberg Discovery's Executive Vice President for Strategy and Technology, welcomes the declaration and hopes for further action. “This is a positive and the right move for securing the maritime domain in the Baltic Sea. We have experienced great interest in the Oslofjord Test Bed that was opened in June this year. Here we are coordinating expertise across KONGSBERG to develop a unified solution,” he says. Land-based and satellite sensors surveillance He explains that the Oslofjord Test Bed integrates subsea autonomy, land-based and satellite sensors surveillance, traffic monitoring, real-time advanced analytics and decision support into one scalable system — redefining how nations and industries protect their underwater infrastructure. “I see this declaration as a goal to pursue additional measures. We've had significant attention and visits from government officials both abroad and at home who are interested in our technology. However, the central issue remains: in the event of an incident, who truly holds responsibility?” Rinnan says. KONGSBERG to become industrial partner According to an official statement by the Norwegian State Secretary, Marte Gerhardsen, the declaration marks an important step towards closer cooperation and strengthened preparedness in the region. In addition, on the same day, Kongsberg Defence and Aerospace became part of The Green Industrial District – Kashubia Project in Poland, agreeing with local authorities to establish operations related to the project. "This is a good example of how Norway and our partners are committed to strengthening Europe's security through both diplomacy and industry", Gerhardsen said. Declaration for securing cooperation and security The declaration, which has now been signed by Norway, aims to: Strengthen military cooperation between the countries in the region to improve defense preparedness Improve interoperability and conduct joint exercises and mobilisation capacity Ensure common democratic values, rule of law and human rights in the face of security threats Increase stability and security in the Baltic Sea region, especially in view of geopolitical tensions and threats from Russia Promote regional cooperation and contribute to stronger European security Critical maritime infrastructure covers a wide and complex landscape. Below the surface, this includes subsea oil/gas wellheads and risers, gas pipelines, fibre-optic communications cables, high-voltage power lines and renewables installations. Above the surface, it extends to floating production units, platforms, ports and other coastal facilities. Each element serves a vital function in energy security, economic continuity and national resilience – and each requires tailored, domain-specific monitoring.

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

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

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.”

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)?