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AROYA Cruises, the first Arabian cruise line, proudly set sail on its Mediterranean season maiden voyage on 28th June, marking a major milestone in its journey to deliver ‘Remarkably Arabian’ experiences to some of the world’s most iconic cruising destinations. Departing from Galataport Istanbul, AROYA’s Mediterranean homeport, the flagship vessel has embarked on a seven-night journey through the Eastern Mediterranean. The inaugural sailing will call in Athens, Souda Bay, and Mykonos in Greece, followed by Bodrum, before returning to Istanbul on 5th July. World-class experiences on board AROYA Cruises will operate a full Mediterranean season through mid-September 2025 Building on the success of its Red Sea debut, AROYA Cruises will operate a full Mediterranean season through mid-September 2025, offering a series of six and seven-night cruises. Ports of call include Marmaris, Rhodes, Alexandria and other regional gems across Türkiye, Greece and Egypt. On board, guests can expect to enjoy a wide range of world-class experiences, from a spacious main pool area and a theatre with nightly entertainment, to wellness facilities that include a snow room and advanced spa treatments. Designed with families in mind, the ship features a zip line, water slides and one of the largest kids’ zones at sea, while culinary enthusiasts can explore 12 restaurants and 17 lounges and cafes offering a curated selection of Saudi and international cuisine. Proud moment for AROYA Cruises Dr. Joerg Rudolph, President of AROYA Cruises, commented: “Our maiden voyage in the Mediterranean is a proud moment for AROYA Cruises." "Just six months after launching, we’re bringing AROYA to some of the most celebrated cruise destinations in Europe. This marks not just a new itinerary, but a new era for Arabian cruising.” Erdem Tavas, Executive Board Member of Galataport Istanbul, added: “Galataport Istanbul being selected as the homeport of AROYA Cruises over other Mediterranean ports is not only a reflection of Istanbul’s enduring appeal as a destination, but also a testament to the seamless passenger experience we offer and our state-of-the-art infrastructure. This collaboration further reinforces Istanbul’s position on the global cruise map.”

Avikus, HD Hyundai’s specialised Autonomous Navigation Technology subsidiary, announced that it has signed a Memorandum of Understanding (MOU) with Emerson to integrate its NEUBOAT CONTROL Autonomous System with Emerson’s Aventics marine controllers. According to the terms of the MOU, Avikus will use Emerson’s open protocol for its Aventics marine controllers to integrate with its NEUBOAT CONTROL system to provide safety and convenience features such as collision avoidance, adaptive cruise control and auto docking. Emerson’s Aventics marine controllers Avikus will be totally compatible with Emerson’s Aventics marine controllers across all OEMs Following integration, Avikus will be completely compatible with Emerson’s Aventics marine controllers across all OEMs, dealers and customers. “Emerson’s commitment to the highest standards of reliability make their controllers perfect for integrating the Avikus NEUBOAT CONTROL system,” said Do-Hyeong Lim, CEO of Avikus. “Emerson’s engineers are the pioneers in marine controls and we applaud them for their forward-thinking embrace of autonomous technology. We’re looking forward to working with the Emerson team and bringing our award-winning solutions to their distinguished customer base.” Smart navigation and docking solutions Combining smart navigation and docking solutions, NEUBOAT delivers confidence on the water. It allows boaters to navigate with real-time object detection and collision avoidance, and dock effortlessly with a clear, comprehensive view of the surroundings. NEUBOAT ensures a safer, more seamless boating experience from start to finish.  Since 1960, Emerson has been providing marine solutions to ensure reliable, efficient and safe operation onboard any type of ship from merchant vessels to recreational boat products.

The recent collision between the tankers Front Eagle and the Adalynn in the Strait of Hormuz is more than a tragic incident – it’s a stark warning to the maritime industry. Both vessels were operating in an area reportedly impacted by intense satellite jamming and AIS spoofing in the days leading up to the crash. The Adalynn is allegedly part of the so-called 'dark fleet' — a loosely connected group of tankers that operate without AIS transponders, often to obscure their movements and evade sanctions. Meanwhile, the VLCC Front Eagle was apparently shown in vessel tracking data to be onshore in Iran two days before the collision, in a strong indication of GPS interference. Maritime situational awareness Bridge crews are being asked to navigate in a kind of digital fog, where position data can be corrupted This event illustrates just how fragile maritime situational awareness has become in high-risk regions. The digital infrastructure they have long relied on – GPS, AIS and electronic charts – is increasingly vulnerable to manipulation, especially in geopolitically tense chokepoints like the Strait of Hormuz.  Bridge crews are being asked to navigate in a kind of digital fog, where position data can be corrupted, nearby ships may be invisible by design and critical seconds for decision-making are lost to uncertainty. Rethink navigation resilience They cannot continue to expect human watchkeepers to bear that burden alone. It’s time to rethink navigation resilience. AI-powered situational awareness systems, especially those based on computer vision, offer a critical second layer of perception. These tools can detect, classify and track vessels (and other objects) in real time, regardless of whether they are transmitting AIS or whether GPS is functioning accurately. They act as a digital co-pilot, alerting the crew to nearby threats and enabling faster, more confident decisions even when traditional tools fail. Advanced technologies of Radar  Radar remains the primary and trusted anti-collision tool, and its importance cannot be overstated Radar, of course, remains the primary and most trusted anti-collision tool, and its importance cannot be overstated. In fact, when AIS and GPS are degraded, Radar often becomes the only reliable means of detecting surrounding traffic.  But even Radar has limitations: interpreting Radar returns can be challenging in heavy-trafficked waterways, small targets may be lost in noise and there is no automatic identification. This is where advanced technologies like AI-powered situational awareness based on highly sensitive computer vision can play a vital supporting role. Tracking data reconstructions These systems offer a second layer of perception, working in parallel with Radar to detect, classify and track vessels and obstacles in real time, regardless of whether AIS and/or GPS are functioning. Computer vision sees what’s physically there, not what compromised data might suggest According to tracking data reconstructions, the Front Eagle made a sharp starboard turn just before the collision. In that kind of moment – when an unreported or unidentified vessel suddenly emerges in close quarters – the value of a redundant, independent perception system becomes obvious. Computer vision sees what’s physically there, not what compromised data might suggest. This isn’t about replacing Radar or human vigilance – it’s about strengthening both. In areas where spoofing and jamming are increasingly common, and where there is dark-fleet activity more specifically, AI and computer vision can serve as a vital safeguard to detect the undetectable, confirm the uncertain and ensure crews remain situationally aware when traditional inputs are in doubt. Maritime safety principle They’ve long accepted redundancy in mechanical systems as a maritime safety principle. They double up critical systems, train for worst-case scenarios and insist on backup plans. It's time to apply the same logic to navigational awareness. Because when the digital map becomes unreliable – when GPS falters and AIS goes dark – the ship still moves forward. And what’s needed then is intelligent vision that helps bridge navigators see, and take appropriate action, with clarity.

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.

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

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

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

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)?