Regulations

Ricardo, a world-pioneering environmental, energy and engineering consultancy, now announces that it has been appointed to conduct a green shipping corridor feasibility study between Panama and Algeciras, Spain, aiming to decarbonise maritime trade and modernise global connectivity. Funded by European Union delegations in Panama and Costa Rica, the study will deliver an understanding of the technical, financial and policy conditions required to make the Panama–Algeciras corridor a practical green shipping route. Ricardo will lead the study, in collaboration with the Algeciras Bay Port Authority, the Panama Canal Authority, the Panama Maritime Authority, and a subcontractor with Maritime & Logistics Consulting Group, S.A. Part of the study As part of the study, Ricardo will: Confirm feasible fuel options and operational implications to define realistic pathways for transitioning trans-oceanic container shipping to zero- or near-zero-emission energy sources. Evaluate the business case for the corridor. This will consider capital costs of alternative-fuel vessels compared to conventional ships, the fuel price differential between zero/near-zero and fossil fuels, and operating costs linked to compliance with regulatory schemes such as the IMO Net-Zero Framework, FuelEU Maritime, and the EU ETS. Identify enabling policy and financial interventions and initiatives that could help bridge cost gaps and accelerate deployment, and measures to strengthen the emerging zero-emission fuel supply chain. Vessels use low-emission propulsion Green shipping corridors are specific routes where vessels use low-emission propulsion. Ricard, who has led a number of such studies to date, welcomes the study and the significance that this could have on global shipping. Ricardo’s Associate Director for Transport Policy, Alexi Pons, said: “The Panama–Algeciras green shipping corridor is not only significant because of its trans-oceanic distance, but also because it connects two major global bunker hubs with strong potential to become green hubs. Developing green shipping infrastructure along this route could deliver transformative benefits for both regions." "We’re very excited to be working with the Algeciras Bay Port Authority, the Panama Canal Authority, the Panama Maritime Authority and the EU on this project.” The results of the study are expected to be delivered by April 2026.

The Nordic countries are taking an important step towards decarbonising maritime transport with the launch of Phase 2 of the “Nordic Roadmap for the introduction of sustainable zero-carbon fuels in shipping: Implementation and realisation 2025–2027.” Managed by DNV and supported by partners Everllence, IVL Swedish Environmental Research Institute, Icelandic New Energy, Sintef Ocean, and VTT, the programme aims to accelerate the transition to emission-free shipping across the region. New approaches to collaboration Building on the achievements of the first phase, phase 2 of the Nordic Roadmap will identify promising Nordic green corridors and drive the development of two to three corridors towards realisation. The program will tackle key barriers through targeted actions, with particular attention to cost challenges. A dedicated Task Force will explore new approaches to collaboration and financing to accelerate the transition to zero-carbon shipping and advance the realisation of green corridors between Nordic ports. Goals and actions in the Fuel Transition Roadmap Transition progress will be monitored annually through a new Barometer, assessing the region’s advancement against the goals and actions in the Fuel Transition Roadmap for Nordic Shipping developed in Phase 1. The programme will also aim to further strengthen the Nordic Collaboration Platform as a regional hub for knowledge exchange, policy dialogue, research and development, and related initiatives. Building on strong industry support, Phase 2 will place increased emphasis on engaging cargo owners and the finance sector - key stakeholders in delivering green and competitive Nordic shipping. Zero-emission shipping routes Andreas Bjelland Eriksen, Norway’s Minister of Climate and Environment, said: “The Nordic countries have a strong green maritime industry, and through good cooperation, the Nordic region has great opportunities to establish zero-emission shipping routes. This collaborative project will pave the way for that." “This new phase of the project aims to strengthen collaboration among industry stakeholders and explore how we can finance green shipping routes. We are moving from planning to action, and I look forward to following the project as it progresses,” he added. Zero-carbon shipping Knut Ørbeck-Nilssen, CEO Maritime, DNV, said: “In a time of mounting uncertainty, the maritime industry must stay resilient and focused on the long-term horizon. As we move into Phase 2 of the Nordic Roadmap, collaboration across borders and the value chain will be key to unlocking zero-emission solutions and reaching our 2050 decarbonisation goals.” Ole Pyndt Hansen, Vice President Everllence: “We are proud to contribute to Phase 2 of the Nordic Roadmap. Phase 1 marked a significant milestone, laying a strong foundation for a more sustainable maritime future. Building on that success, we are excited to continue this vital journey toward zero-carbon shipping, transforming ambition into action through close collaboration across the Nordic region.” Realisation of green shipping corridors Erik Fridell, Manager - Transport and mobility, IVL Swedish Environmental Research Institute, said: “Besides strengthened Nordic collaboration, increased focus on policy opportunities and port readiness for marine fuels will support the realisation of green shipping corridors in the Nordics.” Jón Björn Skúlason, CEO, Icelandic New Energy, said: “The participation of Iceland is very important in such a key roadmap project for the Nordic countries. The maritime sector will be very challenging specifically when it comes to greening the fishing fleet. Future policy decisions will impact the pace and we local stakeholders have to contribute towards the future green roadmap.” Technological challenge Markus Rautanen, Hydrogen Applications Team Lead, VTT, said: “Decarbonising shipping is not just a technological challenge - it’s a systemic transformation that demands collaboration across research, industry, and policymakers. At VTT, we are committed to driving innovation to accelerate this transition and strengthen the Nordic region’s leadership in sustainable maritime transport. The partners in this project form an excellent core team to push this change forward.” Trond Johsen, Centre Director, SINTEF Ocean, said: “The roadmap tells the industry where to go, but is less detailed on what to pack and how to afford the tickets. With the Phase 2 project we will support the industry and the governments with insights and tools to get through the ever-challenging implementation process.”

A new report, released now, has found that adopting methanol as the primary fuel for voyages between the Port of Tyne, Newcastle and Port of IJmuiden, Amsterdam could avoid up to £420 million in future regulatory costs and deliver an 80% reduction in greenhouse gas (GHG) emissions. Green shipping corridors are specific routes where vessels use low-emission propulsion. The study, led by Ricardo, an environmental, energy and engineering consultancy and world pioneers in maritime decarbonisation, assessed the technical and commercial feasibility of introducing a green shipping corridor between Newcastle and Amsterdam. Alternative future fuels for vessels Looking at the potential of both methanol and onshore power supply as alternative future fuels for vessels operating between the busy ports, the study found significant reductions in emissions with the adoption of methanol, reducing GHG by 70%, and onshore power supply, reducing GHG by an additional 10-15%. Battery storage could also be adopted to support energy demand. The study also found significant financial savings, primarily through avoided regulatory penalties, which would help to offset any needed investment in new technology. Primary ferry operator The report’s findings were validated by the primary ferry operator between the ports, DFDS’ own internal analysis, which supported the economic feasibility of transitioning the Tyne- IJmuiden route to alternative fuels. DFDS plans to invest in alternative fuel-powered vessels for the corridor. Ricardo Maritime Sustainable Transport Consultant, Matt Moss, said: “Green shipping corridors represent a viable alternative to traditional carbon-heavy fuels, in an industry that is considered hard to decarbonise. The Port of Tyne – Port of IJmuiden route is not only a suitable candidate for the world’s first green shipping corridor but will also inform similar projects throughout Europe.” Net zero port operation Port of Tyne CEO, Matt Beeton, welcomed the study’s results as another important step toward establishing a North Sea green shipping corridor: "We have a vision to achieve a net zero port operation, supported by an e-fuels hub, alongside a thriving ferry route to the continent for both passengers and freight." "The transition to a cleaner future will only happen through genuine collaboration right across the maritime value chain. This report’s findings give us confidence that green shipping is within reach and that the North East can be at the forefront of the change." Green shipping corridors Zeehaven Ijmuiden N.V. - Port of IJmuiden CEO, Tjeerd van der Voorn, said: “Transforming the Tyne–IJmuiden route into one of the world’s first green shipping corridors fits seamlessly with our ambition to develop Energy Port IJmuiden." "This project has strengthened collaboration across ports, operators, engineers and public bodies, and the support of Innovate UK and the Netherlands Enterprise Agency has been instrumental. With methanol-powered vessels and onshore power, we are taking a decisive step toward a cleaner, future-ready North Sea connection.” Investing in new vessels DFDS Amsterdam-Newcastle Route Manager, Teun-Wim Leene, said: “Our ambition is to decarbonise maritime transport along the Amsterdam–Newcastle corridor. This includes investing in new vessels and collaborating with partners to accelerate infrastructure development and the production of low-emission fuels which is crucial for a successful transition.”  The Port of Tyne – Port of IJmuiden study was part-funded by the UK Government's maritime decarbonisation project programme UK SHORE, which aims to reduce emissions, fuel innovation and create new jobs in the industry.

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.

Ahti Pool, the pioneering FuelEU Maritime compliance pooling solution, now announces a strategic partnership with ScanOcean to deliver a dedicated FuelEU Maritime pooling service (“pool-in-pool”) to ScanOcean’s customers, enabling shipowners to use their own biofuel consumption to meet FuelEU compliance obligations while still accessing the wider Ahti Pool for additional flexibility. Designed for FuelEU Maritime, Ahti Pool manages fleets from pioneering owners and operators - including Van Weelde Group, Bore, Spliethoff, Stenersen and Neste - and oversees more than €100 millions of emissions exposure. FuelEU Maritime pooling service Through this collaboration, ScanOcean will market and sell a turnkey FuelEU Maritime pooling service to shipowners, combining Ahti’s scale, technical pooling expertise, and proven cost-optimisation tools with ScanOcean’s recognised logistics network, offtake agreements with leading refiners, and reputation for seamless bunkering operations in the Nordic area. Risto‑Juhani Kariranta, CEO, Ahti Pool, commented, “We are pleased to partner with ScanOcean to expand Ahti Pool’s capability to serve owners seeking fleet‑level compliance and cost certainty. The pool‑in‑pool approach complements our turnkey model, enhances optimisation at scale, and strengthens our ability to help shipowners reduce their emissions as well as materially lowering their risk exposure.” Advantage for fleet owners Lars Lövsund, Business Development Manager, ScanOcean, commented, “Our pool‑in‑pool solution, together with Ahti’s proven pooling platform, gives shipowners the transparency and flexibility required to manage renewable fuel allocation and regulatory compliance efficiently." "This partnership turns FuelEU Maritime’s complexity into a strategic advantage for fleet owners in Ahti Pool.”

The safety and efficiency of offshore oil & gas operations have always depended on the weather – but now operators are navigating far more volatile conditions, in deeper waters and harsher environments than ever before. In this new operating reality, data-driven weather intelligence is becoming a powerful enabler, helping companies stay ahead of fast-changing conditions and make confident decisions as operational windows tighten, says StormGeo. “Offshore operators are seeing a clear trend: more frequent, more intense, and less predictable weather across every major basin,” says Alan Binley, StormGeo’s Global Industry Manager Offshore Oil & Gas. “That variability is reshaping how the industry plans, executes, and safeguards offshore operations.” Dealing with weather volatility Deep-water production platforms, drilling rigs, and offshore fleets face amplified safety and performance risks as weather uncertainty grows. Storm-driven shutdowns, crew transport limitations, and structural stresses from high seas, icing, and tropical systems now occur with greater regularity, putting pressure on production schedules and operational budgets alike. “With weather becoming more extreme, offshore teams need to factor these conditions into every facet of planning,” Binley explains. “Doing so not only protects personnel, it also helps optimize exploration, construction, and production timelines while avoiding costly disruptions.” Real-time monitoring to ensure vessels Greater weather variability is shrinking planning horizons and tightening safety windows for lifts, personnel transfers, construction work, drilling operations, and maintenance campaigns. That means the industry must operate with far more precision to avoid unexpected delays and budget overruns. Rapid weather swings – whether sudden squalls, mesoscale convective systems, or sharp sea-state shifts – demand continuous, real-time monitoring to ensure vessels and assets stay within safe operating limits. Even small deviations in storm tracks or intensity can significantly influence evacuation decisions, mooring integrity, and production downtime, especially as exposure to tropical cyclones and severe storms increases. Asset and regulatory challenges These challenges intensify as new asset types gain prominence. Floating installations, FPSOs, walk-to-work gangways, and hybrid vessel fleets (CSVs, SOVs) each respond differently to motion, heave, and wave directionality, requiring more refined thresholds and insights. Layered onto this is rising regulatory and ESG scrutiny, with operators expected to demonstrate transparent decision-making, top-tier safety performance, and more efficient fuel usage across their marine operations. “Put simply, volatility leaves far less margin for error,” Binley says. “That makes predictive accuracy and decision support more essential than ever.” Beyond safety, weather predictability carries major commercial weight. Optimal weather windows are central to planning installation campaigns, maintenance schedules, shuttle tanker offloading, seismic surveys, and other marine operations that can quickly rack up vessel costs when delayed. Tapping into weather intelligence Yet despite its increasing influence, weather remains one of the least optimized data streams offshore – a gap with enormous potential. “Weather intelligence can be transformative,” Binley says. “It leverages high-quality data and AI analytics to support earlier decisions, tighter operating windows, and lower risk thresholds. It’s an operational multiplier for offshore oil & gas.” This intelligence integrates high-resolution atmospheric, marine, and metocean insights with analytics, expert meteorology, and decision-support tools. Key components include: Metocean forecasting: Waves, currents, wind shear, icing, tropical cyclone trajectories Operational thresholds: Vessel motion limits, access windows, helideck compliance Impact modelling: Translating forecasts into O&M, construction, and logistics decisions Decision guidance: Dashboards, automated alerts, and scenario-planning tools Cyclone forecasting and storm-surge modelling By translating complex weather patterns into clear operational guidance, offshore teams can enhance safety and performance across the entire lifecycle from exploration and site selection to construction, operations, and emergency response. “Accurate, timely forecasts allow operators to proactively adjust schedules before conditions deteriorate,” Binley notes. “That minimizes risk for personnel, reduces downtime, and streamlines evacuations or shut-in decisions when necessary.” Cyclone forecasting and storm-surge modelling play an especially critical role, providing rapid guidance during threatening events and enabling smoother emergency response efforts. Impactful applications StormGeo is currently providing advanced weather intelligence for over 2500 offshore sites worldwide – issuing more than 2.7-million-point forecasts annually – with 24/7 year-round support from meteorologists working out of 10 global operations and support centres. Binley says some of the most impactful applications of weather intelligence are occurring in construction and commissioning, where precise forecast planning supports heavy lifts, cable laying, and other critical-path activities. Operational teams benefit from advanced threshold monitoring for helideck activity, flare management, offloading, and mooring integrity. Marine coordinators rely on vessel-motion forecasting to refine safety windows for walk-to-work operations, crew transfers, and supply vessel scheduling. In drilling, forecasting supports riser management, BOP operations, and downtime avoidance during sensitive phases. Efficient shutdown and restart sequence Real-world applications show measurable value. In the North Sea, one major operator increased safe crew transfer windows by 15-20% using vessel-specific motion forecasts during a construction campaign. The result: fewer standby hours, smoother workflows, and maintenance completed ahead of schedule. In the Gulf of Mexico, a multi-platform operator used early cyclone intensification alerts to execute a streamlined personnel evacuation without helicopter congestion. The same intelligence supported a more efficient shutdown and restart sequence, cutting total downtime by roughly 18 hours compared with historical averages. Controllable variable Weather intelligence is also driving sustainability gains. Tailored wave and current forecasts, combined with vessel-specific routing guidance, have helped operators reduce fuel consumption during shuttle tanker operations serving FPSOs while avoiding offloading delays. Inside control rooms and marine coordination centres, integrated atmospheric and oceanographic data supports real-time decision-making. Weather intelligence is also becoming a key pillar of remote operations through AI-driven failure prediction, production optimization, and integration with digital twins. “The offshore operators of the future will treat weather as a controllable variable,” Binley concludes. “With the right intelligence, they can turn environmental uncertainty into safer operations, lower emissions, and stronger profitability.”

Imagine a vessel in distress, the challenging weather and sea state, the distractions and the anxiety onboard the ship or liferaft. Whether a commercial ship, an offshore supply vessel, or a ferry, any emergency situation is extremely stressful, requiring calm decisions and actions by the captain and crew which could potentially save lives. Reliable electronic safety equipment For decades, with pyrotechnic flares as the accepted standard, a crew member has been expected to fumble for a flare pack, remove the cap, pull the string to ignite the flare while moving hands quickly out of the way, and hold the flare overboard, ensuring it is downwind. The procedure is difficult in a distress situation, with failure to perform these actions correctly possibly resulting in injury or damage to the liferaft keeping survivors afloat. However, today there are alternatives that offer an easier, less dangerous, toxic and outdated solution in an age bristling with reliable electronic safety equipment. Availability and reliability of advanced technology The general pyrotechnic carriage requirements for vessels subject to the SOLAS Convention Commercial vessels are already required to carry EPIRBs, AIS transponders, GMDSS DSC radios, and Search-and-Rescue Transponders (SARTs) – all which will locate the survivors to within less than 110-metre radius. With the availability and reliability of this advanced technology, the persistence of mandatory flare carriage seems illogical. The general pyrotechnic carriage requirements for vessels subject to the SOLAS Convention remain as follows: For ships – 12 rocket parachute flares, at least 2 lifebuoy self-activating smoke signals and 1 line throwing appliance; For lifeboats, liferafts and rescue boats – 4 rocket parachute flares, 6 red hand flares and 2 buoyant smoke signals. Is it not time for regulators to embrace the alternatives and make electronic flares permissible? The problem with pyrotechnics Flares belong to a bygone era, when fire and smoke were the simplest way to attract attention.   Nowadays, safety and environmental factors call for a change. First, the safety issue is critical. Pyrotechnic flares burn at over one thousand degrees Celsius, often emitting molten slag and sparks together with smoke and a flame – all of which can come back at the user in high winds. Many mariners can relate stories of burns, fires, and close calls when trying to deploy them on an already unstable platform. In fact, statistics from several maritime safety bodies suggest that misuse and accidental ignition of flares are responsible for dozens of injuries every year. For a ‘safety’ device, that is a perverse irony. Additionally, flares are one shot devices. There is no way to test them to be sure they work. The user just has to hope that when activated, potentially a few years after purchase, they work as expected. Coastguards and police forces  Coastguards and police forces across Europe and the UK have been dazed by the need for safe flare disposal Toxicity must also be considered. Most red handheld and rocket flares rely on strontium nitrate and similar chemicals that are both toxic and environmentally persistent. These chemicals present a health hazard to users and nearby people. The smoke can be full of fine particulate matter that can be inhaled into the lungs, while also irritating eyes, nose and throat. Disposal is a serious problem. Once expired – usually after three years – they cannot be tossed in the bin or recycled. Instead, they become hazardous waste. Coastguards and police forces across Europe and the UK have been overwhelmed by the demand for safe flare disposal, with many mariners resorting to hoarding old flares in sheds or, worse, illegally dumping them. Every expired flare represents a risk to the environment and anyone who potentially finds dumped flares. Rules and regulations apply to time-expired flares In terms of reliability, the fact is that pyrotechnic flares can fail. They can get damp, be damaged in storage, or simply not ignite when needed, or, worse still, in rare cases, explode when ignited. Flares contain explosives and are therefore classified as Class 1 dangerous goods Even when they function correctly, their window of effectiveness is fleeting, with a red handheld burning for about a minute. A rocket flare launches skyward, blazes for about 40 seconds, and then is gone. If no ship or aircraft happens to be looking in that narrow window, the opportunity is lost. Finally, there is transportation and storage. Flares contain explosives and are therefore classified as Class 1 dangerous goods which means shipping and transportation is difficult and expensive. The same rules and regulations apply to time-expired flares. Flare canisters clutter lockers and demand careful storage away from damp conditions and potential heat sources. The modern toolkit of safety These problems demonstrate the huge contrast with the other equipment already required aboard commercial vessels – some of which is also usually carried on many recreational vessels. Emergency Position Indicating Radio Beacons (EPIRBs) use satellite constellations like Cospas-Sarsat, GPS and Galileo to transmit a vessel’s position to rescue coordination centres anywhere on the globe. Automatic Identification System (AIS) transponders broadcast a message and vessel position to every nearby ship equipped with AIS – effectively turning the entire commercial fleet and many recreational vessels into potential rescuers. GMDSS DSC radios provide voice communication to coastguards and other vessels together with their location, while Survival Craft VHF radios, acting as GMDSS portable radios, although with no locating capability, are designed to be taken from the ship into the liferaft and then used to either call for help on VHF Channel 16 or talk to rescuers.  GMDSS DSC radios provide voice contact to coastguards and other vessels. Brief flicker of a pyrotechnic flare’s flame SARTs (Search and Rescue Transponders) create either a radar or AIS target, allowing searchers to home in precisely on a vessel or liferaft. SARTs create either a radar or AIS target, allowing searchers to home in just on a vessel or liferaft This is a formidable array of technologies, far superior to the brief flicker of a pyrotechnic flare’s flame. They are continuous, reliable, and integrated into a global rescue infrastructure. If one signal is missed, another remains active. They run for hours, sometimes days – not seconds. It seems ironic that regulators have not considered modern alternatives to pyrotechnic flares as a means of providing an alert or a locating signal to nearby vessels. Enter the electronic flare Electronic Visual Distress Signalling Devices (eVDSDs), sometimes called electronic flares, are the logical successor. Compact, waterproof and rugged, these units emit bright strobing LED patterns visible for miles. They can operate continuously for hours, sometimes over an entire night, and many incorporate infrared strobes detectable by night-vision equipment often carried or worn by search and rescue personnel. Unlike pyrotechnics, they can be tested safely, reused, and either be recharged or fitted with new batteries. They do not expire with a three-year shelf life. They do not produce toxic waste. They do not risk setting a liferaft ablaze or potentially injuring the user or other crew. The U.S. Coast Guard has already approved certain eVDSDs as alternatives to handheld flares for recreational vessels. In Europe, the conversation is warming, though regulatory inertia remains. U.S. Coast Guard has approved certain eVDSDs as options to handheld flares Pyrotechnic flares vs electronic flares The evidence is clear – electronic flares work, and they work better. For a casualty vessel, this means a simple, safe, push-button device which can provide a steady beacon that pulses for hours until help arrives, instead of one or two frantic flashes in the night. In all areas – user safety, environmental issues, disposal, transportation and storage – the electronic flare is an improvement over the pyrotechnic flare every time. Essential feature, as there was no other way of signalling a distress apart from a large ship’s radio station Setting operating lifetime aside (tens of seconds for a pyrotechnic flare compared to several hours for an eVDSD), the only other real difference between the two is that a pyrotechnic flare is always going to be brighter than an electronic flare. A hundred years ago, this was an essential feature as there was no other way of signalling a distress apart from a large ship’s radio station. However, with all the other modern alerting and locating systems on ships today, this no longer matters. Electronic flares provide a light that can be seen from several miles away, which is more than sufficient when combined with other systems. Why commercial vessels should lead Some argue that small leisure craft are best suited for electronic flares, while commercial ships should retain pyrotechnics as ‘belt-and-braces’, but it is the other way around. Commercial vessels are the most heavily regulated and already equipped with multiple redundant communication systems. Their flare requirement is no longer for distress alerting – EPIRBs and the GMDSS see to that – but rather it provides a local visual locating signal once searchers are nearby. An electronic flare performs this function better than pyrotechnic flares. Furthermore, commercial operators handle large volumes of flares, multiplying the risk. A ferry or offshore supply vessel may carry dozens of flares in liferafts and bridge lockers, each of which must be monitored for expiry and disposed. This large ongoing burden of hazardous waste is a significant problem compared to a fleet of eFlares, which can be tested annually, recharged, and remains serviceable for years. The economics are persuasive. Though an electronic flare may cost more upfront than a set of pyrotechnic flares, the continual cycle of buying, storing, and disposing of pyrotechnics is eliminated. Over a few years, the balance tips in favour of electronics – not to mention the savings in risk and liability. A culture of tradition vs a culture of safety Why, then, do pyrotechnics persist? The answer lies in tradition and regulatory lag. Maritime rules are written slowly, often in response to major incidents. The maritime world has never hesitated to replace outdated technologies with new innovations Flares have been listed in safety equipment schedules for so long that many authorities see them as sacrosanct. Mariners, too, sometimes cling to the familiar, imagining that a rocket bursting overhead is more dramatic and thus more effective. But drama does not save lives – it is precision, reliability, and safety that make a difference. The maritime world has never hesitated to replace outdated technologies with new innovations – sextants gave way to GPS, spark-gap radios yielded to satellite communications, and wooden lifeboats were replaced with modern inflatable liferafts. Each transition was resisted by traditionalists, and each is now universally accepted. Pyrotechnic flares are the next domino. Regulatory pathways and momentum Encouragingly, the movement is already underway. RTCM (Radio Technical Commission for Maritime Services) has developed a performance standard for eVDSDs. The U.S. Coast Guard’s acceptance of these devices for recreational boats sets an international precedent. Manufacturers in Europe and Asia are pushing for parity, developing multi-colour strobes and AIS-integrated eFlares. For the International Maritime Organization (IMO) and the Maritime and Coastguard Agency (MCA), the task is simple: approve electronic flares as an equivalent carriage option and then consider phasing out pyrotechnics over a defined period. U.S. Coast Guard’s acceptance of these devices for recreational boats. Carriage of modern alternatives to pyrotechnic devices Commercial shipping, with its greater compliance infrastructure, should lead the way. By authorising eFlares on commercial vessels, regulators send a clear message and create the volume of adoption needed to drive prices down for all. Accordingly, it is time to establish an International Standard for eVDSDs that could be adopted by IMO and other maritime agencies, and to expedite changes to international conventions and national regulations that would allow the carriage of modern alternatives to pyrotechnic devices, including eVDSDs, instead of pyrotechnics. A matter of time and of lives To continue mandating pyrotechnic flares in this context is no longer reasonable Maritime safety regulations are not theoretical. They are written in blood, each clause echoing a past disaster. With flares, the disaster is subtler – not a single great catastrophe, but a slow accumulation of injuries, environmental harm and wasted money. The seafaring world should not wait for a tragedy – a crew member maimed by a misfired rocket, or a fire started by a handheld flare in a liferaft – to act. The better technology already exists. The arguments against pyrotechnics are overwhelming. ­­­ Commercial vessels embody the professional side of the maritime world. They are held to higher standards because their operations carry greater responsibility: for passengers, for crew, and for the marine environment. To continue mandating pyrotechnic flares in this context is no longer reasonable. Insisting on asbestos insulation Electronic flares are safer, cleaner, longer-lasting, and already proven in service. With EPIRBs, AIS, GMDSS DSC radios, Survival Craft VHF radios and SARTs already onboard, pyrotechnics no longer provide real benefit. To cling to flares today is akin to insisting on asbestos insulation because “it worked well enough for our grandparents”. We know better now and have a responsibility to do better. The sea will always be dangerous – but our tools for survival do not need to be.

The offshore energy sector has always been cyclical, but today’s volatility feels different. Inflation, rising capital costs, and shifting forecasts are reshaping both offshore wind and oil and gas, prompting a rethink of how vessel owners, designers, and operators prepare for the decade ahead. While costs have soared, investment has not collapsed. Instead, a new kind of resilience is emerging, built on design flexibility, hybridisation, and system integration. For projects commissioned only a few years ago, offshore wind costs have risen by almost 80% against original estimates. Meanwhile, forecasts for global installed offshore wind capacity in 2035 have been revised down by around 12% in just two years. The sharpest corrections are in newer entrant regions such as the United States, with established markets also revising expectations in line with changing conditions. Offshore energy These shifts have disrupted assumptions around utilisation, day rates, and financing. Yet despite the squeeze, capital expenditure across offshore energy remains robust. Oil and gas operators continue to invest in Brazil, the Middle East, and West Africa, while renewable developers are recalibrating rather than retreating as investment decisions are being confirmed. For vessel owners, this divergence creates opportunity. Future projects will demand ships that can bridge markets, switching between wind and oil and gas or between subsea construction and commissioning. In this environment, resilience is not a slogan, it is a design principle. Capital expenditure across offshore energy remains robust. CSOVs and subsea construction vessels Recent years have seen a surge in CSOV newbuilds, initially intended for wind operations Today’s offshore fleet spans a wide range of vessel types, from CSOVs and subsea construction vessels to AHTSs, PSVs, and WTIVs. Each faces distinct pressures, but all share a single challenge: staying relevant across cycles that are shorter and more unpredictable. Recent years have seen a surge in CSOV newbuilds, initially intended for wind operations. As wind growth slows, many of these vessels are finding employment in oil and gas, where their walk-to-work and accommodation capabilities remain valuable. This crossover underlines a growing recognition that the most valuable asset is not the most specialised, but the most adaptable. Enabling practical resilience The regulatory tide is rising alongside the commercial one. The International Maritime Organization’s net-zero ambition for 2050 and the European Union’s extension of ETS and FuelEU Maritime rules now encompass most offshore vessels above 5,000 GT. Compliance, once a back-office consideration, is now a boardroom priority. Designing for regulatory flexibility is therefore critical. Fuel choice alone is not enough. True resilience combines alternative fuels – methanol, ethanol, or biofuels – with hybrid power and energy management technologies that can evolve over time. FuelEU Maritime rules encompass most offshore vessels above 5,000 GT. Role to play in turning resilience Owners who view compliance as an option rather than a burden are gaining a competitive edge Owners who view compliance as an opportunity rather than a burden are gaining a competitive edge. Charterers increasingly prefer vessels that not only meet today’s standards but are ready for tomorrow’s. The same expectation is now shaping financing decisions, as lenders and investors are less willing to back projects that may struggle to comply with future emissions or fuel regulations. In a market where financing is tight and scrutiny is high, proven sustainability credentials can be the difference between winning a long-term charter or sitting idle alongside.  As these market and regulatory pressures intensify, equipment suppliers have a critical role to play in turning resilience from concept into practice. Wärtsilä’s approach centres on modularity, fuel flexibility, and data-led efficiency. Areas that directly address the challenges facing offshore operators. Advanced power management systems Engines such as the Wärtsilä 20 and 25 series are already being delivered with alternative fuel ready notations, offering shipowners a straightforward route to alternative fuels without compromising performance or reliability. The hybrid propulsion and energy storage systems have been developed to work across both oil and gas and wind support vessels, providing a bridge between the two markets and improving redundancy at the same time.  Continuous data collection and predictive maintenance are now fundamental tools for improving reliability and optimising performance across offshore fleets. Equally important is digital integration. Wärtsilä’s lifecycle services, based on continuous data collection and predictive maintenance, extend overhaul intervals and reduce emissions. When paired with advanced power management systems such as DC grids, variable-speed operation, and hybrid control technologies, these approaches can deliver measurable gains in both energy efficiency and uptime. Engines like Wärtsilä 20 and 25 series are delivered with alternative fuel-ready notations. This approach does not remove the uncertainty inherent in offshore markets, but it reduces its impact. By offering designs and systems that anticipate regulatory and operational change, Wärtsilä aims to give owners greater confidence in the long-term viability of their assets. The principle is simple: build flexibility in from the start, rather than trying to retrofit it later. Integration: the next frontier Perhaps the most significant development in offshore vessel design is the move towards system-level integration. Engines, thrusters, batteries, and digital tools can no longer be specified in isolation. A systems approach delivers a vessel that performs to the specifications set out in the design phase, by reducing obsolescence risk and making retrofitting easier as new technologies mature. Modular architectures enhance this advantage. By designing vessels with flexible engine rooms, scalable electrical systems, and open digital interfaces, owners can future-proof assets against fuel transitions and regulatory shifts.  The offshore energy market is unlikely to find stability soon. Demand will continue to fluctuate between regions and sectors, and the pressure to decarbonise will intensify. Yet the pathway to resilience is clear. Vessels that combine efficiency, flexibility, and integration will be best placed to weather volatility and capture opportunity across both wind and oil and gas. The winners will be those who treat change not as disruption, but as design input.

As the maritime industry works to decarbonise, electrification is proving to be one of the most practical and immediate solutions. Wärtsilä’s Torsten Büssow explains how batteries, hybrid propulsion, and alternative fuels together are shaping the fleet of the future. Shipping is entering a decisive phase in its energy transition. Electrification, once confined to pilot projects and short-sea ferries, is now becoming a cornerstone of decarbonisation strategies across the maritime industry. As regulation tightens and the pressure to reduce emissions intensifies, hybrid and fully electric propulsion systems are emerging as practical and powerful tools for cutting fuel use, lowering costs, and improving vessel performance. For many operators, the question is no longer whether to electrify, but how far to go. Types of electric propulsion Broadly speaking, there are two types of electric propulsion in use today: hybrid and fully electric Broadly speaking, there are two types of electric propulsion in use today: hybrid and fully electric. Hybrid systems combine an energy storage system, typically a marine battery, with a conventional engine, reducing fuel consumption and emissions by up to 25% compared with a diesel-only vessel. Fully electric vessels, by contrast, rely entirely on battery power. They are ideal for shorter routes or coastal operations where charging infrastructure is available. Because batteries are heavy, range remains a limiting factor, which is why hybrids continue to dominate longer voyages. In both cases, the benefits extend beyond emissions. Battery-assisted propulsion reduces engine load fluctuations, cuts wear and tear, and allows machinery to operate at optimal efficiency. Maintenance costs fall, reliability improves, and vessels run more quietly and smoothly. The outcome is a leaner, more efficient ship with lower lifetime costs. Pace of adoption The pace of adoption is accelerating. Between 2019 and 2024, the number of hybrid and fully electric ships contracted globally rose by around 200%. This growth reflects a wider understanding that the industry cannot afford to wait for a single dominant future fuel before acting on decarbonisation. Policy is also driving progress. The European Union’s FuelEU Maritime regulation will require ports to provide shore power to a minimum of 90% of container, passenger, and cruise vessels by 2030. Ships spending more than two hours alongside will be required to connect, which creates strong incentives for owners to invest in battery systems and hybrid propulsion. Economics reinforce the same conclusion. As green fuels reach commercial scale, they will carry a higher cost than conventional fuels. Technologies that improve energy efficiency, such as hybrid systems and electric propulsion, will therefore be critical to keeping operations profitable while meeting decarbonisation goals. Integrating systems Integrated installations are well suited to ferries, tugs, and offshore-support vessels Battery technology for ships is developing in several directions, with both integrated and containerised systems now common across the industry. Integrated installations are well suited to ferries, tugs, and offshore-support vessels, while containerised, swappable modules are proving valuable for inland and short-sea operations where space and flexibility matter most. Each battery string can be controlled separately, allowing power systems to scale with the vessel’s needs. Safety remains a central focus, and the latest designs now include early fire detection, isolation, and suppression as standard. Together, these measures have made marine batteries far more reliable and compliant with demanding maritime regulations. Proven hardware and advanced energy management Much of this progress comes from integration rather than cell production itself. Wärtsilä works closely with global battery suppliers to combine proven hardware with advanced energy management, testing, and lifecycle expertise. The result is a new generation of propulsion systems that are safer, smarter, and better suited to the realities of modern shipping. Infrastructure challenges Infrastructure remains a challenge, particularly the availability of charging capacity at ports Infrastructure remains a challenge, particularly the availability of charging capacity at ports. Many vessels will require fast DC charging, standardised connections, and in some cases onshore energy storage to avoid grid constraints. Innovative concepts such as swappable battery containers, already in use on some European waterways, demonstrate how smart design can extend range and reduce downtime even where grid strength is limited. Looking ahead, the most effective pathway will combine battery technology with engines capable of running on alternative fuels such as methanol, ethanol, or ammonia. As these fuels become more available, and more expensive, batteries will be essential in improving efficiency and reducing overall consumption. Hybrid energy model Electrification is no longer a niche solution. This hybrid energy model will allow shipowners to balance cost, sustainability, and operational flexibility. It represents the next stage of sustainable ship design, where energy storage, clean fuels, and smart power management combine to create cleaner, quieter, and more efficient vessels.

Electrical propulsion supports maritime decarbonisation by using batteries, shore power, and hybrid systems. Vessels can operate emission-free in port, cut fuel consumption, and lower costs at sea to better align with regulations. These systems also reduce vibrations onboard and lower underwater-radiated noise. Efficient, adaptable solutions are available to enhance manoeuverability and prepare vessels for new regulations and fuels. The solutions are wholly compatible with zero-emissions operations. Modular configurations allow easy integration of batteries, fuel cells and shore power, in setups that optimise space and lower maintenance costs. Reduce shipping emissions “I firmly believe that the maritime industry is at an exciting crossroads on its journey toward a cleaner future,” says Palemia Field, Global Segment Manager - Ferries, ABB Marine & Ports, adding “Electrification, digitalisation, and alternative fuels offer a promising and practical way to reduce shipping emissions, especially for ferries and short-sea routes.” Factors driving maritime electrification Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification Strategic flexibility is a key factor driving electrification. Uncertainty about the costs and supply of alternative fuels is speeding up the move toward electrification.  Electric propulsion systems offer fuel flexibility by allowing vessels to run on grid electricity, batteries, or future fuels as they become available. This adaptability lowers exposure to volatile fuel markets and regulatory risks.  Operators can invest in electric-ready ships now, confident that they can add new energy sources later. As alternative fuels like hydrogen and e-fuels develop, electric propulsion offers a future-proof foundation, ensuring compliance and operational resilience no matter which fuel pathway becomes dominant. ABB Marine & Ports’ Maritime Electrification Portfolio ABB Marine & Ports offers a comprehensive portfolio for maritime electrification, including Azipod® electric propulsion, Onboard DC Grid™, energy storage systems, shore power and charging solutions, and advanced automation platforms like ABB Ability™ 800xA and PEMS™ power and energy management system. The portfolio supports hybrid and fully electric vessels, integrating batteries, fuel cells, and digital services for optimal performance and lifecycle value. ABB’s solutions are proven across ferries, RoPax, cruise, and offshore segments, enabling operators to meet decarbonisation targets, improve efficiency, and ensure regulatory compliance. Lifecycle services, remote diagnostics, and cybersecurity complete the offering for safe, sustainable operations.  ABB Marine & Ports works closely with operators ABB Marine & Ports works closely with operators, ports, and shipyards to create solutions that are almost future-proof, meeting environmental, operational, and commercial goals.  “Every day, my colleagues support clients with their global experience, local assistance, and comprehensive services,” says Palemia Field, adding “This means that everything we do – whether a retrofit or new build – is powered by the latest technology and best practices.” The reality of electrification today The Maid of the Mist boats at Niagara Falls run on hydroelectricity, eliminating diesel emissions and vibrations There are meaningful steps happening in the industry toward maritime decarbonisation, and electrification is among the tools. For example, ferry company Øresundslinjen retrofitted two ships to operate fully electrically, lowering emissions and costs with ABB industrial robots managing the challenging shore charging connections several times an hour to the Swedish and Danish power grids. In the English Channel, P&O Ferries' recently delivered Fusion-class vessels (which are the world’s biggest double-ended ferries), which use diesel-electric hybrids to reduce emissions by 40% and prepare for future zero-emission operations with shore power. In the US, the Maid of the Mist boats at Niagara Falls run hydroelectricity, eliminating diesel emissions and vibrations. Benefits for shore environments There are benefits of electrification to shore environments. Electrification immediately benefits ports by enabling zero-emission operations, lowering air pollution, noise, and vibration. Shore power and high-capacity charging allow docked vessels to shut off diesel generators, improving local air quality. Regulatory requirements like the EU’s AFIR and California’s At-Berth rule are accelerating adoption. For some ports, shore power may become mandatory, through mechanisms, such as FuelEU Maritime. Whether or not this is the case, port investments in shore power encourage fleet electrification and speed up the adoption of cleaner maritime operations, provided the switch is economically viable for ship owners and charterers. Integrating new energy sources Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring Furthermore, electrification and digitalisation go hand in hand. Modern electric propulsion systems are inherently digital, enabling advanced automation, remote monitoring, and data-driven optimisation. ABB’s integrated platforms, such as the ABB Ability™ 800xA Distributed Control System and PEMS™ power and energy management system, allow seamless management of power flows, energy storage, and propulsion.  This integration supports predictive maintenance, energy efficiency, and compliance reporting, while reducing crew workload and operational risk. The digital backbone also facilitates future upgrades, such as integrating new energy sources or autonomous navigation features, ensuring vessels remain at the forefront of technology throughout their lifecycle. How operators can embrace electrification To embrace electrification, operators should begin by assessing their fleet’s operational profile and regulatory exposure, pinpointing the routes and vessels most suitable for electrification. Engaging with technology partners early allows for customised solutions, from hybrid retrofits to new builds with modular electric architectures. Important steps toward electrification include evaluating shore power options, sizing batteries, and integration with existing systems. Financial planning should address both capital expenditures (CAPEX) and operating expenditures (OPEX), including fuel savings, emissions compliance, and potential incentives. Collaborating with ports, utilities, and classification societies helps ensure smooth project implementation. Pilot projects and phased rollouts reduce investment risks and help develop internal expertise for larger-scale adoption. Advantages of cross-sector collaboration Cross-sector alliance helps standardisation and safety, with charging protocols for electric vehicles Electrification advances in other industries can accelerate innovation in the maritime realm, drawing on economies of scale and wider R&D to share in the development of technologies, such as high-efficiency batteries, power electronics, and digital control systems. Maritime industries use these to improve energy density, reliability, and cost-effectiveness. Cross-sector collaboration promotes standardisation and safety, with charging protocols for electric vehicles now adapted for ferries and mining, such as the CharIN Megawatt Charging System. This transfer shortens development times, reduces costs and makes maritime electrification more accessible and reliable, while shrinking global supply chains to support local needs. ABB actively engages with pioneering industry groups like CharIN, which is standardising high-power charging infrastructure, and OneSea, focused on advancing autonomous maritime operations. ABB’s involvement in these groups helps ensure that the company stays at the forefront of innovation and helps shape the standards that will define the industry’s future. Growing interest in hydrogen fuel cells Looking ahead, hydrogen fuel cells are a long-term solution for maritime. ABB joined a DFDS-led study exploring the development of a hydrogen-powered RoPax vessel by 2027. Although the consortium presented the project for EU funding, it was not supported. Still, initiatives like the Flagships project and other ABB marine fuel cell pilots continue to demonstrate hydrogen technology’s viability for inland and short-sea shipping. Hydrogen fuel cells may not be a universal solution for the entire maritime sector due to storage and handling challenges, but significant progress and growing industry interest have been evident at recent conferences and customer workshops. 

The maritime intelligence landscape has become incredibly fragmented, making it difficult to discern credibility. This disconnected picture across different operating functions means that, more than ever, vessel operators require a technology platform to help them better manage the burden and enable them to focus on their core roles. The digital transformation in shipping creates operational challenges, but also creates opportunities. The need to harvest the right data for disparate functions – performance, asset management, regulatory compliance – and then present it in the right format at the right time calls for expertise that many vessel operators do not hold in house. Digital transformation ABS Wavesight is a SaaS company built on a legacy of maritime and environmental stewardship “We are here to help demystify maritime software for those vessel owners and operators, fleet managers and charterers under pressure to modernise their operations,” says Staci Satterwhite, CEO, ABS Wavesight.  “Instead of searching for answers through multiple software providers, maritime decision-makers can now turn to us for fleet-wide digitalisation support designed to help transform regulatory complexity into operational clarity.” As an independent subsidiary of the American Bureau of Shipping, ABS Wavesight is a SaaS company built on a legacy of maritime and environmental stewardship. Their products are collectively installed on more than 5,500 vessels across the global fleet and are backed by over 160 years of maritime innovation and experience. A platform to accelerate decision-making The platform provides clarity to help shipowners accelerate decisions for their fleets  ABS Wavesight Advantage is state-of-the-art SaaS technology built on the deep domain expertise of ABS to connect performance and compliance, bringing together a technology-led approach with industry knowledge and expertise. The platform provides clarity to help shipowners accelerate decisions for their fleets with confidence. Its comprehensive product portfolio, spanning validation, a digital connection for verification by ABS, emissions benchmarking, and pooling, empowers maritime leaders to better achieve sustainability goals, navigate regulatory complexity and manage exposure. ABS Wavesight Advantage is state-of-the-art SaaS technology built on the deep domain expertise of ABS Confident decisions “Advantage is designed to simplify the complex, unify the disconnected, and empower maritime leaders to make smarter, more confident decisions,” says Satterwhite. It serves as a central data and information hub, bringing together data from vessels and shore teams, providing a single source for all stakeholders to get the information and insights they need to make better, faster decisions. More accurate and transparent reporting Designed to help shipowners reduce compliance exposure and commercial risk, Advantage helps enable more accurate and transparent reporting, which can lead to safer, more sustainable, and profitable maritime operations. High-quality data validation from a trusted partner can provide high confidence when it comes to decision-making. “By combining data from disparate sources, users are provided with quick and easy-to-action insights, helping to empower faster and more confident business and fleet decisions,” says Satterwhite. Optimising vessel operations ABS Wavesight has consistently helped owners to manage and optimise their vessel operations Merchant ships that trade nationally and internationally increasingly require tools that enable their operators to manage compliance risk and deliver timely reporting to a wide range of stakeholders. ABS Wavesight has consistently helped owners to manage and optimise their vessel operations, and Advantage takes that opportunity to the next level, with tools that can scale to meet the demands of the customer. Needs range from small, specialised vessels to large, diversified fleets, where pooling of emissions data is critical to efficient compliance with regulations. ABS Wavesight Advantage helps to enable timely compliance across IMO and EU regulatory regimes as well as market-based initiatives. Pooling emissions across a fleet The possibility under Fuel EU Maritime to pool the emissions of vessels across a fleet creates the need to manage the pool and requires tools to validate the model against greenhouse gas (GHG) intensity baselines, including scenario analysis of possible pool structures. As complex of a task as it is, this is only one path to address FuelEU Maritime requirements. Other choices can include banking and borrowing of Compliance Balance, and that decision-making along with pooling is brought together in one solution within Advantage. This process, once navigated, must be fully documented and reported for verification with the chosen verification body. ABS Wavesight Advantage features an intuitive design to allow for effortless pool management and a streamlined user experience, providing users with quick and easy-to-action insights, empowering rapid decision-making. New system architecture The new system architecture provides enhanced connectivity across ABS Wavesight products ABS Wavesight Advantage has been designed with all-new architecture and enhanced data collection capabilities to provide a trusted source for all aspects of vessel and fleet performance and emissions compliance requirements in real-time. The new system architecture provides enhanced connectivity across ABS Wavesight products, third-party applications, and ship-to-shore communications, as well as improved reliability and reduced cost of ownership with true SaaS infrastructure. The SaaS model offers both improved reliability and reduced cost of ownership. The platform also offers trusted security through ABS Wavesight’s SOC2 Type I and II, and ISO27001 certifications. Complex regulatory environment As the shipping industry sails into an ever-more complex regulatory environment, vessel owners and managers recognise that they need platforms that can scale and adapt to incorporate technologies as they emerge. The challenge of technologies like artificial intelligence, machine learning, and large language models is not their disruptive potential but how best to integrate them into creating and delivering the right solution for the challenges that owners face, says Satterwhite. “As is clear from the growing range of regulatory requirements, compliance will increasingly have an impact on operational and commercial decisions,” says Satterwhite. “Vessels that can more efficiently demonstrate compliance to the emissions regulations will be the ones making the cut for charterers concerned about meeting their own environmental, social, and governance goals.” Reducing compliance exposure By managing a fleet on the platform, vessel operators can take positive steps to help reduce both their compliance exposure and performance risk, with accurate and transparent reporting, which can lead to safer, more sustainable and profitable operations. “The effort to create that peace of mind, promote safety and create commercial opportunity is a task that benefits from a software partner whose knowledge extends beyond the code and deeply into the details of today’s vessel operations,” says Satterwhite. It’s ABS Wavesight’s vision for maritime software.

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.

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.

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

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

San Francisco-based maritime technology company - Sofar Ocean announces a partnership with the U.S. Naval Meteorology and Oceanography Command’s (CNMOC) Fleet Weather centres in Norfolk (FWC-N) and San Diego (FWC-SD).  Wayfinder platform FWC-N and FWC-SD, the Navy’s two primary weather forecasting centres, are piloting Sofar’s Wayfinder platform to support the routing of naval vessels at sea. The FWCs are utilising Wayfinder to identify safe and efficient route options powered by real-time ocean weather data for Military Sealift Command (MSC) ships.  Situational awareness Tim Janssen, Co-Dounder and CEO of Sofar, said, "Wayfinder will empower the Navy to enhance situational awareness at sea and leverage data-driven optimisation to continuously identify safe and efficient routing strategies." He adds, "Powered by our real-time ocean weather sensor network, Wayfinder will help the Navy scale its routing operations to support a heterogeneous fleet operating in conditions made more extreme by the effects of climate change."  CRADA The platform displays real-time observational data from Sofar’s global network of Spotter buoys The Navy is evaluating Wayfinder under CNMOC and Sofar’s five-year Cooperative Research and Development Agreement (CRADA) signed in July 2023. Wayfinder reduces manual tasks for forecasters and routers by automatically generating a forecast along a vessel’s route. The platform displays real-time observational data from Sofar’s global network of Spotter buoys to reduce weather uncertainty for route optimisation, and predict unwanted vessel motions during a voyage.  Real-time wave and weather observations The availability of accurate real-time wave and weather observations helps Captains and shoreside personnel validate forecast models and examine multiple route options more efficiently, streamlining a historically complex and arduous process.  Lea Locke-Wynn, Undersea Warfare Technical Lead for CNMOC’s Future Capabilities Department, said, "A key focus area for the Naval Oceanography enterprise is fostering a culture of innovation through collaboration with our commercial partners." Vessel-specific guidance Lea Locke-Wynn adds, "Our ongoing CRADA with Sofar Ocean is a perfect example of how our partnerships can leverage the leading edge in industry to further Department of Defence operations." As the number of naval vessels at sea, including experimental and autonomous ships, continues to increase, forecasters and routers will have less time to spend manually producing vessel-specific guidance. Automated forecast-on-route guidance More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks Wayfinder helps fill this operational gap, enabling FWC-N and FWC-SD to more efficiently support a large fleet in real-time with automated forecast-on-route guidance. More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks that require their unique expertise.  Streamlined decisions Captain Erin Ceschini, Commanding Officer, FWC-SD, stated, "By using Wayfinder, we’re able to better visualise our ships’ routes, and make safer and more streamlined decisions on route, speed, and heading." Captain Erin Ceschini adds, "Wayfinder has the potential to be a critical component of our day-to-day operations and a key driver of safe routing as we contend with an increasingly unpredictable weather landscape."

The accuracy of AIS data used to track ship movements is vital for the analysis of vessel performance in areas such as fuel consumption. OrbitMI has therefore collaborated with Maritime Data on a joint project to enhance the screening of AIS data providers so it can deliver the best quality data for clients. Orbit vessel performance platform “We are continuously striving to optimise data inputs for users of our newly upgraded Orbit vessel performance platform to improve business decision-making." "With this goal in mind, we engaged Maritime Data as a trustworthy partner to contribute its specialist expertise in data procurement for the industry,” says OrbitMI’s Chief Marketing Officer David Levy. Assuring the quality of data inputs Maritime Data supports companies in the maritime ecosystem from concept to contract Maritime Data is a UK-based start-up founded in 2022 by Co-Founders Rory Proud and James Littlejohn with a mission to address the difficulties in sourcing, evaluating, and buying maritime data by acting as a specialised intermediary between buyer and supplier. As a data broker, Maritime Data supports companies in the maritime ecosystem from concept to contract. This enables clients to quickly understand all available solutions relevant to their requirements, evaluate comparable options, and contract with their suppliers of choice. All to minimise the effort required and give time back to the people building solutions needed to tackle the industry's biggest challenges. Buying data is made easier. Accurate customer service Backed by more than 15 years of experience in the sector, Maritime Data has built up an extensive partner network of over 50 maritime intelligence suppliers and 200-plus product offerings in areas such as vessel tracking, emissions calculation, seaborne cargo flows, risk and compliance, port activity, trade statistics, weather, and vessel ownership. “The quality of data being inputted into any model, process, or technology will have a meaningful impact on output,” explains Maritime Data’s Co-Founder James Littlejohn. "It is therefore essential for maritime technology companies to meaningfully evaluate all of their data inputs to ensure their solution provides the most accurate service for their customers." Tackling sourcing challenges Real-time data generated by the AIS is considered the X-axis for any evaluation of vessel operations The joint project has focused on tackling the challenges of acquiring the right AIS data arising from discrepancies in datasets offered by various vendors that make assessment and evaluation difficult for data buyers. Real-time data generated by the Automatic Identification System (AIS) is considered the X-axis for any evaluation of vessel operations and is a fundamental data layer for performance monitoring as it shows position, course, and speed, which can be combined with weather data to optimise operations, according to James Littlejohn. However, AIS is extremely data-heavy with hundreds of millions of data points being generated by thousands of vessels across the globe every day, which requires commensurately massive computational resources to ingest and analyse this data. New vendor evaluation protocol Under the joint project, Maritime Data conducted a comparative assessment of four leading AIS data providers using a new, specially developed evaluation protocol to ascertain the quality of their respective offerings based on carefully designed criteria. Maritime Data was able to take samples of a week of AIS data from each of the four providers and measure each dataset against various benchmarks provided by OrbitMI to help determine the coverage, accuracy and frequency of the respective feeds. A segment of these samples was then taken and split out over 80 different geolocations that were visualised as polygons on a map to show geographical coverage. Heavyweight analytics Independent validation of the supplier selection process enabled this to be conducted more quickly James Littlejohn points out that conducting this process of comparison and evaluation with such vast amounts of data would entail a lot of time and resources for a maritime technology firm such as OrbitMI, causing opportunity cost, while it took Maritime Data about a month to complete the analysis and this time is likely to be shortened in future as the process becomes more efficient. He says that independent validation of the supplier selection process enabled this to be conducted more quickly and without bias in favour of any one data vendor. “The outcome of the process was exactly as we expected and piloting this tool with OrbitMI has given us a springboard for further development and application of the selection protocol. This enabled OrbitMI to proceed with a decision on AIS sourcing secure in the knowledge that the data would fulfill the needs of its customers,” James Littlejohn says. Selecting the ideal AIS data provider At the end of the process, OrbitMI selected Lloyd's List Intelligence as its AIS data provider. “Lloyd's List Intelligence has been a long-time and valued partner of ours,” says Ali Riaz, OrbitMI's CEO. “The quality and versatility of their data offerings, assurances of data accuracy, customer service, and commitment to collaboration compared to the other offerings were unbeatable.” This decision aligns with Lloyd's List Intelligence's strategic vision for the industry. A collaborative, connected approach  Tom Richmond, Head of Software & Technology Sales at Lloyd's List Intelligence, elaborates, “Working with innovators like OrbitMI is part of our strategic plan to help the shipping industry move beyond siloed thinking and kick-start a more collaborative, connected approach to integrating seaborne trade in the global supply chain." "We’re happy to support innovation with high-quality products at a price point that stimulates collaboration in the sector.” AIS data quality assurance OrbitMI’s David Levy concludes, “This project demonstrates we are prioritising data quality for our clients by harnessing the power of partnership with a major player." "The AIS data quality assurance process piloted by OrbitMI with Maritime Data will benefit users of the new Orbit platform by ensuring optimised and reliable data inputs covering the global fleet.”

Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.

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

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

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