Skills
Wallem Group, a major global maritime partner, has published a new whitepaper to ensure ships, ship systems, and crews are fully prepared to load, store, and use biofuels in everyday vessel operations. ‘Marine Biofuels: Adoption, use, and best practice’ recognises the contribution that biofuels can make to maritime decarbonisation, while also offering comprehensive guidance on the precautions owners and crew need to consider before and during use. Biofuels to reduce greenhouse gas...
Skyports Drone Services (Skyports), the pioneer in drone delivery and inspection services for healthcare, maritime, logistics and energy use cases, has been conducting a series of Proof-of-Concept Ship-to-Shore beyond visual line of sight (BVLOS) drone flights and deliveries in Michigan’s Great Lakes region. Conducted in partnership with the Michigan Department of Transportation (MDOT), the Michigan Office of Future Mobility and Electrification (OFME) and Newlab, the trial is operating fr...
Artemis Technologies, a pioneer in high-performance maritime innovation, alongside Orkney Ferries and the European Marine Energy Centre (EMEC), are pleased to announce the arrival in Orkney of the fully electric hydrofoil vessel – the Artemis EF-12 Workboat XL, named ‘Zevi 1’. The arrival of the Belfast-built Artemis EF-12 Workboat XL is an important landmark in the Electric Orkney project, which aims to demonstrate the benefits of electric-powered hydrofoil workboats and pass...
Marcura and Sedna now announced a partnership giving chartering and operations teams direct access to Marcura’s ClaimsHub from inside Sedna’s email platform Stream. Integration with PortLog is planned for the next phase of the rollout. Together, these tools will help shared customers reduce system switching, speed up decisions, and minimise operational risk. Chartering and operations teams Chartering and operations teams spend much of their day in email, reviewing instructions, ma...
ABS issued an approval in principle (AIP) to Samsung Heavy Industries (SHI) for its design of a multi-purpose liquefied natural gas (LNG) floating facility for deep water (MLF-O). Called MLF-O, the next-generation design from SHI optimises the production facility for deepwater areas with a wave height of nine metres. According to SHI, the design has the advantage of providing faster delivery and cost-effective efficiency compared to onshore plants. ABS completed design reviews based on class an...
Strategic Marine, a pioneer in aluminium shipbuilding, is proud to announce the successful delivery of the first 27m Z-Bow Crew Transfer Vessel (CTV) to Taiwan as part of a contract with Ventus Marine Co., Ltd for two state-of-the-art vessels. This milestone marks Strategic Marine’s continued commitment to supporting the offshore wind industry with innovative and high-performance vessel solutions. Offshore wind operations The vessels, designed in collaboration with renowned naval archit...
News
Hyundai Global Services (HGS) announces the signing of a contract to deliver its Smart Ship and Satellite Communications package to KSS Line's shipping fleet, supported by Inmarsat’s Fleet Xpress and digital solution Fleet Connect. This is the first time that the Integrated Smart Ship (ISS) solution from the world’s largest shipbuilder, Hyundai Heavy Industries (HHI), will be delivered as a single package with a satellite communications service. The Smart Ship and Satellite Communications package is a combination of the ISS – an IoT platform for ships, developed by HHI Group to support vessel operation and device optimisation – supported by Inmarsat’s dedicated bandwidth service. MoU signed between HGS, Intellian and Inmarsat This achievement is a direct result of a collaboration between HGS, Intellian, and Inmarsat, the world pioneer in global, mobile satellite communications. Intellian and HGS signed a Memorandum of Understanding (MoU) in July 2019, and a similar arrangement between HGS and Inmarsat was signed in June 2019 at the Nor-Shipping exhibition in Oslo. The package will allow large volumes of measured data to be transmitted between ship and shore quickly and easily, facilitating remote operations and vessel management, monitoring, and analysis services through Fleet Connect's dedicated bandwidth. This is separate from the vessel’s Fleet Xpress connection that will be used for day-to-day business traffic and crew internet use. Integration of technology “Our plan is for our entire fleet to be operating using the Integrated Smart Ship and Satellite Communications solutions by 2021,” said a spokesman for KSS Line. “KSS Line is committed to continuous enhancement of its Information Communication Technology (ICT) environment to maximise fleet efficiency and reinvest the resulting savings into its business expansion.” Contract key points A total of 15 ships are covered by the contract, including five new vessels and 10 already in operation A total of 15 ships are covered by the contract, including five new vessels and 10 already in operation. The five new ships will be equipped with ISS from build, allowing their operators to manage assets more economically and efficiently. The 10 existing vessels will be provided with separate supporting web services to relay weather conditions and ship locations. The signing ceremony was attended by senior executives from both HGS and KSS. Words from HGS Director & Intellian CEO “This is a breakthrough for our Integrated Smart Ship and Satellite Communications solution and a milestone for maritime digitalisation, delivering always-on IoT in a single package with dedicated bandwidth that can be installed on existing ships or embedded at newbuild,” said Kyoungsoo Ahn, HGS Director. Intellian CEO Eric Sung said: “Smart shipping is an area of growth and importance for the maritime industry, with the opportunity for customers to gain efficiencies and cost savings on vessel operations. Through collaborating with our partners and delivering industry leading connectivity solutions, Intellian has a key role to play in helping customers achieve their objectives.” “Our partnership with HGS and Inmarsat will deliver great value to KSS Line and we are confident that more of the maritime industry will follow their lead, signing similar agreements in the future.” Words from Inmarsat President “We are delighted to be working with Hyundai Global Services and Intellian on this new Integrated Smart Ship solution with a line-fit satellite communications service at its heart, which means that an owner such as KSS can benefit from a service that is built-in by the shipyard and fully operational on delivery,” said Inmarsat Maritime President Ronald Spithout. “It is especially pleasing to see that our new digital solution, Fleet Connect will be a vital part of the service which highlights how Fleet Xpress is so much more than just a VSAT connectivity pipe.”
Sea trials are performed in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands, and Iceland. Responsibility for conducting sea trials lies with the Development Test and Verification (DTV) department. During a heavy weather sea trial, test participants are stationed for more than two weeks in challenging conditions on a mother ship with a shared bath and toilet – in other words, a job demanding more than a fair share of perseverance. On the other hand, it’s also the epitome of VIKING’s values about saving lives. Seafarers by nature "It’s interesting that we can calculate and learn a great deal while on land, but you can never prepare for what you’ll encounter at sea – it’s often full of surprises and you risk getting bashed around by waves, currents, and other conditions." "It’s also amazing that we’re actually landlubbers, but strong seafarers by nature, and that’s a must because it’s incredibly demanding to participate in the sea trials," Knud-Erik Lausten, Engineering Team Lead, DTV. Kasper is a seasoned pro The newbies tagging along as observers, those who are more experienced and can perform tasks Knud-Erik generally divides the sea trial crew into three categories: The newbies tagging along as observers, those who are more experienced and can perform tasks on the deck, and the seasoned pros capable of doing the difficult work on fast rescue boats (FRB) and down in the liferafts. Kasper Grønne Larsen belongs to the latter category. “Many who come out here say that they never want to do it again – and we respect that. You have to be able to rely on each other when you’re working at sea. I think it’s exciting to be a part of the entire development process and to ultimately see first-hand how the product performs when it is needed in difficult weather conditions,” says Kasper Grønne Larsen, who joined VIKING over a decade ago and quickly ventured offshore to test safety equipment. The perfect test Knud Erik vividly recalls the last trip in an extensive series of sea trials that finally led to the approval of the VIKING LifeCraft™ as a Novel Life-Saving Appliance. “The sea trial involved testing how well the LifeCraft™ system performs in high winds, stormy seas, and extreme weather conditions. We launched the LifeCraft™ with the ship heading 3 knots up against the wind, exposing the system to the full force of the fierce weather in the most critical test phase. We then demonstrated – with a simulated dead ship condition – that the fully loaded system provides a safe and stable means of evacuation in both the weather and lee side for several hours.” Heavy weather sea trial facts VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 A sea trial requires considerable wave heights of at least 3.0 metres and a wind force of 6 on the Beaufort scale. VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 – otherwise known as a gale – for greater certainty that the weather conditions meet the SOLAS test requirements for several hours. A support ship accompanies the team in the test area and is responsible for ensuring that everything remains safe. LifeCraft™ survival craft “In addition, we quickly and successfully maneuvered the LifeCraft™ survival craft on both sides of the vessel to a safe distance, demonstrating their built-in flexibility to move rescue capacity to wherever it is most needed." "Simulating station-keeping while waiting for rescue, we performed a 24-hour controlled drift test in the battering seas with no damage sustained to the survival craft.” Significant wave heights LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s Heavy weather is exactly what nature delivered at the testing location that we managed to track down in the North Sea between southern Norway and the United Kingdom. In fact, after being ballasted with 70 tons to simulate full capacity, the LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s in addition to significant wave heights of between 3.6 and 4.6 metres. The perfect storm Towering peak waves of 10 metres greatly exceeded the required 3 metres needed for the trials, with the personnel from VIKING and DNV GL (attending on behalf of the Danish Maritime Authority) battling sea-sickness and heaving decks to conclude the tests. The trial also afforded crew members the opportunity to demonstrate, under extreme conditions, the flexibility, and capability of the chute arrangements that provide a controlled vertical passage from the embarkation point to the survival craft. All landed safely at the expected evacuation speed, dry and unbrushed by the elements.
Marine Evacuation Systems (MES) served by liferafts is an efficient and widely used method for mass evacuation at sea. With passenger ship capacities increasing, the ability of MES to evacuate hundreds of people in a matter of has been tested exhaustively in Beaufort Sea State 6 conditions. MES and liferafts MES and liferafts – five things they need to know To be compliant, liferafts must be designed in accordance with SOLAS Chapter lll and the LSA Code. All VIKING liferafts are compliant with these standards and are fully approved for use with MES by the following authorities: EU Maritime Equipment Directive, Russian Maritime Register of Shipping, Canadian Coast Guard and Australian Maritime Safety Authority. MES is mostly deployed on passenger vessels as a supplement or replacement for lifeboats. Chutes and slides are the two most common technologies for getting evacuees from deck to sea level. MES solutions are also available for the offshore sector, where evacuation heights can go as high as 81m. Here, the liferafts are served by a zig-zag chute made from aramid. Liferafts are subjected to specific tests at intervals according to international regulations to ensure their readiness for use with the MES: Gas inflation stress test every 5 years using own CO2 cylinder; necessary additional pressure test at at 11 years, then annually; floor seam test to check seams of the internal floor conducted at 10 years, then annually. In addition to Factory Acceptance Tests, type approvals and performance verification at its dedicated shoreside facilities, VIKING’s Development Test and Verification (DTV) department undertakes sea trials in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands and Iceland. While not addressed separately by the Polar Code, MES must be operational at the Polar Service Temperature (at least 10°C colder than the lowest Mean Day Low Temperature), be protected from ice and use enclosed survival craft. MES and VIKING – five things worth knowing VIKING has placed 1,500 marine evacuation systems in operation on passenger ships over a 30-year period and an additional 500+ SES-type systems for offshore assets. VIKING supplies Chute and Dual Chute Systems, Mini Chute Systems, Offshore Chute Systems, Slide Systems, Mini Slide Systems, and Direct boarding liferafts. In fact, a VIKING MES is available to meet the needs of everything from a superyacht or ferry to the largest cruise ships or offshore platforms in the world. VIKING offers MES solutions in versions designed to evacuate 51 persons to the highest capacity chute systems on the market, handling over 900 passengers in 30 minutes. For the offshore systems, the requirement followed is 10 minutes. Beyond SOLAS compliance, all VIKING offshore evacuation systems are constructed according to specifications outlined in the MODU Code, NORSOK, PSA (Petroleum Safety Authority Norway) regulations, NMA regulations, and more. Only VIKING can offer solutions for all offshore installation types, including wind farm substations. Each MES requires only 1-2 crew to deploy. Systems feature chutes with 1-4 inflatable liferafts attached in a stowage box launched from the evacuation deck to sea level. VIKING liferafts - five things it’s nice to know MES and all associated liferafts from VIKING are available under extended 30-month service period agreements. Fully approved according to SOLAS and HSC codes, VIKING ‘S30’ liferafts have been shown to reduce maintenance costs without compromising safety. VIKING’s range of throw-overboard and davit-launchable liferafts is available in standard versions and in automatically self-righting versions with stowage heights up to 60m. Due to restrictions placed on training facilities during COVID-19, VIKING developed a series of additional e-learning tools to reinforce safety messaging for MES serving crews. The life expectancy of liferafts from VIKING is 15-20 years. While IMO regulations envisage the average weight of persons abandoning ship as 82.5 kgs, VIKING is working on solutions based on scaling up equipment, seating and emergency kit contents to accommodate higher average weights up to 110 kg.
During the DEEPDIVE - Analyst and Investor Underwater Day held today in Milan, Fincantieri presented its long-term strategic vision for the development of its underwater segment to the financial community, outlining a clear, ambitious, and already well-advanced path of industrial growth. Accounting for about 4% of Group revenue in 2024, the segment is set to double in 2027, reaching 8%, with expected revenue of approximately 820 million euros and estimated EBITDA of 152 million euros, with an EBITDA margin approaching 19%. Traditional shipbuilding activities Fincantieri aims to be a pioneering player in the development of this new strategic infrastructure Forecast results for 2025 and 2026 confirm the strength of this trend, with respective revenue projected at around 660 million and 720 million euros and EBITDA margins of 17.4% and 18.0%, well above the Group’s traditional shipbuilding activities. Now, the underwater domain is a strategic area for security, energy, environmental monitoring, and underwater communications. Fincantieri aims to be a pioneering player in the development of this new strategic infrastructure, leveraging its ability to integrate complex capabilities and high-tech industrial assets. Submarine design and construction To oversee this transformation with consistency and vision, the Group has established the Underwater Technology Hub, an integrated industrial structure that coordinates all civil, military, and dual-use system activities through a single command capable of ensuring market presence and internalisation of proprietary technologies with high added value. The underwater segment brings together under one management the Group’s capabilities in submarine design and construction, WASS Submarine Systems' technologies in effectors and acoustic sensors, IDS - Ingegneria dei Sistemi’s expertise in unmanned, radar, and advanced communication systems, and Remazel Engineering’s know-how in topside systems for the deployment, recovery, and operational interfacing of autonomous vehicles. Driver of underwater transformation Group positions itself as a driver of underwater transformation, offering integrated solutions The global market for the underwater sector is estimated at approximately 50 billion euros per year, with a component accessible to Fincantieri of about 22 billion euros yearly. In this context, the Group positions itself as a driver of underwater transformation, offering integrated solutions ranging from defense to infrastructure security, offshore energy, aquaculture, and deep-sea mining. Integrated operating model Pierroberto Folgiero, CEO and General Manager of Fincantieri, stated: "The consolidation of cross-sector demand in defense, dual-use, and civilian applications is making underwater technology a strategic priority for governments and industries. Fincantieri is thus ready to turn its competitive advantage into industrial leadership, capitalising on the Group’s long-standing experience, clear vision, and integrated operating model." "Our unique positioning as a full-line player enables us to generate scale, cross-segment synergies, and the optimisation of our industrial footprint. We’re already shaping a portfolio aligned with the operational needs of both the national system and our international partners. Our course is set: strengthen critical capabilities, lead the sector’s evolution, and contribute – responsibly and ambitiously – to building the underwater ecosystem of the future.” Autonomous underwater vehicles Fincantieri has now also announced the signing of an MoU between IDS and Graal Tech S.r.l Further strengthening this technology platform, Fincantieri now also announced the signing of a Memorandum of Understanding between IDS and Graal Tech S.r.l, a pioneering Italian company in underwater mechatronics. The agreement entails exclusive collaboration for the development and commercialisation of small and medium-sized autonomous underwater vehicles, their control and simulation systems, and the creation of a national centre for testing, qualification, and training, intended to become a benchmark for developing new professional skills in underwater robotics. Advancing the national system The agreement reinforces Fincantieri’s role as both a system integrator and a developer of enabling proprietary technologies. With this agreement, Fincantieri reaffirms its ability to leverage the industrial ecosystem it operates in and contributes to maintaining and advancing the national system by involving highly specialised local firms across multiple key sectors in large-scale, high-value projects.
They are pleased to announce that Grieg Logistics, which Inchcape Shipping Services acquired in June 2024, will officially change its name to Inchcape Shipping Services on 19 May 2025. This rebranding marks Grieg Logistics' full integration into the Inchcape family, uniting the strengths under one global brand. While Grieg Logistics' name is changing, the commitment to excellence remains steadfast. The dedicated team and exceptional customer service that has defined Grieg Logistics will continue to thrive under the Inchcape banner. They are proud to retain the "Grieg Feeling" that the customers have come to know and trust. Grieg Logistics’ best aspects Grieg Logistics’ best aspects and enhance them with Inchcape's global network, local experience This transition will preserve Grieg Logistics’ best aspects and enhance them with Inchcape's global network, local experience, investments in technology, and extensive service portfolio. Customers can expect the same personalised attention and expertise, now backed by Inchcape's comprehensive resources and worldwide reach. The coverage includes offices in Tønsberg, Larvik, Bergen, Mongstad, Kristiansund and Mosjøen, offering ship agency services along the Norwegian coastline, as well as operating terminals in Tønsberg, Mosjøen and Skålevik. Inchcape's global network and expertise "We are thrilled to welcome Grieg Logistics fully into the Inchcape family. This rebranding is a testament to our shared values and commitment to exceptional service. The 'Grieg Feeling' will continue to be a cornerstone of our operations, now enhanced by Inchcape's global network and expertise." "With the acquisition of Grieg Logistics and the integration of its people, Inchcape is better equipped to provide exceptional service to customers operating in Scandinavia," Philippe Maezelle, CEO of Inchcape Shipping Services. At Inchcape Shipping Services, the dedicated team in Norway is committed to delivering exceptional support to the clients. They look forward to this exciting new chapter and the opportunities it brings.
thyssenkrupp Marine Systems has a long and proven legacy of designing and delivering world-class frigates. Since 1980, 78 vessels have been delivered across 11 different classes, demonstrating deep expertise, innovation, and reliability in naval shipbuilding. Ulstein Group also brings a strong legacy in designing the most advanced marine platforms for demanding operations. With decades of experience in offshore and specialised vessels, Ulstein is known for innovation, safety, and performance in extreme environments. Alternative for the Norwegian Navy Ulstein and thyssenkrupp Marine Systems are corps that place a strong focus on delivery precision Both Ulstein and thyssenkrupp Marine Systems are organisations that place a strong focus on delivery precision and project execution. Reliable, on-time delivery is a hallmark of both companies, making this partnership a dependable and capable alternative for the Norwegian Navy. By combining the shared expertise in naval and commercial shipbuilding, this partnership represents a strong and future-ready alternative for the Norwegian Navy. Collaboration between Ulstein and thyssenkrupp Marine Systems (tkMS) A strategic boost for the Norwegian maritime industry - tkMS is one of four remaining contenders in a major maritime project. This is the only European alternative that includes building in Norway. Background Ulstein signed a Letter of Intent (LOI) with tkMS on March 26, 2025, based on shared values and strategies. Both companies have experience building vessels in the customer’s home country. One example is the frigate program in Brazil, where tkMS is realising these vessels at its own shipyard. tkMS places strong emphasis on technology transfers, ensuring long-term competence building and industrial development in the partner country. Building strategy Hull production in Germany and outfitting in Norway – a well-known and proven model for how Ulstein is realising commercial vessels. tkMS has decades of experience with this model and with frigate design. Opportunities for Norwegian industry The new design offers significant opportunities for Norwegian equipment suppliers to integrate their products and systems. The majority of the project’s scope is planned to be carried out in Norway. The outfitting phase alone is expected to engage 400–430 people continuously. In addition, there will be personnel from companies delivering systems such as ventilation, interior, painting, etc. Employment and ripple effects The multiplier effect is significant: 1 man-year at a shipyard → 3.0–3.5 man-years in the supply chain. An additional 2.0–2.5 man-years from investment effects, consumption, and tax revenues. These figures apply to the construction phase – the operational phase of the vessels will generate further effects. Conclusion Major opportunity for value creation in the region and across the Norwegian maritime industry This is the only European alternative that includes building in Norway – bringing with it substantial employment and ripple effects. It represents a major opportunity for value creation in the region and across the Norwegian maritime industry. Huge opportunities for Norwegian suppliers. This new design is now under development, offering significant potential for Norway’s world-class maritime suppliers. The scope is not limited to the 5–6 Norwegian frigates–this frigate design will also be built for the German Navy, with totally 10-12 planned, and a potential for substantial more. Supplier meeting points–Week 21 Please be informed that there will be supplier gatherings in Kristiansand (20 May), Ålesund (21 May), and Bergen (22 May). These events are an opportunity to meet the thyssenkrupp Marine Systems team and present the products and systems relevant to the frigate programme.
Hyundai Global Services (HGS) announces the signing of a contract to deliver its Smart Ship and Satellite Communications package to KSS Line's shipping fleet, supported by Inmarsat’s Fleet Xpress and digital solution Fleet Connect. This is the first time that the Integrated Smart Ship (ISS) solution from the world’s largest shipbuilder, Hyundai Heavy Industries (HHI), will be delivered as a single package with a satellite communications service. The Smart Ship and Satellite Communications package is a combination of the ISS – an IoT platform for ships, developed by HHI Group to support vessel operation and device optimisation – supported by Inmarsat’s dedicated bandwidth service. MoU signed between HGS, Intellian and Inmarsat This achievement is a direct result of a collaboration between HGS, Intellian, and Inmarsat, the world pioneer in global, mobile satellite communications. Intellian and HGS signed a Memorandum of Understanding (MoU) in July 2019, and a similar arrangement between HGS and Inmarsat was signed in June 2019 at the Nor-Shipping exhibition in Oslo. The package will allow large volumes of measured data to be transmitted between ship and shore quickly and easily, facilitating remote operations and vessel management, monitoring, and analysis services through Fleet Connect's dedicated bandwidth. This is separate from the vessel’s Fleet Xpress connection that will be used for day-to-day business traffic and crew internet use. Integration of technology “Our plan is for our entire fleet to be operating using the Integrated Smart Ship and Satellite Communications solutions by 2021,” said a spokesman for KSS Line. “KSS Line is committed to continuous enhancement of its Information Communication Technology (ICT) environment to maximise fleet efficiency and reinvest the resulting savings into its business expansion.” Contract key points A total of 15 ships are covered by the contract, including five new vessels and 10 already in operation A total of 15 ships are covered by the contract, including five new vessels and 10 already in operation. The five new ships will be equipped with ISS from build, allowing their operators to manage assets more economically and efficiently. The 10 existing vessels will be provided with separate supporting web services to relay weather conditions and ship locations. The signing ceremony was attended by senior executives from both HGS and KSS. Words from HGS Director & Intellian CEO “This is a breakthrough for our Integrated Smart Ship and Satellite Communications solution and a milestone for maritime digitalisation, delivering always-on IoT in a single package with dedicated bandwidth that can be installed on existing ships or embedded at newbuild,” said Kyoungsoo Ahn, HGS Director. Intellian CEO Eric Sung said: “Smart shipping is an area of growth and importance for the maritime industry, with the opportunity for customers to gain efficiencies and cost savings on vessel operations. Through collaborating with our partners and delivering industry leading connectivity solutions, Intellian has a key role to play in helping customers achieve their objectives.” “Our partnership with HGS and Inmarsat will deliver great value to KSS Line and we are confident that more of the maritime industry will follow their lead, signing similar agreements in the future.” Words from Inmarsat President “We are delighted to be working with Hyundai Global Services and Intellian on this new Integrated Smart Ship solution with a line-fit satellite communications service at its heart, which means that an owner such as KSS can benefit from a service that is built-in by the shipyard and fully operational on delivery,” said Inmarsat Maritime President Ronald Spithout. “It is especially pleasing to see that our new digital solution, Fleet Connect will be a vital part of the service which highlights how Fleet Xpress is so much more than just a VSAT connectivity pipe.”
Sea trials are performed in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands, and Iceland. Responsibility for conducting sea trials lies with the Development Test and Verification (DTV) department. During a heavy weather sea trial, test participants are stationed for more than two weeks in challenging conditions on a mother ship with a shared bath and toilet – in other words, a job demanding more than a fair share of perseverance. On the other hand, it’s also the epitome of VIKING’s values about saving lives. Seafarers by nature "It’s interesting that we can calculate and learn a great deal while on land, but you can never prepare for what you’ll encounter at sea – it’s often full of surprises and you risk getting bashed around by waves, currents, and other conditions." "It’s also amazing that we’re actually landlubbers, but strong seafarers by nature, and that’s a must because it’s incredibly demanding to participate in the sea trials," Knud-Erik Lausten, Engineering Team Lead, DTV. Kasper is a seasoned pro The newbies tagging along as observers, those who are more experienced and can perform tasks Knud-Erik generally divides the sea trial crew into three categories: The newbies tagging along as observers, those who are more experienced and can perform tasks on the deck, and the seasoned pros capable of doing the difficult work on fast rescue boats (FRB) and down in the liferafts. Kasper Grønne Larsen belongs to the latter category. “Many who come out here say that they never want to do it again – and we respect that. You have to be able to rely on each other when you’re working at sea. I think it’s exciting to be a part of the entire development process and to ultimately see first-hand how the product performs when it is needed in difficult weather conditions,” says Kasper Grønne Larsen, who joined VIKING over a decade ago and quickly ventured offshore to test safety equipment. The perfect test Knud Erik vividly recalls the last trip in an extensive series of sea trials that finally led to the approval of the VIKING LifeCraft™ as a Novel Life-Saving Appliance. “The sea trial involved testing how well the LifeCraft™ system performs in high winds, stormy seas, and extreme weather conditions. We launched the LifeCraft™ with the ship heading 3 knots up against the wind, exposing the system to the full force of the fierce weather in the most critical test phase. We then demonstrated – with a simulated dead ship condition – that the fully loaded system provides a safe and stable means of evacuation in both the weather and lee side for several hours.” Heavy weather sea trial facts VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 A sea trial requires considerable wave heights of at least 3.0 metres and a wind force of 6 on the Beaufort scale. VIKING strives for an average wave height of 3.5 metres and a wind force of 7-8 – otherwise known as a gale – for greater certainty that the weather conditions meet the SOLAS test requirements for several hours. A support ship accompanies the team in the test area and is responsible for ensuring that everything remains safe. LifeCraft™ survival craft “In addition, we quickly and successfully maneuvered the LifeCraft™ survival craft on both sides of the vessel to a safe distance, demonstrating their built-in flexibility to move rescue capacity to wherever it is most needed." "Simulating station-keeping while waiting for rescue, we performed a 24-hour controlled drift test in the battering seas with no damage sustained to the survival craft.” Significant wave heights LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s Heavy weather is exactly what nature delivered at the testing location that we managed to track down in the North Sea between southern Norway and the United Kingdom. In fact, after being ballasted with 70 tons to simulate full capacity, the LifeCraft™ was subjected to brutal wind gusts with speeds of up to 18 m/s in addition to significant wave heights of between 3.6 and 4.6 metres. The perfect storm Towering peak waves of 10 metres greatly exceeded the required 3 metres needed for the trials, with the personnel from VIKING and DNV GL (attending on behalf of the Danish Maritime Authority) battling sea-sickness and heaving decks to conclude the tests. The trial also afforded crew members the opportunity to demonstrate, under extreme conditions, the flexibility, and capability of the chute arrangements that provide a controlled vertical passage from the embarkation point to the survival craft. All landed safely at the expected evacuation speed, dry and unbrushed by the elements.
Marine Evacuation Systems (MES) served by liferafts is an efficient and widely used method for mass evacuation at sea. With passenger ship capacities increasing, the ability of MES to evacuate hundreds of people in a matter of has been tested exhaustively in Beaufort Sea State 6 conditions. MES and liferafts MES and liferafts – five things they need to know To be compliant, liferafts must be designed in accordance with SOLAS Chapter lll and the LSA Code. All VIKING liferafts are compliant with these standards and are fully approved for use with MES by the following authorities: EU Maritime Equipment Directive, Russian Maritime Register of Shipping, Canadian Coast Guard and Australian Maritime Safety Authority. MES is mostly deployed on passenger vessels as a supplement or replacement for lifeboats. Chutes and slides are the two most common technologies for getting evacuees from deck to sea level. MES solutions are also available for the offshore sector, where evacuation heights can go as high as 81m. Here, the liferafts are served by a zig-zag chute made from aramid. Liferafts are subjected to specific tests at intervals according to international regulations to ensure their readiness for use with the MES: Gas inflation stress test every 5 years using own CO2 cylinder; necessary additional pressure test at at 11 years, then annually; floor seam test to check seams of the internal floor conducted at 10 years, then annually. In addition to Factory Acceptance Tests, type approvals and performance verification at its dedicated shoreside facilities, VIKING’s Development Test and Verification (DTV) department undertakes sea trials in northern waters – typically at depths of 200-300 metres off the coasts of Norway, the Shetland Islands, the Faroe Islands and Iceland. While not addressed separately by the Polar Code, MES must be operational at the Polar Service Temperature (at least 10°C colder than the lowest Mean Day Low Temperature), be protected from ice and use enclosed survival craft. MES and VIKING – five things worth knowing VIKING has placed 1,500 marine evacuation systems in operation on passenger ships over a 30-year period and an additional 500+ SES-type systems for offshore assets. VIKING supplies Chute and Dual Chute Systems, Mini Chute Systems, Offshore Chute Systems, Slide Systems, Mini Slide Systems, and Direct boarding liferafts. In fact, a VIKING MES is available to meet the needs of everything from a superyacht or ferry to the largest cruise ships or offshore platforms in the world. VIKING offers MES solutions in versions designed to evacuate 51 persons to the highest capacity chute systems on the market, handling over 900 passengers in 30 minutes. For the offshore systems, the requirement followed is 10 minutes. Beyond SOLAS compliance, all VIKING offshore evacuation systems are constructed according to specifications outlined in the MODU Code, NORSOK, PSA (Petroleum Safety Authority Norway) regulations, NMA regulations, and more. Only VIKING can offer solutions for all offshore installation types, including wind farm substations. Each MES requires only 1-2 crew to deploy. Systems feature chutes with 1-4 inflatable liferafts attached in a stowage box launched from the evacuation deck to sea level. VIKING liferafts - five things it’s nice to know MES and all associated liferafts from VIKING are available under extended 30-month service period agreements. Fully approved according to SOLAS and HSC codes, VIKING ‘S30’ liferafts have been shown to reduce maintenance costs without compromising safety. VIKING’s range of throw-overboard and davit-launchable liferafts is available in standard versions and in automatically self-righting versions with stowage heights up to 60m. Due to restrictions placed on training facilities during COVID-19, VIKING developed a series of additional e-learning tools to reinforce safety messaging for MES serving crews. The life expectancy of liferafts from VIKING is 15-20 years. While IMO regulations envisage the average weight of persons abandoning ship as 82.5 kgs, VIKING is working on solutions based on scaling up equipment, seating and emergency kit contents to accommodate higher average weights up to 110 kg.
During the DEEPDIVE - Analyst and Investor Underwater Day held today in Milan, Fincantieri presented its long-term strategic vision for the development of its underwater segment to the financial community, outlining a clear, ambitious, and already well-advanced path of industrial growth. Accounting for about 4% of Group revenue in 2024, the segment is set to double in 2027, reaching 8%, with expected revenue of approximately 820 million euros and estimated EBITDA of 152 million euros, with an EBITDA margin approaching 19%. Traditional shipbuilding activities Fincantieri aims to be a pioneering player in the development of this new strategic infrastructure Forecast results for 2025 and 2026 confirm the strength of this trend, with respective revenue projected at around 660 million and 720 million euros and EBITDA margins of 17.4% and 18.0%, well above the Group’s traditional shipbuilding activities. Now, the underwater domain is a strategic area for security, energy, environmental monitoring, and underwater communications. Fincantieri aims to be a pioneering player in the development of this new strategic infrastructure, leveraging its ability to integrate complex capabilities and high-tech industrial assets. Submarine design and construction To oversee this transformation with consistency and vision, the Group has established the Underwater Technology Hub, an integrated industrial structure that coordinates all civil, military, and dual-use system activities through a single command capable of ensuring market presence and internalisation of proprietary technologies with high added value. The underwater segment brings together under one management the Group’s capabilities in submarine design and construction, WASS Submarine Systems' technologies in effectors and acoustic sensors, IDS - Ingegneria dei Sistemi’s expertise in unmanned, radar, and advanced communication systems, and Remazel Engineering’s know-how in topside systems for the deployment, recovery, and operational interfacing of autonomous vehicles. Driver of underwater transformation Group positions itself as a driver of underwater transformation, offering integrated solutions The global market for the underwater sector is estimated at approximately 50 billion euros per year, with a component accessible to Fincantieri of about 22 billion euros yearly. In this context, the Group positions itself as a driver of underwater transformation, offering integrated solutions ranging from defense to infrastructure security, offshore energy, aquaculture, and deep-sea mining. Integrated operating model Pierroberto Folgiero, CEO and General Manager of Fincantieri, stated: "The consolidation of cross-sector demand in defense, dual-use, and civilian applications is making underwater technology a strategic priority for governments and industries. Fincantieri is thus ready to turn its competitive advantage into industrial leadership, capitalising on the Group’s long-standing experience, clear vision, and integrated operating model." "Our unique positioning as a full-line player enables us to generate scale, cross-segment synergies, and the optimisation of our industrial footprint. We’re already shaping a portfolio aligned with the operational needs of both the national system and our international partners. Our course is set: strengthen critical capabilities, lead the sector’s evolution, and contribute – responsibly and ambitiously – to building the underwater ecosystem of the future.” Autonomous underwater vehicles Fincantieri has now also announced the signing of an MoU between IDS and Graal Tech S.r.l Further strengthening this technology platform, Fincantieri now also announced the signing of a Memorandum of Understanding between IDS and Graal Tech S.r.l, a pioneering Italian company in underwater mechatronics. The agreement entails exclusive collaboration for the development and commercialisation of small and medium-sized autonomous underwater vehicles, their control and simulation systems, and the creation of a national centre for testing, qualification, and training, intended to become a benchmark for developing new professional skills in underwater robotics. Advancing the national system The agreement reinforces Fincantieri’s role as both a system integrator and a developer of enabling proprietary technologies. With this agreement, Fincantieri reaffirms its ability to leverage the industrial ecosystem it operates in and contributes to maintaining and advancing the national system by involving highly specialised local firms across multiple key sectors in large-scale, high-value projects.
They are pleased to announce that Grieg Logistics, which Inchcape Shipping Services acquired in June 2024, will officially change its name to Inchcape Shipping Services on 19 May 2025. This rebranding marks Grieg Logistics' full integration into the Inchcape family, uniting the strengths under one global brand. While Grieg Logistics' name is changing, the commitment to excellence remains steadfast. The dedicated team and exceptional customer service that has defined Grieg Logistics will continue to thrive under the Inchcape banner. They are proud to retain the "Grieg Feeling" that the customers have come to know and trust. Grieg Logistics’ best aspects Grieg Logistics’ best aspects and enhance them with Inchcape's global network, local experience This transition will preserve Grieg Logistics’ best aspects and enhance them with Inchcape's global network, local experience, investments in technology, and extensive service portfolio. Customers can expect the same personalised attention and expertise, now backed by Inchcape's comprehensive resources and worldwide reach. The coverage includes offices in Tønsberg, Larvik, Bergen, Mongstad, Kristiansund and Mosjøen, offering ship agency services along the Norwegian coastline, as well as operating terminals in Tønsberg, Mosjøen and Skålevik. Inchcape's global network and expertise "We are thrilled to welcome Grieg Logistics fully into the Inchcape family. This rebranding is a testament to our shared values and commitment to exceptional service. The 'Grieg Feeling' will continue to be a cornerstone of our operations, now enhanced by Inchcape's global network and expertise." "With the acquisition of Grieg Logistics and the integration of its people, Inchcape is better equipped to provide exceptional service to customers operating in Scandinavia," Philippe Maezelle, CEO of Inchcape Shipping Services. At Inchcape Shipping Services, the dedicated team in Norway is committed to delivering exceptional support to the clients. They look forward to this exciting new chapter and the opportunities it brings.
thyssenkrupp Marine Systems has a long and proven legacy of designing and delivering world-class frigates. Since 1980, 78 vessels have been delivered across 11 different classes, demonstrating deep expertise, innovation, and reliability in naval shipbuilding. Ulstein Group also brings a strong legacy in designing the most advanced marine platforms for demanding operations. With decades of experience in offshore and specialised vessels, Ulstein is known for innovation, safety, and performance in extreme environments. Alternative for the Norwegian Navy Ulstein and thyssenkrupp Marine Systems are corps that place a strong focus on delivery precision Both Ulstein and thyssenkrupp Marine Systems are organisations that place a strong focus on delivery precision and project execution. Reliable, on-time delivery is a hallmark of both companies, making this partnership a dependable and capable alternative for the Norwegian Navy. By combining the shared expertise in naval and commercial shipbuilding, this partnership represents a strong and future-ready alternative for the Norwegian Navy. Collaboration between Ulstein and thyssenkrupp Marine Systems (tkMS) A strategic boost for the Norwegian maritime industry - tkMS is one of four remaining contenders in a major maritime project. This is the only European alternative that includes building in Norway. Background Ulstein signed a Letter of Intent (LOI) with tkMS on March 26, 2025, based on shared values and strategies. Both companies have experience building vessels in the customer’s home country. One example is the frigate program in Brazil, where tkMS is realising these vessels at its own shipyard. tkMS places strong emphasis on technology transfers, ensuring long-term competence building and industrial development in the partner country. Building strategy Hull production in Germany and outfitting in Norway – a well-known and proven model for how Ulstein is realising commercial vessels. tkMS has decades of experience with this model and with frigate design. Opportunities for Norwegian industry The new design offers significant opportunities for Norwegian equipment suppliers to integrate their products and systems. The majority of the project’s scope is planned to be carried out in Norway. The outfitting phase alone is expected to engage 400–430 people continuously. In addition, there will be personnel from companies delivering systems such as ventilation, interior, painting, etc. Employment and ripple effects The multiplier effect is significant: 1 man-year at a shipyard → 3.0–3.5 man-years in the supply chain. An additional 2.0–2.5 man-years from investment effects, consumption, and tax revenues. These figures apply to the construction phase – the operational phase of the vessels will generate further effects. Conclusion Major opportunity for value creation in the region and across the Norwegian maritime industry This is the only European alternative that includes building in Norway – bringing with it substantial employment and ripple effects. It represents a major opportunity for value creation in the region and across the Norwegian maritime industry. Huge opportunities for Norwegian suppliers. This new design is now under development, offering significant potential for Norway’s world-class maritime suppliers. The scope is not limited to the 5–6 Norwegian frigates–this frigate design will also be built for the German Navy, with totally 10-12 planned, and a potential for substantial more. Supplier meeting points–Week 21 Please be informed that there will be supplier gatherings in Kristiansand (20 May), Ålesund (21 May), and Bergen (22 May). These events are an opportunity to meet the thyssenkrupp Marine Systems team and present the products and systems relevant to the frigate programme.


Expert commentary
When the Ballast Water Management (BWM) Convention came into force in 2004, it was in response to a crisis we couldn’t afford to ignore—one where invasive aquatic species, carried silently in ships’ ballast tanks, were devastating marine ecosystems. Now, two decades later, compliance with this environmental safeguard is no longer optional—and yet, as recent industry findings reveal, record-keeping failures account for 58% of compliance issues. That’s not a technology problem. That’s a documentation problem —one rooted deeply in data management practices and crew training, where small oversights lead to documentation issues, that may cascade into costly compliance failures. And that’s precisely where digital systems excel, guiding crews clearly to avoid mistakes in the first place. New ballast regulations At the IMO’s 82nd Marine Environment Protection Committee (MEPC 82), new ballast water record-keeping regulations were approved, coming into effect from 1 February 2025. These updates mark a significant tightening of documentation standards—and they could catch unprepared shipowners off guard if not acted on promptly. Why ballast water record-keeping is back in the spotlight These new updates aim to change that—and they’re stricter, smarter, and more detailed than before While MEPC 82 made headlines for advancing decarbonisation policies and ECAs in the Arctic and Norwegian Sea, it also honed in on ballast water—a topic that has quietly regained importance. The committee approved critical updates to how ballast water operations and ballast water management system (BWMS) maintenance are recorded. The goal: Enhance transparency, reduce ambiguity, and reinforce environmental protection by making records more structured, traceable, and actionable. This renewed focus is both a warning and an opportunity. In recent years, too many Port State Control detentions and inspection delays have stemmed not from hardware failures, but from poorly maintained or unclear ballast water records. These new updates aim to change that—and they’re stricter, smarter, and more detailed than before. What’s changing: Bypass scenarios and maintenance logging The revised guidelines introduce two new scenarios for vessels dealing with challenging water quality (CWQ) in ports: Scenario 3: A reactive bypass of the BWMS due to unforeseen poor water quality. Scenario 4: A pre-emptive bypass based on anticipated CWQ conditions. These additions are essential for vessels operating globally, particularly those above 400GT. They ensure that alternative operations—like ballast water exchange plus treatment (BWE + BWT)—are clearly documented. Without accurate records, even legitimate actions can fall short of compliance. Ballast Water Management Plan and OEM manuals MEPC 82 also mandates that BWMS care procedures must now be recorded directly in BWRB MEPC 82 also mandates that BWMS maintenance procedures must now be recorded directly in the Ballast Water Record Book (BWRB), in line with the ship’s Ballast Water Management Plan and Original Equipment Manufacturer (OEM) manuals. Responsible crew members must sign off on these records, ensuring traceability and crew accountability. This step isn’t just regulatory housekeeping—it aligns ballast water maintenance with how other onboard systems are already tracked, from engines to emissions. It’s a logical, overdue move toward consistency across compliance. Paper or digital: The format dilemma While the BWRB can still be maintained on paper or electronically, the burden of new structured data fields and stricter reporting timelines will be felt most by those still tied to manual systems. Each additional layer of documentation increases the chance of human error—and with nearly 6 in 10 compliance failures already stemming from admin issues, that’s a risk many operators can’t afford. This is where digital solutions can offer real relief. At NAPA, we’ve already implemented the latest IMO guidelines into our electronic logbook, so crews can comply with MEPC.369(80) requirements out of the box. With ready-made entry templates and smart input validation, data entry is quick, accurate, and audit-ready. NAPA implemented the latest IMO guidelines into an electronic logbook. Better still, once updated, operators can apply for the BWM Convention Electronic Record Book Declaration from their flag—ensuring that compliance is recognised internationally under MEPC.372(80). Less admin, more assurance Electronic logbooks don’t just streamline compliance—they enable better decision-making. When connected to onboard systems, they automatically pull operational data into the BWRB, reducing manual work and error margins. This frees up the crew to focus on operations and safety, rather than paperwork. From a management perspective, real-time visibility into ballast operations and maintenance records helps shore teams stay ahead of inspections and identify potential compliance gaps early. One logbook, many regulations While ballast water is the focus today, it’s not the only regulation demanding attention While ballast water is the focus today, it’s not the only regulation demanding attention. At NAPA, we’ve designed our logbook to support a wide range of evolving compliance frameworks—including MARPOL, EU-ETS, EU-MRV, CII, and the Garbage Record Book. This unified approach removes silos, reduces duplicated effort, and gives operators a more holistic view of vessel performance and compliance. A smarter way forward With decarbonisation and environmental regulations shifting at breakneck pace, even the most experienced crews and fleet managers can struggle to stay up to date. That’s where technology has a crucial role to play—not to replace expertise, but to support it. At NAPA, we work closely with shipowners and operators to configure regulatory record book templates according to their fleet workflows and each vessel’s specific operational profile. This ensures accuracy, ease of use, and most importantly, continuous compliance—even as the rules keep changing. Because in today’s compliance landscape, staying ahead isn’t just about meeting the minimum. It’s about building systems that help you adapt, respond, and thrive. And that starts with getting the record-keeping and data management right.
President Donald Trump has already made plenty of headlines since taking up his second term in the White House, including with the announcement of numerous new tariffs on imports. The 47th United States President issued three executive orders on February 1st 2025, just days after his inauguration, which directed the US to impose an additional 25 percent ad valorem rate of duty on imports from Canada and Mexico, as well as ten percent on imports from China. How Trump’s 2nd term as US President Cleveland Containers has analysed the early reactions to these announcements Excluding Canadian energy resources exports – which instead will be hit with a ten percent tariff – the tariffs have been applied to all imports which are either entered for consumption or withdrawn from warehouse for consumption on or after 12:01 am Eastern Standard Time on February 4th 2025. President Trump also told reporters on February 8th 2025 that a 25 percent tariff on all American steel and aluminium imports was coming into effect across the US during February. Leading 40ft shipping container supplier Cleveland Containers has analysed the early reactions to these announcements and how President Trump’s second term as US President could affect the world’s shipping industry, especially when looking back at his first term. Reaction to President Trump’s tariff announcements Mexico, Canada and China were all quick to react to President Trump’s announcement of tariffs on imports. Mexican President Claudia Sheinbaum said her country would vow for resilience against the measures, while a senior government official in Canada said that their country would challenge the decision by taking legal action through the necessary international bodies. China has also said it would be challenging the tariffs at the World Trade Organisation. According to the country’s finance ministry, as reported on by Geopolitical Intelligence Services, Beijing were moving to place levies of 15 percent on American coal and liquefied natural gas, as well as levies of ten percent on crude oil, certain vehicles and farm equipment. Beginning of making America rich again When it comes to the announcement of the tariff on all American steel and aluminium imports, President Trump told reporters in the Oval Office: "This is a big deal, the beginning of making America rich again. Our nation requires steel and aluminium to be made in America, not in foreign lands.” Francois-Phillippe Champagne, the Minister of Innovation in Canada, stated that the tariffs were "totally unjustified" though, before adding in a post on X: "Canadian steel and aluminium support key industries in the US, from defence, shipbuilding and auto. We will continue to stand up for Canada, our workers, and our industries." How might President Trump’s 2nd term affect shipping sector? Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking Just ahead of President Trump taking office for the second time, J. Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking firm Stifel, believed that the shipping industry was prepared for the new tariffs. However, he also stated to the Morning Star: "President Trump's Administration promises to usher in a new trade and tariff regime. As such, it's difficult to assess the ultimate impact to the freight transportation industry. Prima facie, we believe tariffs are a drag on freight demand, effectively resulting in higher costs for shippers that are generally passed on to end consumers over time." Attention to the American sanction announcements Mr. Chan went on to note that those involved in shipping containers across continents should be paying particular attention to the American sanction announcements. He commented: "Because almost all trans-Pacific trade moves over the ocean, we believe ocean container shipping will see the largest direct impact. But for shippers and retailers, there is no cheaper way to move goods than over the ocean, so there are few modal alternatives if production remains in Asia. We see the most risk for maritime shipping, with containers and dry bulk being more acute, with more insulation for oil and gas tankers." Shipping news and intelligence service Various sources have looked back on President Trump’s first term to get an idea of what could be expected As President Trump has just become his second term as US president and the American sanctions have only just been announced, it will take time to see what the true impact will be. However, various sources have looked back on President Trump’s first term to get an idea of what could be expected. For example, shipping news and intelligence service Lloyd’s List pointed out that tariffs introduced when President Trump was last in the White House had a noticeable effect on both spot container freight rates and import timing. Cargoes were pulled forward in the second half of 2018 by importers as they looked to beat tariff deadlines, which resulted in higher spot rates temporarily before affecting rates in 2019 because of inventory overhang. Could repeat results be seen across 2025 and 2026? Long-life inputs and goods from the tariff countries Jason Miller, a freight economist and professor of supply chain management at Michigan State University, certainly seemed to think so. Speaking to Lloyd’s List before President Trump’s 2024 presidential victory when the tariffs were only part of campaign proposals at that point, he said: “We will see front-loading like we have never seen before in 2025. There would be a massive pull-forward of demand as everybody rushes to bring in long-life inputs and goods from tariff countries, especially China.” Shipping demand and routes Shipping demand and routes could be affected due to trade uncertainty too Meanwhile, international shipping and forwarding agents Supreme Freight Services reported that increased tariffs may cause disruption to shipping volumes and global supply chains, if trade policies introduced by President Trump during his first term are anything to go by. Shipping demand and routes could be affected due to trade uncertainty too, though the publication also acknowledged that increased investment in ports and inland waterways across the US could improve efficiency for domestic and international trade alike. New American sanctions Cleveland Containers has looked to reassure its customers that any disruption caused by the new American sanctions will be minimised at the firm. Hayley Hedley, the company’s Commercial Director, stated: “Recent history certainly suggests that the new tariffs being introduced by President Trump will have various knock-on effects across the shipping industry." “Fortunately, Cleveland Containers has a continuous supply of shipping containers entering the UK. We work with several agents to ship from various locations, as well as having good stock on the ground, so are confident in our ability to provide for our customers.”
Demand for ammonia is being transformed by the energy transition. Until recently used as an input for fertiliser and chemical products, new markets for green and blue ammonia are emerging, replacing fossil energy in power generation, steel production and marine fuel. Today some 200m tonnes per annum of ammonia is produced worldwide with 20m tpa transported in LPG carriers. The scale of the emerging and potential demand will see these figures rise; how quickly this can be achieved will determine its take-up as a shipping fuel. New or evolving technology The interest in ammonia stems both from its ‘zero emissions’ when used as fuel and because its production isn’t dependent on biogenic carbon sources. As the global economy transitions away from fossil-based fuels, biogenic carbon – from captured CO2, electrolysis and even waste sources – will be subject to increasing competition from other consumers. Shipyards around the world are considering the advantages that operating on ammonia may provide Accordingly, owners, operators, designers, and shipyards around the world are considering the advantages that operating on ammonia may provide. However, when considering any new or evolving technology, it is important to have a clear understanding of not only the benefits, but the challenges that may be involved. Challenges of ammonia bunkering Biogenic carbon will increasingly replace fossil-based carbon in many of the products in use today in industry and consumer goods. Competition from the energy and aviation sectors will inevitably lead to increased prices but production capacity will need to come from industrial sources rather than biomass harvested for this purpose. ABS has produced a Technical and Operational Advisory on Ammonia Bunkering in response to the need for better understanding by members of the maritime industry. It is intended to provide guidance on the technical and operational challenges of ammonia bunkering, both from the bunker vessel’s perspective (or land-side source) and from the receiving vessel’s perspective. Managing emissions Particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions The carbon emissions from the combustion of ammonia are associated with and dependent on the type and amount of pilot fuel used. The use of biofuel as pilot fuel may further reduce the emissions. In addition, the emissions of sulphur dioxide, heavy metals, hydrocarbons, and polycyclic aromatic hydrocarbons (PAHs) drop to zero (or near zero, depending on the pilot fuel used); and particulate matters (PM) are also substantially reduced compared to conventional fossil fuels. However, particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions, due to the imperfect combustion of ammonia and the use of pilot fuels. These emissions will need to be kept as low as possible by further adjustment and development of the engine technology or using an on-board exhaust gas treatment technology. Currently, hydrogen for ammonia production is typically produced by means of steam methane reforming (SMR) or autothermal reforming (ATR) of natural gas (grey ammonia). If the CO2 emissions from the process of converting natural gas are captured and stored, the ammonia is typically referred to as ‘blue’. Production of blue ammonia Moreover, the production of blue ammonia retains a dependency on fossil fuels. Therefore, ‘green ammonia’, which is produced from hydrogen made from renewable energy sources (green hydrogen), is generally considered to be the end-solution for decarbonisation which leads to a sustainable fuel cycle, while blue ammonia is seen to have an intermediate role. The potential well-to-wake GHG emissions of green ammonia are estimated to be around 91% lower than for grey ammonia, and 85% lower than HFO and MGO. The grey ammonia production network is already well established and global, ensuring easier accessibility across major ports worldwide. Infrastructure and regulation Specific requirements for ammonia bunkering are under discussion by all marine stakeholders This will help green ammonia become readily available for bunkering and distribution once sufficient production and infrastructure are in place. On the other hand, when compared with liquid hydrogen or LNG which can be stored at temperatures of −253°C and −162°C, respectively, liquid ammonia can be stored and transported at −33°C near atmospheric pressure, which allows for easier adaptation of existing fuel infrastructure on ships and at ports. While specific requirements for ammonia bunkering are under discussion by all marine stakeholders, the requirements for shipping ammonia as cargo, including loading and unloading operations, have been established in the marine industry and are covered by the IMO International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and incorporated in the ABS Rules for Building and Classing Marine Vessels Part 5C Chapter 8 “Vessels Intended to Carry Liquefied Gases in Bulk”. For the use of ammonia as bunker fuel, all segments of the marine industry (including IMO, Class Societies, Port Authorities, and industry agencies) are working to develop requirements and procedures specific to ammonia bunkering operations. Refer to the section “Regulatory Organisation” of this Advisory for the current activities of each marine industry segment. Bunkering Options Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels There are three main methods of bunkering ammonia to ships. Truck-to-ship is the process of transferring ammonia from trucks or truck trailers to a receiving vessel using ammonia as fuel. Typically, the tanks on the truck are pressurised and store ammonia at ambient temperature. To increase bunker capacity and transfer rates, a manifold may be used to connect several trucks simultaneously to supply the receiving vessel. Truck-to-ship transfer operations may provide greater operational flexibility, but at the same time could induce operational restrictions and limitations by the local Authority. Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels, such as container ships, tankers, and bulk carriers, which require large fuel capacities and greater quantities of fuel to be bunkered. Terminal-to-ship bunkering transfers ammonia from an ammonia storage terminal pipeline connected to receiving vessels via a hose assembly or loading arm. Ammonia Safety Ammonia is toxic and reacts violently and explosively with oxidising gases such as chlorine, bromine, acids, and other halogens. When ammonia is inhaled, swallowed or absorbed via skin contact, it reacts with water in the body, producing ammonium hydroxide. Due to these toxicity issues, ammonia is classified as a hazardous substance, with the level and time of exposure being controlled by several national standards. The level of competency needed for each task depends on the role and duties of the individual A combination of both training and operational experience is key to developing the required competencies for ammonia bunkering operations. The level of competency needed for each task depends on the role and responsibilities of the individual. Therefore, the training may vary from person to person. Seafarers on board ships using ammonia fuel should have completed training to attain the abilities that are appropriate to the capacity to be filled, and duties and responsibilities to be taken up. The master, officers, ratings and other personnel on ships using ammonia fuel should be trained and qualified in accordance with regulation V/3 of the STCW Convention and section A-V/3 of the STCW Code, taking into account the specific hazards of ammonia used as fuel. Ship-specific training Ship-specific training is to be reviewed and approved by governing regulatory authorities. The IGF Code provides detailed training requirements for ships that use gases or other low-flashpoint fuels. Ships under the jurisdiction of flag administrations signatory to SOLAS should ensure that seafarers should have the specified certificates of proficiency and the administration shall approve courses and issue endorsements indicating completion of the qualification. All crew must be provided with and be made aware of the emergency procedures and must be trained in any roles and responsibilities they may have. Training, drills and exercises to prepare crews for emergencies are to be provided. Lessons learned from past operations should be incorporated to improve emergency procedures. Procedures should cover all scenarios specific to the ship, type of incident, equipment, and associated areas.
Harbour insights
Traditionally, bulk cargo unloading has faced challenges around operational efficiency, safety risks, environmental impacts, and high operational costs. Rough discharges, equipment wear, vibration damage, and limited weather operating windows have all constrained vessel utilisation and performance. Moreover, older unloading systems are energy-intensive and labour-dependent, increasing both costs and environmental footprint. Cargo unloading systems Many bulk cargo unloading systems depend on steep slope angles, which limit the types of materials that can be carried efficiently. MacGregor’s GravityVibe directly addresses this factor by allowing efficient discharge with significantly lower slope angles, thus broadening the range of cargo that can be handled. Many bulk cargo unloading systems depend on steep slope angles. Ship structures and unloading equipment “GravityVibe reduces reliance on gravity alone by augmenting the flow with controlled vibration,” says Mikael Hägglund, Senior Manager, Cranes at MacGregor. “This approach improves operational efficiency, enhances safety through more predictable material flow, and reduces wear on ship structures and unloading equipment.” Challenges of space utilisation and cargo versatility MacGregor is a provider of cargo and load handling solutions to maximise efficiency Additionally, the GravityVibe system will, in most cases, require only one hold conveyor and no cross conveyor in the hold, making the operations both cost-effective and sustainable, says Hägglund. MacGregor, based in Helsinki, Finland, is a provider of cargo and load handling solutions to maximise efficiency of maritime operations. As an augmented gravity self-unloading system, GravityVibe enhances cargo flow using vibration, enabling bulk materials to be discharged efficiently at lower slope angles (15–20 degrees). It reduces material blockages and optimises discharge without requiring steep holds, addressing the challenges of space utilisation and cargo versatility. Mechanical strain on vessel structures The system lessens mechanical strain on vessel structures, and supports safer, smoother, and more efficient operations across different cargo types. “Using lower slope angles allows ships to maximise cargo hold volume and transport a wider variety of bulk materials, including those that would not flow well with conventional systems,” says Hägglund. “It improves operational flexibility.” Integrity of the vessel Vessels benefit from a more compact and efficient hold design, optimising stability and construction Structurally, vessels benefit from a more compact and efficient hold design, optimising stability and potentially lowering construction and maintenance costs, adds Hägglund. “Managing vibration and sound levels is critical for maintaining the structural integrity of the vessel and ensuring crew safety and comfort,” he says. “Excessive vibration can lead to accelerated wear on ship components and fatigue damage over time.” GravityVibe’s design GravityVibe’s design ensures that both vibration and sound levels stay well below class-defined thresholds, preserving vessel longevity and reducing long-term maintenance and repair costs. Bulk cargoes have widely varying properties such as particle size, cohesiveness, moisture content, and chemical reactivity, all of which impact flow behaviour. Sticky, wet, or coarse materials require different unloading strategies to avoid blockages, segregation, or structural strain. Bulk cargoes have widely varying properties like particle size and cohesiveness. Broader spectrum of cargo types Key elements to achieve automation include fine-tuning self-optimisation algorithms GravityVibe’s vibration-driven approach adapts to these material differences, maintaining consistent discharge rates and ensuring operational reliability across a broader spectrum of cargo types without manual intervention or excessive mechanical modification, says Hägglund. More automated systems are on the horizon. Fully automated discharge is rapidly approaching reality, thanks to intelligent unloading systems like GravityVibe. Key remaining elements to achieve automation include fine-tuning self-optimisation algorithms, integrating predictive maintenance solutions, and standardising automation interfaces between vessels and ports. GravityVibe features MacGregor is actively working to refine onboard software, improve material recognition capabilities, and enhance real-time adjustment features. Wider industry adoption and regulatory frameworks are also crucial for achieving fully autonomous and seamless bulk unloading. GravityVibe features a built-in self-optimisation system that uses sensors to monitor material flow characteristics during discharge. Based on live data, it automatically adjusts vibration frequency and intensity to match the properties of each specific cargo, ensuring optimal unloading performance without manual recalibration. MacGregor is working to refine onboard software and improve material recognition. GravityVibe’s performance GravityVibe’s performance has been verified through a combination of laboratory studies MacGregor is fine-tuning this system by gathering real-world data from full-scale test rigs, analysing operational performance across various cargo types, and incorporating feedback loops to continually improve discharge efficiency and system responsiveness. Real-world validation is essential to prove that unloading systems perform reliably under operational conditions. GravityVibe’s performance has been verified through a combination of laboratory studies and full-scale rig testing. In-house tests and studies For example, validation by bulk solids researcher TUNRA showed efficient unloading across diverse materials such as wood chips, manufacturing sand, and gravel. In-house tests and studies with external specialists like KTH have confirmed low vibration levels, consistent discharge flow, and high operational reliability, providing strong evidence for commercial deployment. TUNRA showed efficient unloading across diverse materials such as sand. GravityVibe’s system design GravityVibe’s system design is based on long-lasting parts and improved cargo flow High maintenance requirements traditionally have led to significant downtime and increased operational costs. GravityVibe’s system design is based on long-lasting components and improved cargo flow that reduce risks for failures and needed service, thereby lowering maintenance costs/needs. “With real-time monitoring and smart diagnostics, potential issues can be detected and addressed before they escalate, minimising service interruptions,” says Hägglund. “This proactive approach enhances equipment availability and ensures better operational continuity for vessel operators.” MacGregor GravityVibe system When unloading standard bulk carriers, there is a need to clean the holds with manpower and external machines as the port cranes or the vessel cranes will not be able to empty the holds. The weather could also be a factor for delay in cases where the cargo is sensitive to water. For the MacGregor GravityVibe system, all material will be removed from the hold without any extra efforts. GravityVibe demonstrates that with intelligent use of vibration and lower slope angles can achieve the same — or even better — results. This approach not only enables broader cargo flexibility but also reduces structural stress, energy consumption, and environmental footprint.
Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies. European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel: Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel. Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power. Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.
The Dark Fleet refers to a network of vessels that operate outside of standard maritime regulations, often used to transport sanctioned goods such as oil. These shadowy vessels are also referred to by terms such as Parallel Fleet and/or Shadow, Gray or Ghost fleet. The terms are all manifestations of the same thing – ships that are owned, structured, and operated to avoid exposure to sanctions. Fleet of ships “In fact I would prefer that we use the term Parallel Fleet because it more accurately describes what it is,” says Mike Salthouse, Head of External Affairs, of NorthStandard, a Protection and Indemnity (P&I) insurer. “Specifically, it is a fleet of ships operating in parallel to mainstream shipping while avoiding use of service providers that are subject to sanctions legislation.” Modern shipping sanctions Sanctions were to be enforced not just against the sanctions-breaking vessel but also the services Modern shipping sanctions can be traced back to the introduction of the U.S. Comprehensive Iran Sanctions Accountability and Divestment Act 2010 or “CISADA”. Under CISADA for the first time, sanctions were to be enforced not just against the sanctions-breaking vessel but also the services (for example insurance, class, flag, banks) that the vessel used. EU/G7 Coalition adopting sanctions As a result, all maritime service providers sought to distance themselves and introduce contractual termination clauses in their service contracts forcing such vessels to either trade without such services or to access them from non-sanctioning jurisdictions. This led immediately to the creation of mainly Iranian ships that could continue to carry cargoes subject to western economic sanctions – such as Iranian oil. However, the fleet has grown exponentially following the EU/G7 Coalition adopting sanctions targeting Russian shipping. Today the majority (but not all) of the Dark Fleet is engaged carrying Russian cargoes – but other trades include Iran, North Korea, and Venezuela. Protection of the marine environment Dark Fleet undermines transparent governance policies that ensure the welfare and safety “It might be that a removal of Russian sanctions would remove the need for such a fleet,” adds Salthouse. “But for so long as nations use maritime sanctions as a foreign policy tool, my own view is that the Dark Fleet phenomenon will continue to facilitate sanctioned trades.” The Dark Fleet undermines transparent governance policies that ensure the welfare and safety of those on board and the protection of the marine environment. In recent years, the safety of tankers has improved significantly. These improvements have been driven by factors such as greater operational oversight from the oil majors, younger double hull vessels, greater operational scrutiny, and more rigorous legislation. Safety has been prioritised over all else. Transport oil using ships and services “The commercial dynamics that apply to the Dark Fleet are very different,” says Salthouse. “The overwhelming commercial imperative is not safety but to transport oil using ships and services to which sanctions legislation does not apply. As such, the customer and regulatory oversight is much reduced.” The vessels used by the Dark Fleet also tend to be older. Even if it were possible to find shipyards that were prepared to build for use carrying sanctioned cargoes (and so risk secondary sanctions depriving them of access to western financial markets and insurers), the long build times mean that such ships would not become available for several years. As such, the vessels that comprise the Dark Fleet tend to be end-of-life and aged 15 years or older. Commercial reinsurance markets The insurers of the ship will likely have been unable to access commercial reinsurance markets used If and when an accident happens, the ability of the insurer to respond by using commercial salvors and pollution responders will be curtailed by sanctions legislation, and the insurers of the ship will likely have been unable to access commercial reinsurance markets commonly used to access the high levels of cover required to fully compensate victims. Sanctioning individual ships is an effective way of addressing the Dark Fleet because shipping that trades internationally invariably needs access to western financial and service markets, which a designation deprives them of. Collaboration with mainstream shipping EU/G7 Coalition States to date have designated over 100 vessels, but in practical terms, the Dark Fleet is much larger than this – somewhere in the region 600 to 1000 vessels – so more needs to be done, says Salthouse. Thought also needs to be given as to how to dispose of old designated tonnage (as designation will prevent scrapping) whilst at the same time addressing the supply side so that designated ships cannot simply be replaced. “That can only be achieved in collaboration with mainstream shipping which should be consulted and partner with governments to achieve their aim,” says Salthouse. Majority of shipowners and service Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of foreign policy goals Without concerted state action delving with the existing fleet and its access to new ships, the Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of achieving their foreign policy goals. The cost of compliance to mainstream shipping is huge. The vast majority of shipowners and service providers deploy significant resources to avoid inadvertently contravening applicable sanctions. EU/G7 Coalition partners should recognise that and work with the shipping industry to marginalise the commercial space served by the Parallel/Dark Fleet rather than simply imposing ever greater and more complex compliance requirements, comments Salthouse. Use of EU/G7 Coalition service In a majority of cases, the Parallel Fleet is not breaking any laws. With the exception of the UN sanctions programme directed at North Korea, the Parallel/Dark Fleet can trade perfectly lawfully. For example, it is not illegal for a Russian flagged ship, insured in Russia, classed in Russia and trading with non-EU/G7 Coalition partners to transport Russian oil sold above the price cap through international waters to non-EU/G7 Coalition states provided the trade does not make use of EU/G7 Coalition service providers. Use of established service providers The Parallel/Dark Fleet is bad for shipping and undermines EU/G7, and on occasions, UN sanctions programmes, says Salthouse. States cannot control a trade when the ships carrying the cargoes and the service providers involved are not subject to the jurisdiction of that State. Similarly, when ships sink and cause pollution, the whole shipping industry suffers by association, and the additional complexities involved in responding to a casualty that cannot make use of established service providers could make a bad situation much worse.
Case studies
At Scheveningen Harbour in the coastal city of The Hague in the Netherlands, an AI-based video security system from Bosch Building Technologies is now ensuring that every single ship or boat entering or leaving the harbour is logged. The customised solution developed by Bosch together with its partner BrainCreators automatically registers and classifies shipping traffic. Intelligent security solution Until now, employees at the port control centre had to keep an eye on shipping traffic around the clock from the window of the control centre and manually record the 80 or so vessels that pass through the port every day. The city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen The reason for the investment in the intelligent security solution was the fear that criminals would seek alternative routes via smaller ports such as Scheveningen, now that large Dutch or Belgian ports such as Rotterdam and Antwerp have been more secure against smuggled goods for some time. This was reason enough for the city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen. Challenging task in Scheveningen Special conditions require individual solutions Most boats and ships entering the port of Scheveningen are not required to register and, unlike purely commercial ports such as Rotterdam, the port cannot simply be closed off. In addition to cargo ships, there are also fishing boats and private sailing yachts at anchor, with small dinghies and rowing boats cruising between them. Keeping track of the movement of goods in particular is therefore a challenging task in Scheveningen, where the video security system with intelligent video analysis installed by Bosch provides welcome support. Author's quote The requirements for this project were very specific because the shipping traffic not only had to be filmed" "The requirements for this project were very specific because the shipping traffic not only had to be filmed, but also registered and classified. The solution also had to provide information about the speed of travel," says Niels van Doorn, Senior Manager Solutions & Portfolio at Bosch Building Technologies in the Netherlands. "Standard software can't do that. Together with our partner, we have therefore developed an AI that can identify and classify ships of all kinds–from passenger ships and freighters to sailing yachts and inflatable boats." This data aids in identifying suspicious shipping movements. Flexidome IP starlight 8000i cameras No sooner said than done – and in the shortest possible time Development, planning and implementation only took around 12 months. Two intelligent video cameras at the mouth of the harbour now record the traffic. The specially developed AI classifies the ship types and registers them in a file. Due to the difficult lighting conditions in the port, the Flexidome IP starlight 8000i cameras from Bosch were chosen. They deliver detailed images even in challenging weather and lighting conditions and enable the staff in the control centre to see every detail, even in very bright or dark image sections. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen All boat identifiers are recorded, documented, stored and automatically provided with additional information on date and time, direction of travel and speed around the clock using AI. The streams from the cameras are fed directly into a video management system. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen. By analysing all the data, peak times, ship types, trends and deviations from the norm are determined. New video documentation "The dashboard gives staff an overview of all activities in the port. The software protects the privacy of the people recorded by making their faces unrecognisable. The new video documentation now provides solid evidence and helps to identify suspicious and unusual situations more quickly and effectively," says Ferry Ditewig, Business Development Manager at Bosch Building Technologies in the Netherlands. The video solution is also well equipped for future challenges and can be flexibly expanded as required: for example, additional information from external sources could be integrated, such as meteorological data, tides or the automatic identification system (AIS) for exchanging ship data.
From its foundation in 1959, Mitsubishi Ore Transport (MOT) has been committed to upholding the highest standards in maritime safety and security, and to delivering premium-quality marine transport services using advanced ship management technologies. Inmarsat’s Fleet Xpress As part of NYK, the future-oriented organisation operates a fleet of 17 vessels and seeks to harness the vast potential of an increasingly connected maritime ecosystem to realise its digitalisation and decarbonisation objectives. It was in line with these goals, and to accelerate the adoption of digital services on board its vessels, that MOT adopted Inmarsat’s Fleet Xpress across its fleet. Simple, convenient, and fast communication MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy Combining the high speeds of Inmarsat’s Global Xpress Ka-band network with unlimited backup from its FleetBroadband L-band service, Fleet Xpress provides the continuous connectivity MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy. Captain Gregario C. Ogatis, Master of the MOT-managed bulk carrier Santa Isabel, described Inmarsat’s connectivity solution as “very simple, convenient and fast”, adding that it allows onboard personnel to “communicate easily with shore”. Quick information exchange Building on Ogatis’s remarks, Tesuro Ideguci, Chief Engineer, MOT, commented, “Inmarsat’s Fleet Xpress has allowed us to communicate with external parties and receive information very quickly, which is extremely beneficial." "Thanks to Fleet Xpress, I believe the way we work on land and sea will change significantly in the future, and we will see improvements in all aspects of information exchange.” Synthetic virtual networks Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its route As well as supporting fast and seamless business communications, Fleet Xpress helps crew members make the most of their free time by allowing them to keep in touch with family and friends and enjoy online entertainment on their own devices without interfering with mission-critical connectivity. Using synthetic virtual networks, Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its own dedicated route to the user. The bandwidth used outside of these essential services also receives its own pipeline, ensuring connectivity for both business and leisure, and achieves the highest standards in speed, reliability, and security. Enhanced efficiency, reduced fuel consumption Santa Isabel also benefits from Inmarsat’s Fleet Data, a maritime Internet-of-Things (IoT) platform that provides full data ownership and access from a single customisable dashboard. Fleet Data transforms the way ship owners and managers collect, transfer, analyse, store, and share vessel data for quick performance-based and historical benchmarking across the fleet. These insights support enhanced decision-making for more efficient and sustainable operations. Fleet Data is available on the Fleet Edge platform – a versatile, fully integrated modular solution giving Santa Isabel a path to operational efficiency, decarbonisation, and enhanced crew welfare over the Fleet Xpress network. Improving operational efficiency IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule Shunsuke Miyazaki, General Manager, of Mitsubishi Corporation (MC) Shipping, which owns Santa Isabel among other MOT-chartered or managed ships, commented, “In the trend towards global decarbonisation, the key is how to operate vessels more efficiently to reduce fuel consumption. We use Fleet Data to send information from the ship in real-time, and we leverage these insights to improve operational efficiency.” For the two MC-owned vessels already deploying Fleet Data, Miyazaki added, the IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule. Connectivity with certainty As the maritime industry becomes increasingly digitalised, more and more shipping companies are embracing new technologies and upgrading their satellite communications services to enable digitalisation, decarbonisation, and crew connectivity. This is why so many shipping companies rely on the Fleet Xpress suite of services, all delivered through our world-pioneering satellite network. Digital service adoption Inmarsat’s services are built to deliver control over the entire connectivity ecosystem" “We are delighted to support Mitsubishi Ore Transport solutions in driving the adoption of digital services on board,” said Gert-Jan Panken, Vice President of Sales, Inmarsat. “Inmarsat’s services are built to deliver control over the entire connectivity ecosystem." Build-in competitive advantages "With Fleet Xpress, shipping companies like MOT gain access to a host of opportunities to optimise and drive efficiency, the ability to attract and retain the most talented crew, and the capacity to future-proof operations and build-in competitive advantages." "By providing a clear view of what satellite communications mean to your business today and tomorrow, Inmarsat offers connectivity with certainty.”
Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.
Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.
GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”
Korea Marine Transport Company Ship Management (KMTC SM) has reported annual fuel savings worth approximately US$540,000 in total after installing Accelleron’s digital engine optimisation solution Tekomar XPERT on 12 Panamax vessels. The fuel savings enabled KMTC SM to reduce its CO2 emissions by about 4,200 tons. Tekomar XPERT delivers engine optimisation recommendations based on thermodynamic insights that aim to bring engines back to the operating performance achieved at “new” conditions. The solution can be applied to any engine and turbocharger make. KMTC SM followed the advisory from Tekomar XPERT, tracked engine performance and benchmarked engines and vessels through Tekomar XPERT’s web portal (Loreka). Carbon Intensity Indicator (CII) ratings The reduced emissions will translate to better CII ratings and lower exposure to carbon pricing KMTC Ship Management General Manager of Environmental Technology, Jin-Seob Lee, said: “Based on the big savings on fuel cost and emission reduction, we aim to install Tekomar XPERT on our remaining 16 self-managed vessels, and will be recommending its installation on 22 other vessels managed by third parties.” Accelleron anticipates that KMTC’s fuel bill will be reduced by around US$1.3 million a year when Tekomar XPERT is deployed across all 50 vessels. The reduced emissions will translate to better Carbon Intensity Indicator (CII) ratings and lower exposure to carbon pricing, including the EU Emissions Trading System, which will apply to shipping from 2024. KMTC SM’s own measurements KMTC SM was able to track improvements in performance thanks to intuitive indicators and actionable insight from Tekomar XPERT. The reduced fuel consumption at the end of the 12-month period highlighted a significant increase in vessel performance over the year. This was verified by KMTC SM’s own measurements. Accelleron Global Head of Sales & Operations, Shailesh Shirsekar, said: “Efficient engines are one of the keys to reducing fuel costs, emissions and carbon price exposure, enabling optimisation without impact on vessel operation. With simple guidance from Tekomar XPERT, ship operators can ensure that the engines are running at their very best, laying the foundation for lower lifecycle costs as well as regulatory compliance.”
At Scheveningen Harbour in the coastal city of The Hague in the Netherlands, an AI-based video security system from Bosch Building Technologies is now ensuring that every single ship or boat entering or leaving the harbour is logged. The customised solution developed by Bosch together with its partner BrainCreators automatically registers and classifies shipping traffic. Intelligent security solution Until now, employees at the port control centre had to keep an eye on shipping traffic around the clock from the window of the control centre and manually record the 80 or so vessels that pass through the port every day. The city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen The reason for the investment in the intelligent security solution was the fear that criminals would seek alternative routes via smaller ports such as Scheveningen, now that large Dutch or Belgian ports such as Rotterdam and Antwerp have been more secure against smuggled goods for some time. This was reason enough for the city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen. Challenging task in Scheveningen Special conditions require individual solutions Most boats and ships entering the port of Scheveningen are not required to register and, unlike purely commercial ports such as Rotterdam, the port cannot simply be closed off. In addition to cargo ships, there are also fishing boats and private sailing yachts at anchor, with small dinghies and rowing boats cruising between them. Keeping track of the movement of goods in particular is therefore a challenging task in Scheveningen, where the video security system with intelligent video analysis installed by Bosch provides welcome support. Author's quote The requirements for this project were very specific because the shipping traffic not only had to be filmed" "The requirements for this project were very specific because the shipping traffic not only had to be filmed, but also registered and classified. The solution also had to provide information about the speed of travel," says Niels van Doorn, Senior Manager Solutions & Portfolio at Bosch Building Technologies in the Netherlands. "Standard software can't do that. Together with our partner, we have therefore developed an AI that can identify and classify ships of all kinds–from passenger ships and freighters to sailing yachts and inflatable boats." This data aids in identifying suspicious shipping movements. Flexidome IP starlight 8000i cameras No sooner said than done – and in the shortest possible time Development, planning and implementation only took around 12 months. Two intelligent video cameras at the mouth of the harbour now record the traffic. The specially developed AI classifies the ship types and registers them in a file. Due to the difficult lighting conditions in the port, the Flexidome IP starlight 8000i cameras from Bosch were chosen. They deliver detailed images even in challenging weather and lighting conditions and enable the staff in the control centre to see every detail, even in very bright or dark image sections. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen All boat identifiers are recorded, documented, stored and automatically provided with additional information on date and time, direction of travel and speed around the clock using AI. The streams from the cameras are fed directly into a video management system. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen. By analysing all the data, peak times, ship types, trends and deviations from the norm are determined. New video documentation "The dashboard gives staff an overview of all activities in the port. The software protects the privacy of the people recorded by making their faces unrecognisable. The new video documentation now provides solid evidence and helps to identify suspicious and unusual situations more quickly and effectively," says Ferry Ditewig, Business Development Manager at Bosch Building Technologies in the Netherlands. The video solution is also well equipped for future challenges and can be flexibly expanded as required: for example, additional information from external sources could be integrated, such as meteorological data, tides or the automatic identification system (AIS) for exchanging ship data.
From its foundation in 1959, Mitsubishi Ore Transport (MOT) has been committed to upholding the highest standards in maritime safety and security, and to delivering premium-quality marine transport services using advanced ship management technologies. Inmarsat’s Fleet Xpress As part of NYK, the future-oriented organisation operates a fleet of 17 vessels and seeks to harness the vast potential of an increasingly connected maritime ecosystem to realise its digitalisation and decarbonisation objectives. It was in line with these goals, and to accelerate the adoption of digital services on board its vessels, that MOT adopted Inmarsat’s Fleet Xpress across its fleet. Simple, convenient, and fast communication MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy Combining the high speeds of Inmarsat’s Global Xpress Ka-band network with unlimited backup from its FleetBroadband L-band service, Fleet Xpress provides the continuous connectivity MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy. Captain Gregario C. Ogatis, Master of the MOT-managed bulk carrier Santa Isabel, described Inmarsat’s connectivity solution as “very simple, convenient and fast”, adding that it allows onboard personnel to “communicate easily with shore”. Quick information exchange Building on Ogatis’s remarks, Tesuro Ideguci, Chief Engineer, MOT, commented, “Inmarsat’s Fleet Xpress has allowed us to communicate with external parties and receive information very quickly, which is extremely beneficial." "Thanks to Fleet Xpress, I believe the way we work on land and sea will change significantly in the future, and we will see improvements in all aspects of information exchange.” Synthetic virtual networks Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its route As well as supporting fast and seamless business communications, Fleet Xpress helps crew members make the most of their free time by allowing them to keep in touch with family and friends and enjoy online entertainment on their own devices without interfering with mission-critical connectivity. Using synthetic virtual networks, Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its own dedicated route to the user. The bandwidth used outside of these essential services also receives its own pipeline, ensuring connectivity for both business and leisure, and achieves the highest standards in speed, reliability, and security. Enhanced efficiency, reduced fuel consumption Santa Isabel also benefits from Inmarsat’s Fleet Data, a maritime Internet-of-Things (IoT) platform that provides full data ownership and access from a single customisable dashboard. Fleet Data transforms the way ship owners and managers collect, transfer, analyse, store, and share vessel data for quick performance-based and historical benchmarking across the fleet. These insights support enhanced decision-making for more efficient and sustainable operations. Fleet Data is available on the Fleet Edge platform – a versatile, fully integrated modular solution giving Santa Isabel a path to operational efficiency, decarbonisation, and enhanced crew welfare over the Fleet Xpress network. Improving operational efficiency IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule Shunsuke Miyazaki, General Manager, of Mitsubishi Corporation (MC) Shipping, which owns Santa Isabel among other MOT-chartered or managed ships, commented, “In the trend towards global decarbonisation, the key is how to operate vessels more efficiently to reduce fuel consumption. We use Fleet Data to send information from the ship in real-time, and we leverage these insights to improve operational efficiency.” For the two MC-owned vessels already deploying Fleet Data, Miyazaki added, the IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule. Connectivity with certainty As the maritime industry becomes increasingly digitalised, more and more shipping companies are embracing new technologies and upgrading their satellite communications services to enable digitalisation, decarbonisation, and crew connectivity. This is why so many shipping companies rely on the Fleet Xpress suite of services, all delivered through our world-pioneering satellite network. Digital service adoption Inmarsat’s services are built to deliver control over the entire connectivity ecosystem" “We are delighted to support Mitsubishi Ore Transport solutions in driving the adoption of digital services on board,” said Gert-Jan Panken, Vice President of Sales, Inmarsat. “Inmarsat’s services are built to deliver control over the entire connectivity ecosystem." Build-in competitive advantages "With Fleet Xpress, shipping companies like MOT gain access to a host of opportunities to optimise and drive efficiency, the ability to attract and retain the most talented crew, and the capacity to future-proof operations and build-in competitive advantages." "By providing a clear view of what satellite communications mean to your business today and tomorrow, Inmarsat offers connectivity with certainty.”
Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.
Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.
GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”
Korea Marine Transport Company Ship Management (KMTC SM) has reported annual fuel savings worth approximately US$540,000 in total after installing Accelleron’s digital engine optimisation solution Tekomar XPERT on 12 Panamax vessels. The fuel savings enabled KMTC SM to reduce its CO2 emissions by about 4,200 tons. Tekomar XPERT delivers engine optimisation recommendations based on thermodynamic insights that aim to bring engines back to the operating performance achieved at “new” conditions. The solution can be applied to any engine and turbocharger make. KMTC SM followed the advisory from Tekomar XPERT, tracked engine performance and benchmarked engines and vessels through Tekomar XPERT’s web portal (Loreka). Carbon Intensity Indicator (CII) ratings The reduced emissions will translate to better CII ratings and lower exposure to carbon pricing KMTC Ship Management General Manager of Environmental Technology, Jin-Seob Lee, said: “Based on the big savings on fuel cost and emission reduction, we aim to install Tekomar XPERT on our remaining 16 self-managed vessels, and will be recommending its installation on 22 other vessels managed by third parties.” Accelleron anticipates that KMTC’s fuel bill will be reduced by around US$1.3 million a year when Tekomar XPERT is deployed across all 50 vessels. The reduced emissions will translate to better Carbon Intensity Indicator (CII) ratings and lower exposure to carbon pricing, including the EU Emissions Trading System, which will apply to shipping from 2024. KMTC SM’s own measurements KMTC SM was able to track improvements in performance thanks to intuitive indicators and actionable insight from Tekomar XPERT. The reduced fuel consumption at the end of the 12-month period highlighted a significant increase in vessel performance over the year. This was verified by KMTC SM’s own measurements. Accelleron Global Head of Sales & Operations, Shailesh Shirsekar, said: “Efficient engines are one of the keys to reducing fuel costs, emissions and carbon price exposure, enabling optimisation without impact on vessel operation. With simple guidance from Tekomar XPERT, ship operators can ensure that the engines are running at their very best, laying the foundation for lower lifecycle costs as well as regulatory compliance.”


Round table discussion
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)?