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ORBCOMM announced the latest generation of its reefer container monitoring solution featuring the CT 3600 device, enabling a new era of intelligent reefer management for shipping lines, container leasing companies and more. “Maritime IoT deployments can be a challenging experience for shipping lines. There are complex technology stacks and the sheer device count of mass deployments to worry about, not to mention third-party installation costs,” said Christian Allred, ORBCOMM SVP and GM of Maritime Logistics. “The CT 3600—the most recent addition to our new reefer monitoring solution—makes building and managing an intelligent connected container fleet easier than ever.” New CT 3600 reefer monitoring device A new CT 3600 reefer monitoring device which can be installed in significantly less time With reduced component requirements and installation support via an iOS and Android app, the latest generation of ORBCOMM’s reefer container monitoring solution has been streamlined to help simplify the installation, deployment and management of reefer IoT applications. It features the new CT 3600 reefer monitoring device which can be installed in significantly less time than ORBCOMM’s previous solution and is quick to deploy without sacrificing performance and coverage. The CT 3600 is installed in and cabled from the reefer controller cabinet without drilling to help avoid potential container damage, reduce third-party installation costs and deter device theft or tampering. It features a long-lasting internal rechargeable battery, wireless Bluetooth sensor support, works with refrigerated containers from all four major OEMs and is compliant with DCSA interoperability standards. New reefer container monitoring solution “When people think of refrigerated container transportation, they think of ORBCOMM. With this new reefer container monitoring solution, we’re continuing our legacy of innovation that started over thirty years ago, delivering world-class reefer technology that helps provide the data businesses need to make smart fleet decisions,” said Allred.

MAN CEON, the digital platform of MAN Energy Solutions, received the ABS Cyber Security Product Design Assessment (PDA) certificate. MAN CEON connects machinery to Amazon Web Services (AWS), the Amazon-based cloud storage platform. The data transmitted is used to provide up-to-date information including the efficiency of components and systems, availability of those systems and real-time monitoring from shore. ABS CyberSafety® Program The PDA is part of the ABS CyberSafety® Program that helps equipment manufacturers identify and remedy system-specific cybersecurity vulnerabilities within risk management processes, governance and the final system itself. PDA is part of the ABS CyberSafety® Program that helps kit works identify and remedy system “As connectivity and reliance on digitally enabled systems increase, more risk is introduced into the maritime supply chain. By working with the ABS CyberSafety team to address the risks, MAN Energy Solutions is giving owners confidence that the known vulnerabilities can be managed to minimise the impact on a vessel’s cybersecurity posture, while providing useful operational information,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer. MAN Energy Solutions products Gregory Puckett, Chief Digital Officer of MAN Energy Solutions, said: “MAN CEON is characterised by its advanced data-analysis capabilities and offers real-time monitoring and support for MAN Energy Solutions products worldwide. The platform integrates data analytics, machine learning, and predictive technologies to optimise performance, enhance efficiency, and minimise downtime." “We are thrilled to receive this certification from ABS. It is a significant milestone, which stands testament to the robustness and resilience of MAN CEON's digital infrastructure and its adherence to the highest standards of cybersecurity. It not only validates our efforts in implementing stringent cybersecurity measures but also reinforces our commitment to delivering secure, high-quality digital solutions to our customers in the maritime and energy sectors.” The MAN CEON system is being developed in accordance with the ABS Guide for ABS CyberSafety for Equipment Manufacturers.

Safe and efficient DESMI mag-drive centrifugal pumps enable leakage-free methanol fuel systems for ships, reducing vessel carbon emissions and climate impact. With every year that passes, emission regulations tighten in the shipping industry. Ship owners who want to stay in business need to look for ways of reducing carbon emissions to comply with the targets defined in the IMO GHG Strategy and other regulations. A promising but toxic alternative Running on alternative fuels is one of the most effective ways of reducing emissions Running on alternative fuels is one of the most effective ways of reducing emissions. Methanol provides several key benefits as a shipping fuel, making it one of the most promising alternative fuels: When produced from biomass, green hydrogen, or other zero-emission sources, it enables neutral well-to-wake carbon dioxide emissions. And because methanol stays liquid at ambient temperature and atmospheric pressure, users do not need to invest in complex high-pressure or low-temperature systems to use it. However, methanol is also toxic and highly flammable, which prompts safety considerations when selecting and installing a fuel infrastructure for ports and ships. Specifically, users need to make sure that the fuel system is absolutely leakage-free to avoid hazardous situations. Magnetic coupling creates leakage-free pump DESMI’s new mag-drive centrifugal pumps are the perfect match for a methanol fuel system: They combine the high efficiency and robust reliability of centrifugal pumps with a magnetic coupling which eliminates the traditional shaft seal solution in the pump. As the pump chamber is thus completely sealed, there is virtually zero risk of methanol leakage. While the magnetic coupling is a new feature on DESMI centrifugal pumps, the technology itself is not new to DESMI. "We introduced magnetic coupling technology in the 1990es, so we’re building on three decades of solid experience here," remarks Martin Bro, Global Sales Manager - Gas Systems at DESMI. Part of complete pump range DESMI mag-drive centrifugal pump is ideal for methanol fuel systems on new-built dual-fuel ships The DESMI mag-drive centrifugal pump is ideal for methanol fuel systems on new-built dual-fuel ships and can also be retrofitted on existing vessels. It is part of DESMI’s complete portfolio of marine pumps, which covers a wide range of applications. "We can supply pumps for the entire fuel pathway from bunkering vessel to engine room," explains Martin Bro. He adds, "In addition to mag-drive centrifugal pumps for methanol transportation, we offer pumps for applications such as boosting, draining, and water heating. And we always look beyond the pumps and work with our partners and customers to design a solution that fits the specific requirements to the letter." Class approved and certified The new pump is specifically designed for marine applications and comes with a lengthy list of class approvals and certifications, for example ABS, BV, CCS, DNV, KR, and LR. Built for compliance with the IGF Code, it is designed to meet the rigorous safety standards for ships using gases or other low-flashpoint fuels, and for installation in ATEX zone I if required. Its built-in temperature sensor detects overheating and helps you avoid breakdowns, and you can specify it with a leakage sensor. Solutions for a toxic challenge Using methanol and other alternative fuels is an efficient way of reaching both of these targets In addition to setting an ambitious net-zero emission target by (or around) 2050, the IMO has declared that by 2030, the carbon intensity of ships must be reduced by 40% compared to a 2008 baseline. Using methanol and other alternative fuels is an efficient way of reaching both of these targets, even though these fuels are sometimes hazardous. "It’s ironic that methanol, which can really reduce the climate impact of the shipping industry, is itself so toxic and flammable," states Martin Bro. Deliver sustainability and energy efficiency Martin Bro adds, "But that’s the reality, and with the right technical solutions, these challenges can be overcome. We’re dedicated to sustainability and energy efficiency, and we’ve worked to reduce the climate impact from shipping for decades." He concludes, "I’m confident that the mag-drive centrifugal pump will help us continue this evolution and contribute to a better future."

In a pioneering achievement, DESMI has secured third-party validation for the effectiveness of its aquaculture UV treatment systems from DNV, a global major in quality assurance and risk management. This marks a significant advancement in the aquaculture industry, ensuring greater transparency and trust in UV treatment technologies. On February 16th, 2024, DESMI achieved a milestone by receiving DNV validation for the UV doses applied by its UV treatment systems, specifically designed for aquaculture applications. This development is particularly notable as it moves beyond the traditional certification provided by the Norwegian Veterinarian Institute (NVI), which verifies UV doses of at least 25 mJ/cm2. DESMI receives DNV validation for the UV doses DESMI's validation from DNV provides a much-needed layer of credibility and assurance With many aquaculture operations requiring higher UV doses, typically ranging from 70 to 200 mJ/cm2, DESMI's validation from DNV provides a much-needed layer of credibility and assurance. Historically, the aquaculture sector has grappled with a lack of clarity and consistency regarding the actual UV doses delivered by different systems. The NVI’s certification, focused on lower UV doses, left a gap in validating higher, more effective UV doses. This inconsistency often led to confusion among aquaculture farm owners and operators when choosing UV treatment equipment, as they encountered varying power consumption claims from different manufacturers for the same purported UV dose. DESMI's breakthrough with DNV validation DESMI's breakthrough with DNV validation addresses this critical issue head-on. For the first time, an independent and respected third party, DNV, has confirmed the accuracy of DESMI’s UV dose claims. This validation is grounded in a thorough examination of DESMI’s sophisticated computational fluid dynamics (CFD) simulations, further supported by comprehensive biodosimetry tests using living organisms. The scope of this validation is comprehensive, encompassing all of DESMI’s aquaculture UV treatment systems under the product lines - AquaShield and Aquadose. It includes various water qualities, from turbid to clear, and accommodates a broad range of flow rates. Ground-breaking validation by DNV This ground-breaking validation by DNV not only enhances trust in DESMI’s products, but also sets a new benchmark for transparency and reliability in aquaculture UV treatment solutions globally.

Iridium Communications Inc. (IRDM), a renowned provider of global voice and data satellite communications, has announced expanded commercial availability of its Satellite Time and Location (STL) service, the leading alternative positioning, navigation, and timing (PNT) solution. Driven by increased commercial demand, Iridium partners are now authorised to sell the service in parts of Europe and Asia Pacific, helping to protect locally relied upon GNSS systems, like GPS and Galileo, with a signal highly resilient to spoofing and jamming that also helps ensure the fidelity of timing systems. Iridium STL service Iridium STL is capable of service everywhere on the planet, and additional geographies are planned for commercial authorisation as the company’s partners scale and train sales and support staff. Europe, specifically, has seen a dramatic rise in GPS jamming and spoofing Europe, specifically, has seen a dramatic rise in GPS jamming and spoofing, while parts of Asia are also seeing increased activity. These attacks pose a serious threat to critical infrastructure such as transportation systems, energy grids, data centers, telecommunications networks and financial services, which all stand to benefit from the adoption of more powerful PNT signals, like Iridium’s STL service. Broadcast signal 1,000 times more powerful than GPS Broadcasting a signal 1,000 times more powerful than GPS, the Iridium® STL service is also uniquely suited for indoor use, with no need to install rooftop antennas, creating a more secure and cost-effective timing solution. “We're cognizant of the threats facing GNSS-reliant critical infrastructure around the world and our responsibility to deploy the antidote as quickly as possible,” said Iridium CEO, Matt Desch. He adds, “The average person is more and more aware of how important systems like GPS are in our day-to-day lives, and when Iridium recently acquired Satelles, I pledged to step on the gas and expand market availability for this increasingly in demand solution. Today's announcement demonstrates that commitment.” Iridium STL solutions are cost-effective and easy to install Iridium STL solutions are small, cost-effective and easy to install. Brand name technology partners that manufacture and sell STL-capable user equipment are simultaneously increasing their focus on these expanded markets in Europe and Asia. Their STL solutions can be added to existing GNSS-reliant network systems or serve as stand-alone primary units. With this expansion, Iridium STL can now be purchased by companies in North America and parts of Europe and Asia Pacific. Further sales support is expected in the future to meet customer demand.

Ingeteam’s first project for an electrolyser manufacturer’s test bench has been a great success. The project was the first 100% renewable hydrogen production facility to which the Basque technology company supplied capital equipment in mid-2022. Following system commissioning and several months of operation, its success constituted a green light for further projects with the same customer to generate hydrogen for their mobility solutions. Test bench project Such test bench projects are a common and necessary first step that must be conducted by electrolyser manufacturers, who check the operation and assembly of all technology elements, in this case, the power rectifier. With a capacity of 8.2 MW, this project validated the use of the technology to power water electrolysis proton exchange membrane (PEM) equipment. Ingeteam supplies units integrated into full skid solution In its role as a technology partner, Ingeteam supplied two units integrated into its full skid solution In its role as a technology partner, Ingeteam supplied two units integrated into its full skid solution, equipped with the INGECON H2 C-lyzer 6000 rectifier, which is responsible for powering the plant's electrolyser, and capable of supplying up to 6,000 amps of nominal direct current. The equipment was delivered as a turnkey solution ready for installation, with the transformer and medium voltage switchgear. The scope of supply also included equipment commissioning. In the words of Ingeteam’s Green H2 Business Manager, Harkaitz Ibaiondo, "Contributing our technology to this project has helped us to continue its validation and development and gain first-hand knowledge of market needs. The contract marked the start of a strong relationship with this customer, whom we thank for the trust they have placed in Ingeteam as a technology partner for their projects." Ingeteam’s global projects Ingeteam already has equipment installed for projects in Spain, the United States of America (USA) and Belgium, and has very positive growth prospects with two major projects in the pipeline for this same customer, which will help decarbonise the global economy.

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

Health and safety are key considerations for all maritime organisations, in particular, for those operating in remote locations or where extreme weather conditions may put workforces at greater risk. With COVID-19 here to stay for the foreseeable future, it is vital that shipping organisations consider both the short and long term safeguarding measures, which are required to protect their workers at sea. COVID-19 management plans Establishing safe working conditions and providing onboard expert medical care has always been of paramount importance but, now, effective COVID-19 management plans have also become essential in creating safe working environments and, importantly, in keeping them operational when personnel contract COVID-19. In these circumstances, controlling the spread of infection remains mission critical and for companies, like RMI In these circumstances, controlling the spread of infection remains mission critical and for companies, like Remote Medical International (RMI), which provides health and medical support to teams, operating in remote or hard to reach locations, the need for COVID testing services has resulted in rapid scale up and business diversification. Early on during the COVID-19 pandemic, the world learned that many symptoms presented by an individual had the potential to be a positive case. This knowledge was used to respond to clients’ needs, in order to get employees back to work safely, as quickly as possible. COVID pre-mobilisation testing The sharp rise in demand for testing has resulted in an upscale of COVID pre-mobilisation testing at ports and harbours, for teams heading offshore, on-site COVID-19 audits, and virtual consultancy for remote teams. This shift in demand means that over 25% of the business is now COVID-19 related. Over two years, RMI’s medical experts have helped various shipping organisations on screening programmes that are tailored to their current needs. Their global presence and team of over 200 highly qualified medics, means they are well set to provide assistance services 24/7, with telemedicine support, case management and security services, adding to a one-stop-shop for all global medical and risk management requirements. One of the key concerns of shipping organisations has been how to manage a potential outbreak of COVID-19 offshore, and RMI has seen a variety of new demands imposed on personnel, who await embarkment at UK ports, for activities in the North Sea. In 2020, RMI began to work closely with a leading independent oil and gas company, to mitigate the spread of COVID-19 offshore. Ad-hoc testing for personnel embarking and travelling offshore Initially, RMI issued ad-hoc testing to personnel, who were due to embark and travel offshore Initially, RMI issued ad-hoc testing to personnel, who were due to embark and travel offshore. Crews were ranked by risk and then tested as a matter of priority: personnel would stay in a local hotel, awaiting the results of their test and if negative, would soon travel offshore. However, very quickly, the need for ad-hoc testing progressed into the requirement for regular daily testing, not made any easier by the complications of sending thousands of staff offshore weekly during a pandemic. RMI medics and shipping staff combine The hotel facilities were, therefore, expanded and in total, over 18,695 personnel were tested. RMI’s medics, already highly trained and qualified, had to adapt quickly to the novel protocols required, when providing a rapid point of care PCR test, delivering 80 to 90 tests a day within an eight-hour window meant that there was no room for error. In this way, the collaboration of RMI’s medics with shipping staff under increasingly challenging conditions ultimately protected lives and ensured smooth running of shipping operations. Rise in demand for COVID-19 risk audits As the COVID-19 pandemic progresses and with undoubtedly more variants to come, there is an increase in demand for COVID-19 risk audits, which can really help shipping companies to ensure their operations, stay on track. For example, RMI conducted a robust risk assessment on the impact of COVID-19 on employees living at sea and working offshore in Equatorial Guinea. COVID-19 has made it very challenging to find good medical staff for work – the demand has been far higher than the supply at times, during the past year. RMI sets a very high bar and is committed to only employing the very best, as they have a reputation to protect, as well as the lives of the people that their medics are there to support. This role particularly suits ex-combat medics, who are looking to use their skills in a different setting and in this case, RMI selected and sent out only the very best to Equatorial Guinea. Their experienced medical auditor, who had just returned from working in Afghanistan, was deployed to document the potential risks at the airport, during their 10-day quarantine in-country, and throughout their assignment offshore. RMI’s audits designed to cover all bases Remote Medical International’s audits are designed to ensure that all bases are covered Remote Medical International’s audits are designed to ensure that all bases are covered. For this project, each location was broken down by levels of risk and included recommendations on how to prevent a possible COVID-19 infection. Each assessment included the level of probability for infection, as well as how to best prevent it, such as always wearing a mask, or limiting access to certain communal areas. Following the audit, our recommendations consisted of overarching actions that would ultimately prioritise the health and safety of the offshore employees.  This included the implementation of a COVID-19 surveillance testing program for facility workers at the quarantine site, establishing a more structured COVID-19 testing programme, creating a training programme to support service staff, and the safest ways to provide services to employees onboard. RMI delivers critical support in vital and diverse ways It really is the case that no matter how remote the location or vessel, RMI can deliver critical support in vital and diverse ways. One of their recent operations has seen them provide emergency medical advice to US government owned and operated ships and units, located throughout the world, via the company’s topside assistance service, meaning that no crew is ever alone. The medical providers onboard could contact the Global Coordination Centre, at any time and be connected to a physician for medical advice within mere minutes. This type of remote support is what can enable crucial operations to continue all year round, despite the COVID-19 pandemic and RMI hopes to support many more, as they navigate these turbulent times.

When I recently read about OceanXplorers, Disney Plus' new series about heroic scientists researching the world of the deep, I was excited—not least for my kids—and quietly dismayed. Our society needs to do for the ocean what Carl Sagan and Neil DeGrasse Tyson did for outer space: familiarise ourselves, get excited, engage and connect. That said, NASA's funding is $22.6 billion, and NOAA received roughly one-quarter of that at $5.4 billion. A decent amount of people reading this may not even know what NOAA is. At the risk of alienating the reader, let me point out that I love NASA. Facing severe resource constraints on Earth, we must explore outer space both for humanity and science.  Efforts to save the ocean But it appears that the majority of the human population, if not located on a coast, treats the ocean as something nice to visit and beautiful to look at (which it is) instead of a critical part of the planet. If ocean exploration, conservation, and protection efforts are best known as edutainment, we're in serious trouble. We're at war for our lives and need to approach the problem accordingly because when things get too hot, I guarantee a spaceship won't save us all.  The problems that kill us More CO2 means less oxygen, bleached coral reefs, suffocated ocean species, and violent weather People like to make war references in daily conversation. The war on drugs. The war on guns. The war with my waistline. You can go to war with anything these days. I don’t use that term loosely, considering I was a Navy SEAL officer for a time. Based on that experience, I intuitively understand that the risks that end up killing you are the ones you overlooked or minimised.  Minimising human-induced oceanic changes is one of those risks. The ocean is the planet's air conditioner, according to climate scientist Dr. Roberto Mera. Our advisor Dr. Dan Laffoley once said that the ocean is absorbing six atomic bombs' worth of energy every day. More CO2 means less oxygen, bleached coral reefs, suffocated ocean species (including the ones we eat), and an array of violent weather, from Katrina to the California wildfires.  Creating a force to be reckoned with What gives us life, in other words, is increasingly positioned to destroy us. We need to have grown-up conversations about the vast and precious resource that is the ocean. To go there, it helps to revisit warfare. I'm not talking about the damaging nonsense that involves sabotaging vessels or hurting people to save fish. I'm talking about network-centric warfare, a modern military theory in which the smart and rapid centralisation and decentralisation of information create a force to be reckoned with.  A complex problem Databases are disparate and incompatible, often filled with unsearchable, useless, aged data Like modern warfare, saving the ocean is a complex problem with a disaggregated group of stakeholders, some in competition, some helpful, depending on the day. People scream from the rooftops that we need to do something, but everyone’s doing it their way.  Oceanographers, entrepreneurs, climate scientists, marine biologists, conservationists, geologists, militaries, extraction businesses, telecommunications companies, pharma companies, etc., all have their sources of data. Databases are disparate and incompatible, often filled with unsearchable, useless, aged data.  A murky struggle Collaboration and partnerships are very limited - and difficult. Conservation groups struggle to survive, subsidized by oil and gas scraps. Marine conservation enforcement entities generate their intelligence while simultaneously trying to combat illegal fishing and encroachment. The United Nations attempts to wrangle sovereign nations to contribute to the effort through Sustainable Development Goals but struggles with authority and cohesion. A network-centric approach  At war, we faced a mess of non-state actors, shifting alliances, misinformation, and ambiguous goals. We decentralised where we could and centralised where we had to. It was a way of mitigating risk while blanketing a complex problem set.  I see similar opportunities in the murky, complex, diverse group of stakeholders and competitors in ocean protection, conservation, and use. We can work to save it with a similar approach: 1) Identification, framing, and understanding “Traditional” analytical decision-making and planning methodologies often fall short In modern war, volatility, uncertainty, complexity, and ambiguity are constant conditions. “Traditional” analytical decision-making and planning methodologies often fall short. Successful parties fanatically focus on finding the real problem(s), labour to put them into context, and work towards a full understanding of a problem set. This often means garnering multiple different perspectives on the issues, in an attempt to saturate the party within the fullness of the problem. Through that saturation, teams come to a workable initial solution almost intuitively—and then refine from there. Ocean stakeholders need to adopt a similar mindset, and fanaticism, around understanding multiple different perspectives instead of retreating into their separate ideological camps. And yes, this will require die-hard ocean conservationists to speak frequently and find common ground with die-hard ocean resource extraction personnel, and vice-versa. 2) Intelligence fusion cells Become obsessed with the intake of disparate datasets, a fusion of those data, and distributing the most relevant data to a wide stakeholder base. In the war, this meant standing up intelligence fusion cells that ingested data from a staggering amount of sources, vetted it, organised it, added context and guidance, and distributed it to the problem-solvers who needed it—in real-time, all the time. Decentralised and autonomous Ocean protection and conservation entities need to remain decentralised and autonomous Ocean protection and conservation entities need to remain decentralised and autonomous due to geographic dispersion. We can, however, create a central clearinghouse for ocean data to empower and enable those decentralised units.   For example, a cloud-based, UN-level entity could act as an ocean intelligence fusion cell. The mission of the entity could be something like: “to balance ocean conservation and human needs across time for the sustainability of Earth.”  Ocean stakeholder entities This common information platform would be permanently staffed by a rotating group of cross-functional ocean SMEs: conservationists, scientists, and yes, resource extraction personnel from arenas such as commercial fishing, marine mining, oil and gas, offshore wind, etc. Ocean stakeholder entities could apply for membership, be vetted by the fusion cell’s security group, commit to a membership charter, and be eligible to receive fast, accurate, applicable, and actionable intelligence as it becomes available.   3) Smart autonomy At war, the action was not prescribed from on high. Most ‘ top-down’ transmission consisted of information and context. Commanders trusted their subordinates to solve problems quickly and autonomously with fast, good information.  Ocean fusion cells would provide data and information creating better future decision-making Similarly, our ocean fusion cell would provide data and information from whatever activity was conducted to monitor for second-and third-order effects, creating better future decision-making. After-action reviews and post-mortems from ocean activities would be widely socialised via the platform, ensuring lessons learned were both captured and distributed to enable learning from past mistakes.  This approach requires an investment of time, money, and humans. But it would be transformational concerning the clarity a diverse set of stakeholders would have on ocean activities. And clarity, especially in a war, is utterly priceless. The time is now The time has come to apply the principles of network-centric warfare to the ocean. Five years ago, the requisite compute, AI power, and data collection capabilities for a data fusion entity powered by a massive central data platform didn't exist. Today it does. For the first time in humanity, we can gain a holistic understanding of the ocean, and the entire Earth. The technological advances came just in time. Let's use them. 

U.S. President Joe Biden has signed an Executive Order aimed at shoring up the cybersecurity of U.S. ports, a move fuelled by mounting concerns about the vulnerability of this critical infrastructure to cyberattacks. This initiative marks a significant shift in policy, empowering key agencies and outlining concrete actions to bolster defences. By empowering key agencies, establishing clear standards, and fostering collaboration, the initiative aims to strengthen U.S. ports against the evolving threat of cyberattacks, safeguarding the nation's maritime economy and national security. Expanded authority for DHS The core of the Executive Order lies in granting the Department of Homeland Security (DHS) and the Coast Guard expanded authority to address maritime cyber threats. DHS gains the power to directly tackle these challenges, while the Coast Guard receives specific tools: Mandating Action: The Coast Guard can now compel vessels and waterfront facilities to address cyber vulnerabilities that endanger safety. This proactive approach aims to prevent incidents before they occur. Enhanced Visibility: Mandatory reporting of any cyber threats or incidents targeting ports and harbours becomes mandatory. This real-time information sharing allows for swifter response and mitigation efforts. Control and Inspection: The Coast Guard gains the authority to restrict the movement of vessels suspected of posing cyber threats. Additionally, inspections of vessels and facilities deemed risky can be conducted. Mandatory cybersecurity standards Furthermore, the initiative emphasises the importance of collaboration and information sharing Beyond these broad powers, the Executive Order establishes foundational elements for improved cybersecurity. Mandatory cybersecurity standards will be implemented for U.S. ports' networks and systems, ensuring a baseline level of protection across the board. This standardisation aims to eliminate weak links in the chain and prevent attackers from exploiting individual vulnerabilities. Furthermore, the initiative emphasises the importance of collaboration and information sharing. Mandatory reporting of cyber incidents fosters transparency and allows government agencies and private sector partners to work together in mitigating threats. Additionally, the Executive Order encourages increased information sharing among all stakeholders, facilitating a unified response to potential attacks. Risk management strategies To address specific concerns, the Coast Guard will issue a Maritime Security Directive targeting operators of Chinese-manufactured ship-to-shore cranes. This directive outlines risk management strategies to address identified vulnerabilities in these critical pieces of port infrastructure. The long-term success of this initiative hinges on effective implementation. The Executive Order encourages investment in research and development for innovative cybersecurity solutions, recognising the need for continuous improvement and adaptation to evolving threats. Recognising the urgency of cyber threats Some concerns exist regarding the potential burden of yielding with new rules for less port operators The initiative has been met with widespread support from port authorities, industry stakeholders, and cybersecurity experts who recognise the urgency of addressing cyber threats. However, some concerns exist regarding the potential burden of complying with new regulations for smaller port operators. Effective communication, resource allocation, and collaboration between all stakeholders will be crucial in ensuring the successful implementation of this comprehensive plan. “This Executive Order is a positive move that will give the U.S. Coast Guard (USCG) additional authority to enhance cybersecurity within the marine transportation system and respond to cyber incidents,” comments Josh Kolleda, practice director, Transport at NCC Group a cybersecurity consulting firm. The more impactful and noteworthy piece is the associated Notice of Proposed Rulemaking (NPRM) from the USCG on “Cybersecurity in the Marine Transportation System,” adds Kolleda. Portions of the proposed rulemaking look similar to the Transportation Security Administration (TSA) Security Directive for the rail industry and the Emergency Amendment for the aviation industry. Coordinating with TSA on lessons learned The focus here is on the PRC because nearly 80% of cranes operated at U.S. ports are manufactured The USCG should be coordinating with TSA on lessons learned and incorporating them into additional guidance to stakeholders and processes to review plans and overall compliance, says Kolleda. “At first glance, the NPRM provides a great roadmap to increase cybersecurity posture across the various stakeholders, but it underestimates the cost to private companies in meeting the requirements, particularly in areas such as penetration testing,” says Kolleda. “It is unclear if or how the federal government will provide support for compliance efforts. As this seems to be an unfunded mandate, many private companies will opt for the bare minimum in compliance.” “Cyber espionage and threats have been reported by the Director of National Intelligence from multiple nation-states including China, Russia, and Iran,” adds Paul Kingsbury, principal security consultant & North America Maritime Lead at NCC Group. The focus here is on the People’s Republic of China (PRC) because nearly 80% of cranes operated at U.S. ports are manufactured there, he says. Minimum cyber security requirements “The state-sponsored cyber actors’ goal is to disrupt critical functions by deploying destructive malware resulting in disruption to the U.S. supply chain,” says Kingsbury. “These threat actors do not only originate in China or other nation-states but also include advanced persistent threats (APTs) operated by criminal syndicates seeking financial gain from such disruptions. The threat actors don’t care where the crane was manufactured, but rather seek targets with limited protections and defences. The minimum cyber security requirements outlined within the NPRM should be adopted by all crane operators and all cranes, regardless of where they are manufactured.” Kingsbury adds: “The pioneering risk outlined in the briefing is that these cranes (PRC manufactured) are controlled, serviced, and programmed from remote locations in China. While this is a valid concern and should be assessed, there are certainly instances where PRC-manufactured cranes do not have control systems manufactured in PRC. For example, there are situations in MTS facilities where older cranes have been retrofitted with control systems of EU or Japanese origin.” Monitoring wireless threats “The Biden Administration’s recent Executive Order is a critical step forward in protecting U.S. ports from cyberattacks and securing America’s supply chains,” says Dr. Brett Walkenhorst, CTO at Bastille, a wireless threat intelligence technology company. “To ensure proper defense against malicious actors accessing port-side networks, attention must also be paid to common wireless vulnerabilities. Attacks leveraging Wi-Fi, Bluetooth, and IoT protocols may be used to access authorised infrastructure including IT and OT systems. Monitoring such wireless threats is an important element in a comprehensive approach to upgrading the defences of our nation’s critical infrastructure.”

Procurement processes in the boatbuilding industry are not conducive to innovation. The flow of money to boatbuilders occurs when the boats are delivered, several years after a contract is awarded. This pattern puts all the emphasis on delivering the product, not on making it a better product. Consultative environment The U.S. Navy favours more innovation when it comes to boatbuilding, but it is difficult to achieve in the existing environment. Current economics and processes discourage innovation. Any inventiveness happens outside the dominant flow of business and money. What’s missing is a consultative environment where technology development could thrive. Even if the Navy (or another customer) wanted to invest to develop technology, there is no available mechanism for them to do so. Accelerator for Innovation in the Maritime Ecosystem The impetus for one boatbuilder is to create an organisaton to enable ideation, collaboration, cross-pollination In a nutshell, the impetus for one boatbuilder is to create an organisaton to enable ideation, collaboration, cross-pollination, and integration among maritime industry peers to accelerate industry innovation. The organisaton is called the Accelerator for Innovation in the Maritime Ecosystem (AIME). It is being launched by Ocean Craft Marine, a builder of purpose-built rigid hull inflatable boats and other maritime solutions for the military and professional sectors. The company is leading the charge to obtain more than a quarter-billion dollars to invest in the industry’s first independent maritime innovation laboratory over the next 10 years. Marine technology “The U.S. Navy wants innovation and realises they are behind in developing marine technology,” says Jo Stapleton, Director of Sales and Marketing for the Americas Region for Ocean Craft Marine. “The United States is not the leader in innovation.” “Equipment on the boats needs to work together; the elements need to interact; electronic equipment should interoperate,” Stapleton adds. “The industry’s job is to get together on this and accelerate innovation, so the Navy has a resource to help them.”  Night vision cameras For example, currently, night vision cameras and searchlights operate separately on a boat and do not communicate.  With each system operating independently, boat designs miss out on the advantages of deploying integrated systems. The U.S. Navy is just one customer, but an important one that provides the model of how other entities operate worldwide.  Technology development It will provide resources to promote innovation in boatbuilding and create a mechanism for the U.S. Navy AIME is conceived as an independent industry organisaton, in which multiple companies will cooperate and contribute. It will create a mechanism for the industry to come together under one umbrella to share and promote technology development, says Stapleton. As a public-private partnership, it will provide resources to promote innovation in boatbuilding and create a mechanism for the U.S. Navy (and other customers) to invest in research projects related to technology innovation. Innovation in boatbuilding More research and development (R&D) funds will promote more innovation in the maritime industry. In effect, AIME will provide a mechanism to enable the U.S. Navy and other customers to interact with technology in the maritime industry in a more meaningful way. “Boat builders have been [previously] deprived of innovation because the focus has been on the product,” says Roy Nourha, CEO of Ocean Craft Marine. Rather than customers having to go to boating shows to evaluate new technologies, “we are putting it under one umbrella,” says Nourha. Benefits of AIME The benefits of AIME will be fast innovation integration, shortened delivery times, shortened design iteration and testing, and better responsiveness to end-user requirements. It will give the maritime industry a place to experiment, learn and grow together faster than any company could do on its own. All products, services, and ideas will be dictated by each customer's needs. Autonomous and submersible technologies Full transparency will enable maritime competitors to cooperate comfortably on research projects Initial projects for AIME will likely be related to high-profile industry trends such as hybrid-drive, amphibious, autonomous, and submersible technologies. Located in Annapolis, Md., AIME seeks to open research and testing facilities in the next six months and expects to collaborate with universities focused on innovation in the maritime environment. Full transparency will enable maritime competitors to cooperate comfortably on research projects, placing competitive issues aside. “We will work on the joint venture to pool expertise and to be transparent,” says Stapleton. “We will open up what we do to the rest of the industry.” Ocean Craft Marine Ocean Craft Marine operates in 80 countries and on three different continents, with locations in the United States, UAE, and New Zealand. Creating AIME is a natural extension of Ocean Craft Marine’s focus on being a consultative organisaton, providing a 360-degree approach to meeting customer needs. “We know there is a speed called neutral, and we know how to stop and listen,” says Nourha. AIME takes the next step and will serve the government and professional boatbuilding industry in the same way that the National Marine Manufacturers Association (NMMA) serves the leisure boat industry. MARSEC/RBX Conference AIME is open to all maritime companies, from technology suppliers to naval architects to boat builders Ocean Craft Marine announced the creation of AIME at the MARSEC/RBX Conference in May 2022 in Virginia Beach, Va. Immediate response from other industry players was encouraging. AIME is open to all maritime companies, from technology suppliers to naval architects to service companies to boat builders. The organisaton is in the process of launching and welcomes any participation from industry players. In the coming months, the structure will be finalised, and a board of directors empaneled. Access global opportunities The organisaton’s initial emphasis will be on the small boat category, where Ocean Craft Marine plays. However, the name of the organisaton is intentionally broad and encompasses any type of maritime equipment. Participants and board members ultimately will guide how the organisaton evolves.  As an international organisaton, AIME will enable participating companies in the U.S. to access global opportunities, while providing a possible point of entry into the U.S. market for international companies. 

The Jones Act, also known as the Merchant Marine Act of 1920, has been in the news recently, both as an element in the supply chain muddle and related to the U.S. ban on Russian oil and gas. The Jones Act requires that ships operating between ports in the United States of America be constructed in the U.S., fly the U.S. flag, be owned by U.S. citizens, and be crewed only by U.S. citizens and U.S. permanent residents. The Jones Act The law was introduced by Senator Wesley Jones (R-Wash.) and became effective in June of 1920. It was established to create a secure network of American vessels, after the German navy sank U.S. ships during World War I. The Jones Act was created to protect the U.S. shipping industry, but today is sometimes seen as an outdated law that disrupts supply chains. Perversely, the law encourages dependence on foreign oil. It is seen as an impediment to the current effort to end the flow of Russian oil and gas into the United States of America. Exemption for the U.S. Defense Department The act is seen as protectionist and has hindered trade negotiations with other countries There is a Jones Act exemption for the U.S. Defense Department, which can waive the requirement and allow foreign-built ships to operate in U.S. waters for national-security reasons. Language in the National Defense Authorization Act in 2021 enables the Defense Department to waive Jones Act compliance, in the interest of national defence, in order ‘to address an immediate adverse effect on military operations.’ Non-DOD agencies, including the Department of Homeland Security, do not have the same leeway. The act is seen as protectionist and has hindered trade negotiations with other countries, and relaxing it would provide leverage for future trade negotiations. Act restricts access to goods in the U.S. The Jones Act has impacted recent current events and restricted access to goods in the U.S. For example, the law restricted the ability of the U.S. State of New England to buy energy from U.S. suppliers, when a polar vortex forced Americans to spend hundreds of millions of dollars more on natural gas from other countries. No ships capable of transporting liquid natural gas are built in the United States of America. A waiver was considered, but it was never granted and got bogged down in politics. ‘Jones-capable’ ocean fleet has reduced In effect, the Jones Act requires most U.S. freight to travel over land, even though water shipping would be less expensive. The ‘Jones-capable’ ocean fleet has decreased to only 95 ships. The U.S. State of Hawaii requested a temporary one-year waiver of the Jones Act In wake of the executive order to block Russian oil imports, the U.S. State of Hawaii requested a temporary one-year waiver of the Jones Act. The island state previously bought as much as a third of its oil from Russia. Hawaii’s only refinery announced it will suspend purchase of Russian crude oil, which supports the need for the one-year waiver. The U.S. Virgin Islands already have a permanent Jones Act waiver. Another example is Puerto Rico, whose shipments of goods to and from the U.S. mainland is limited by the need to use expensive protected ships, rather than opening the routes to global competition. A temporary waiver, granted after the deadly Hurricane Maria devastated the island, has expired with no expectation of a continuation. Eliminating the Jones Act could lower fuel costs Eliminating the Jones Act could lower fuel costs to the public, curb American reliance on foreign oil and gas imports, and encourage the domestic shipping industry to compete with foreign vessels, say proponents of eliminating the law. Several bills in the U.S. Congress propose to loosen the Jones Act and/or to exempt foreign-flagged ships, if they meet other requirements on labour, cargo, the environment, and trade. Relaxing restrictions on shipping between U.S. ports would also help the domestic steel industry and any business that manufactures heavy goods or those transported in a container. However, the law restricts issuance of waivers, which have been issued over the years mostly in the face of natural disasters, for example. Not enough ships to install and maintain turbines Offshore wind energy projects are also delayed, because there are not enough specialised ships to install and maintain turbines. Defenders of the Jones Act say it is critical to U.S. military strategy, which relies on a shipyard industrial base (which the law encourages), to support national defence.

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.

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.

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.

Cochin Shipyard Limited (CSL), the premier shipbuilding and ship repair company in India, has delivered the 10th Electric Hybrid 100 Pax Water Metro Ferry BY 125 to Kochi Water Metro. The occasion was marked by the Delivery Protocol Signing ceremony held at CSL, in the presence of Directors of KMRL and CSL, along with senior officials from KMRL, CSL, DNV, and IRS. Shri. Harikrishnan S, Chief General Manager - CSL, and Shri. Shaji P Jananardhanan, Chief General Manager - KMRL, signed the protocol document on behalf of their respective organisations. Both organisations worked closely towards the successful completion of this project, which contributes significantly to the sustainable development and modernisation of water transportation in Kochi, India. Electric Hybrid 100 Pax Water Metro Ferry BY 125 The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel designed to provide efficient, eco-friendly, and convenient transportation options for the residents and visitors of Kochi. With a focus on sustainability and environmental responsibility, this ferry is equipped with electric hybrid technology, ensuring reduced emissions and minimised environmental impact. CSL and KMRL partner to advance India’s maritime capabilities By achieving the milestone of delivering the 10th Water Metro Ferry, CSL and KMRL have demonstrated their commitment to advancing the Nation's maritime capabilities, while prioritising eco-conscious transportation solutions. The collaboration between the two esteemed organisations is a testament to the potential for excellence within the Indian shipbuilding industry. CSL and KMRL officials conveyed their gratitude to all stakeholders, including DNV and IRS, for their support and partnership on the project.

Universal and equitable access to drinking water and adequate sanitation and hygiene services, as well as the improvement of water quality at a global level, are part of the Sustainable Development Goals of the 2030 Agenda for Sustainable Development, but they have also become part of a daily problem in many parts of the planet. Ingeteam, with its Indar submersible pumps and motors designed and manufactured in Beasain, Spain, contributes to solve part of this problem; and among the numerous applications for which the submersible pumps and motors are intended are desalination plants. Indar submersible pumps and motors installed In this context, the six pumps and their corresponding submersible motors have been installed in the desalination plants of Alicante I and San Pedro del Pinatar I, both belonging to the Commonwealth of the Taibilla Canals, and their main task will be to take the water to be desalinated from the sea and discharge it as drinking water to the primary water network of the region, which in the summer period has more than 3 million inhabitants. The desalination plants and their operation The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain The Alicante I desalination plant is located in Aguamarga, in the municipality of Alicante, Spain. It has a maximum production of 57,500 m³ of water per day and the treated water is fed into the New Alicante Canal (enlarged in 2006). In this installation, 2 Indar pumps manufactured by Ingeteam have been implemented with their respective motors. These water collection units will work in coastal vertical wells which usually have a high variability of water level. Seawater desalination plant using Ingeteam technology The second seawater desalination plant using Ingeteam technology is called San Pedro de Pinatar 1. It is designed to produce and supply the Commonwealth with a daily volume of up to 65,000 m³ of drinking water. The plant is located in the El Mojón area, near the Salinas and Arenales de San Pedro del Pinatar, in the Region of Murcia, Spain. The new units supplied will replace the 4 identical units supplied by the company in 2003. Stainless steel units supplied The 6 units for these desalination plants have been supplied to Ingeteam’s distributor, Juan Azcue, S.A., and are made of stainless steel, which is highly resistant to corrosion in aggressive environments, such as salinity, humidity, and acid or alkaline media. Both plants take the water from the vicinity and then proceed to its treatment. Thus, the process includes a seawater pretreatment that guarantees its optimal conditions (physical and chemical); desalination as such, which is carried out by means of membrane racks; and finally, a seawater post-treatment that guarantees compliance with the criteria established for water for human consumption by the regulations in force.

Spire Global, Inc. (‘Spire’ or ‘the Company’), a global provider of space-based data, analytics and space services, was selected by ESP Logistics Technology (‘ESP’), an internationally renowned company in supply chain productivity and sustainability, to provide wind data through its weather conditions API and real-time automatic identification system (AIS) vessel-tracking data. In the intricate supply chain industry, even the slightest disruption can lead to significant challenges and delays. This has led to a US$ 3.4 billion inventory optimisation, logistics, and visualisation and reporting market. ESP picks Spire’s comprehensive weather conditions API ESP also is utilising Spire’s AIS data to provide its clients with real-time tracking of their ships ESP Logistics Technology (ESP) has chosen Spire’s comprehensive weather conditions API to provide their helicopter customers with immediate, accurate wind data to make operational flight decisions. ESP also is utilising Spire’s AIS data to provide its clients with real-time tracking of their ships and estimated time of arrival at their destination, based on historical data of ships travelling similar routes. Enhancing supply chain efficiency “At ESP, we are committed to enhancing supply chain efficiency and ensuring our clients’ operations run smoothly,” said Jonathan Rosenthal, the Chief Executive Officer (CEO) of ESP, adding “With accurate wind data, our helicopter customers can optimise their flight operations, while real-time ship-tracking enables us to proactively manage deliveries, reducing delays and enhancing overall productivity.” He adds, “This collaboration with Spire reinforces our dedication to providing top-notch services and empowers us to make informed decisions in the face of the increasingly complex supply chain.”