Crews

Maritime digital training solutions provider Blue Orange Wave is proud to announce it has won the Crew Connect Global Award for Training and Safety at Sea.  The award is presented to a company, individual or team who have implemented significant technical, procedural, or operational improvements pioneering to reduction of risk to human life and cargo at sea. Some 21 companies were nominated in this category, with 5 making it to the finals – and Blue Orange Wave coming out on top. Vessel familiarisation  Professional jury set the Training and Safety at Sea Award as a mark of a project that the Blue Orange Wave The professional jury designated the Training and Safety at Sea Award as a result of a project that Blue Orange Wave ran with Holland America Line (HAL). Founder Capt. Tim Lodder says: “The project was about implementing a new way of vessel familiarisation for crew." Immersive VR eLearning solution Lodder added: "With Edumersive, our immersive VR eLearning solution, new hires can now explore their future assigned ship, learn vital safety protocols, and practice emergency scenarios - anytime, anywhere, on any mobile device.” Interestingly, it was Crew Connect Global 2023 that brought about last year’s ClassNK Certification for Maritime Training Excellence for the company’s Edumersive Software. Origins This project ran close to Tim’s heart: "Holland America Line was the first seagoing career stop on my maritime journey." "It was this company that taught me the importance of fun in learning, training in realistic environments to effectively increase knowledge retention, practical reproduction, and last but not least - gain ownership back on knowledge as an asset and return to accessible development. In a way it put me on my track to starting Blue Orange Wave!” Innovating digital training models Founded in 2018, Blue Orange Wave aims to make shipping and cruising safer, while having fun on the job. “After my time at sea and experiencing both the benefits of good training and the risks of bad training, it was a natural next step for me to develop Blue Orange Wave in order to combine my operational knowledge and expertise with developing and innovating digital training models and content, simulations, and e-learnings,” says Capt. Tim Lodder, who worked for years on seagoing passenger vessels, and also on large scale projects that focused on training innovation and improvement. Digital solutions The use of virtual reality in safety training by several flag state authorities around the world Examples are developing the STCW 2010 Manila Amendments national safety training standard in the Netherlands, and acceptation of the use of virtual reality in safety training by several flag state authorities around the world.  “We always try to make our digital solutions stand out in user-friendliness and flexibility. That way you can create tailored proprietary content; users can access, analyse, learn and train in ways that promote better performance across the industry in an easy and enjoyable way.” Training technology So what does this technology do? With a high turnover of crew members annually, it’s not an insignificant job to train new crew members and update all maritime personnel. Not only does this take time, but it’s also a costly affair. Blue Orange Wave’s solution is a virtual reality e-learning tool that crew members can use anywhere, anytime, on their smartphones, tablets, VR goggles and computers. This enables them to learn any topic related to training at sea.  Future seafarers  Trainers create agendas with academic details and practical work settings for future seafarers Onboarding crews take time; with this software training time can be reduced. Much of the training can be done from home, which eliminates the need to have crews out on a ship far in advance. With a 360° virtual reality camera, crew are able to immerse themselves in the onboard experience anywhere. The software is fully customisable and proprietary to the trainer, no third party involvement is needed. Trainers can create programs with theoretical knowledge and practical work environments for future seafarers to follow. Blue Orange Wave’s solution For those that don’t have access to the internet, that’s ok too. The program is fully downloadable and doesn’t require the internet to function, even with the VR component. By utilising Blue Orange Wave’s solution, crew are already familiar with the vessel and equipment before they even come onboard. Next up for Blue Orange Wave is to make the system even more accessible, including the improvement to better connect through a single sign-on connection to any possible learning management system in the market. Tim says: “The honour of this award drives us to do more for the seafarer and companies that want to improve realism in training. A big thanks to HAL and our team for reaching this amazing milestone!”

DM Consulting and Syncrolift AS, global pioneers in drydocking technology, are urging shipyards to adopt modern innovations to enhance speed, safety, and cost-efficiency in vessel drydocking. With many shipyards still relying on outdated 20th-century methods, DM Consulting and Syncrolift emphasize that embracing new technologies is essential for shipyards in highly regulated regions to remain competitive internationally. By combining forces, DM Consulting and Syncrolift aim to bring advanced drydocking solutions to the North American market, helping shipyards leverage automation, improved methods, and advanced materials to meet regulatory standards and reduce risks. Speed, safety, reliability, and costs Shipyards should take advantage of the technological advances that are available to this industry. In recent years there have been several exciting developments that show great promise to improve the speed, safety, reliability, and costs of drydocking techniques. Shipyards Stuck in the 20th Century, the latest innovations available allow shipyards to be more competitive in the maritime industry. By comparison, frenzied adoption of modern technologies has permeated nearly all industries in this modern age, but one industry that remains relatively unchanged by new advances is the drydocking industry. New advances in drydocking "Highly regulated countries can only compete in drydocking by embracing technology." "Automation, improved methods, and better materials are essential to enhancing speed, safety, and cost-efficiency, allowing shipyards to stay competitive in the global maritime industry." Levels of regulations Shipyards will forgo these changes for the more familiar options, which hinders dry dock and drydocking In drydocking, vessels are handled and supported out of the water, which puts the vessel at risk for damage. This is a large liability, and so changing procedures, or testing new supports is putting a lot at risk. Shipyards will forgo these changes for the more familiar options, which hinders dry dock and drydocking technological advancements, leaving the drydocking industry with 20th-century technology. The urgency to take on these modern technologies has to do with the current state of international affairs. Countries with higher levels of regulations are losing work to countries without regulations. Safer evolutions for vessel and crew Regulations result in safer evolutions for the vessel and the crew, although they also drive up costs. For example, cleaning and painting the hull of a vessel can require a trained union worker with mandatory breaks, scaffolding, shrouding, and more. Without regulations, poorly trained hourly employees can achieve a similar result with just a ladder -but it is not as safe, the labor is not paid as fairly, and the ecological damage is completely ignored. Automation and improved methods The only way for highly regulated countries to compete is with the use of technology. Automation, improved methods, and better materials are examples. It is time to start thinking smarter.  DM Consulting and Syncrolift AS are the world's pioneers in drydocking technology. The two companies are going to combine forces to better service the North American market.

Ahlsell Sverige AB has entered into an agreement to acquire all shares in Inseco AB. Inseco provides industrial fastening products and services for the engineering industry as well as the power and energy sectors. Industrial fastening products Through this acquisition, Ahlsell strengthens its offering in industrial fastening, gaining increased expertise, a broader product range, various VMI (Vendor Managed Inventory) solutions and enhanced availability in a new geographic area. Additionally, Ahlsell expands its market position and can offer an even more comprehensive service in fastening to industrial customers. Inseco AB has twelve employees and generates an annual revenue of approximately 50 MSEK. The company is based in Söderhamn, where it has its warehouse and office. The acquisition is expected to be completed in December 2024.

Ulstein is proud to announce the successful delivery of the Construction Service Operation Vessel (CSOV) Olympic Notos to the Olympics. This state-of-the-art vessel marks a significant milestone in maritime innovation and excellence.  “As a result of the findings from her sister ship, Olympic Boreas, the shipping company states that the vessels "operate with close to a 50% reduction in fuel consumption compared to other sailing CSOVs." Olympic Notos The Olympic Notos is designed to meet the highest safety, efficiency, and environmental sustainability standards. Equipped with the latest technology, she is poised to support a wide range of offshore operations, ensuring optimal performance and reliability. "At the Olympics, we are fully committed to meeting the climate goals set out in the Paris Agreement, and the Olympic Notos is a vital step in that direction," says Stig Remøy, CEO of Olympic. Sustainability and operational efficiency "This vessel showcases our dedication to reducing emissions and promoting sustainability through cutting-edge technology and innovative design." "By investing in such advancements, we’re not only enhancing operational efficiency but also making a meaningful contribution to a cleaner, greener future for the offshore industry." Quality and innovation Representatives from both companies attended the delivery ceremony, held at Ulstein’s shipyard “We are excited to deliver the Olympic Notos to Olympic,” says Gunvor Ulstein, CEO of Ulstein. “This vessel represents our commitment to quality and innovation in the maritime industry. We are confident that she will serve Olympic well." Representatives from both companies attended the delivery ceremony, held at Ulstein’s shipyard, Ulstein Verft. The event celebrated the collaborative efforts and dedication that brought this project to fruition. 3 goals Reducing emissions, maximising operability, and increasing comfort When Olympic turned to Ulstein for the development of two CSOVs, their goal was threefold: They wanted to set a new maritime standard by reducing the vessels' total emissions, maximising the operability, and increasing the comfort of their crew and clients. The first vessel, Olympic Boreas, was delivered in July 2024, two years after the signing of the shipbuilding contract. "The process with Ulstein started with considering various options and the effect of different setups before deciding on the final power setup," explains Glenn Erik Valø, Chief Commercial Officer, Olympic. Regenerate energy "When it comes to the carbon footprint of these vessels, we looked at the placement of the propellers, the use of batteries and permanent magnet technology, and variable speed generators. We even regenerate energy from the gangway system and heat exchange systems." Ulstein Power & Control, in collaboration with other Ulstein companies, developed an advanced hybrid power and control system. Equipped with sophisticated control algorithms, it ensures energy production within the sweet spot of efficiency. X-CONNECT automation platform Each component and control strategy was meticulously chosen, tested, and integrated into a seamless solution Each component and control strategy was meticulously chosen, tested, and integrated into a seamless solution managed by the robust X-CONNECT automation platform. “We focused on minimising fuel consumption and environmental impact. From design to integration, we remained committed to optimal power and energy utilisation. The resulting efficiency and consumption figures have surpassed our expectations, delivering outstanding performance levels,” says Senior Engineer – System Architect Geir Haddal at Ulstein Power & Control. 4-wheel-drive-system "When we sat down and started working with Ulstein, we were quite fascinated by the TWIN X-STERN concept and how it allows for an optimum placement of thrusters fore and aft," states Valø. "By utilising this '4-wheel-drive-system', we gain increased efficiency and operability at sea." The TWIN X-STERN concept explained "The way the vessel is designed, including the hull shape and the placement of the propellers, allows for very good seakeeping and station-keeping capabilities. This, together with the gangway system and 3D crane from leading suppliers, we believe we have pushed the boundary for operability, all within safe and efficient offshore operations." "Comfort levels are key to fully rested crews and clients, enabling them to be ready for their missions. By creating large open public spaces and smaller facilities for people to enjoy their time off, we believe we have created the perfect environment away from home." Documented: Close to a 50% fuel reduction Glenn Erik Valø is very pleased with the operational results, "These are the world's most fuel-efficient CSOVs." "We have now seen these vessels in operation and can prove close to a 50% reduction in fuel consumption compared to other sailing CSOVs. Olympic and the maritime cluster once again prove that we can turn brilliant ideas into industry-leading vessels." Top-tier accommodations The crew is eagerly anticipating taking the Olympic Notos out to sea. Kim Kopperstad, the vessel's master, states, "It has been a privilege to collaborate with Ulstein and their suppliers in creating this exceptional vessel." "The Olympic Notos combines cutting-edge technology with top-tier accommodations, making it highly functional and a pleasure to work on. I'm looking forward to many successful missions aboard her."

ABB has secured an order with the shipbuilding company - All American Marine to supply a hybrid-electric propulsion system for the new ocean sampling catamaran for the Orange County Sanitation District (OC San) in California. In addition to the comprehensive scope of technologies, All American Marine will draw on ABB’s extensive expertise in the supply, engineering, and systems integration of hybrid-electric vessels. The vessel is expected to be delivered to OC San in 2027. 19.2–metre vessel The 19.2–metre (63-foot) vessel has been designed to support OC San’s Ocean Monitoring Program which has run for over 40 years in support of wastewater collection, treatment, disposal, and recycling services for 2.6 million residents in the county. The program, which operates around 90 days each year, verifies that the ocean remains safe for swimming, marine life, and fisheries. Decarbonisation of maritime The vessel will be built to meet California Air Resources Board’s annual equivalence requirements The ABB hybrid-electric propulsion system on board the new vessel will support OC San’s commitment to environmental stewardship, while also aligning with ABB’s efforts in supporting the decarbonisation of maritime operations. The vessel will be built to meet California Air Resources Board’s annual equivalence requirements for Zero-Emission Capable Hybrid Vessels, which mandate that at least 30 percent of total annual power must come from zero-emission power sources. Vessel optimisation "This project represents a significant new investment by OC San in protecting public health and the environment, and has also been designed with sustainability at its heart," said Ron Wille, President & COO of All American Marine. He adds, "We are delighted to work with ABB, whose hybrid-electric propulsion system will help optimise the vessel in a safe and energy-efficient manner." Hybrid-electric propulsion technology "We are pleased to collaborate with All American Marine on this new ocean sampling vessel," said Drew Orvieto, Head of Sales, Marine Systems, US at ABB Marine & Ports. Drew Orvieto adds, "Our hybrid-electric propulsion technology is an ideal choice for a broad range of vessel types, including environmental monitoring and research vessels. ABB takes great pride in working together with vessel operators and shipyards in the United States and around the world looking to decarbonise their operations."

ABS Wavesight has partnered with Noble Corporation, an offshore drilling contractor, to revolutionise its recordkeeping practices by adopting ABS Wavesight eLogs™ electronic logbooks on its entire fleet of offshore assets. This collaboration marks a major milestone for the offshore adoption of ABS Wavesight eLogs, a secure digital solution that succeeds paper logbooks, bringing a new dimension to compliance management in the maritime and offshore sectors. ABS Wavesight eLogs ABS Wavesight eLogs offers a comprehensive and streamlined approach to recordkeeping for both the maritime and offshore industries. The secure digital platform replaces traditional paper logbooks, delivering a more efficient, reliable, and user-friendly solution for record management. ABS Wavesight eLogs enables accurate and real-time data capture and helps overcome risks By leveraging advanced technologies, such as cloud computing, ABS Wavesight eLogs enables accurate and real-time data capture and helps overcome risks associated with inaccurate and incomplete data and lost logbooks. Advanced digital solutions "We are proud to be at the forefront of innovation in the offshore sector with the adoption of eLogs by Noble," said Staci Satterwhite, CEO of ABS Wavesight. Staci Satterwhite adds, "This collaboration underscores the growing demand and need for advanced digital solutions that improve efficiency, safety, and compliance, all while providing cost savings." Efficiency and accuracy "We are excited to adopt ABS Wavesight eLogs to help us further digitalise recordkeeping on our assets. This has been a welcomed change from the crews offshore with an increase in efficiency and accuracy," said Ben Sherwood, Supervisor of Marine Compliance and Inspection of Noble. Ben Sherwood adds, "We are estimating a possible reduction in error rate of 46 percent in just a single logbook using this platform." Performance and safety In addition to Noble’s adoption, ABS Wavesight eLogs has recently received flag State recognition from Brazil, further solidifying the company’s position and compliance with offshore regulations. This recognition underscores ABS Wavesight's commitment to working closely with regulatory authorities to support the highest standards of performance and safety in the industry.

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

Demand for ammonia is being transformed by the energy transition. Until recently used as an input for fertiliser and chemical products, new markets for green and blue ammonia are emerging, replacing fossil energy in power generation, steel production and marine fuel. Today some 200m tonnes per annum of ammonia is produced worldwide with 20m tpa transported in LPG carriers. The scale of the emerging and potential demand will see these figures rise; how quickly this can be achieved will determine its take-up as a shipping fuel. New or evolving technology The interest in ammonia stems both from its ‘zero emissions’ when used as fuel and because its production isn’t dependent on biogenic carbon sources. As the global economy transitions away from fossil-based fuels, biogenic carbon – from captured CO2, electrolysis and even waste sources – will be subject to increasing competition from other consumers. Shipyards around the world are considering the advantages that operating on ammonia may provide Accordingly, owners, operators, designers, and shipyards around the world are considering the advantages that operating on ammonia may provide. However, when considering any new or evolving technology, it is important to have a clear understanding of not only the benefits, but the challenges that may be involved. Challenges of ammonia bunkering Biogenic carbon will increasingly replace fossil-based carbon in many of the products in use today in industry and consumer goods. Competition from the energy and aviation sectors will inevitably lead to increased prices but production capacity will need to come from industrial sources rather than biomass harvested for this purpose. ABS has produced a Technical and Operational Advisory on Ammonia Bunkering in response to the need for better understanding by members of the maritime industry. It is intended to provide guidance on the technical and operational challenges of ammonia bunkering, both from the bunker vessel’s perspective (or land-side source) and from the receiving vessel’s perspective. Managing emissions Particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions The carbon emissions from the combustion of ammonia are associated with and dependent on the type and amount of pilot fuel used. The use of biofuel as pilot fuel may further reduce the emissions. In addition, the emissions of sulphur dioxide, heavy metals, hydrocarbons, and polycyclic aromatic hydrocarbons (PAHs) drop to zero (or near zero, depending on the pilot fuel used); and particulate matters (PM) are also substantially reduced compared to conventional fossil fuels. However, particular attention needs to be paid to the potential presence of ammonia slip, N2O or NOx emissions, due to the imperfect combustion of ammonia and the use of pilot fuels. These emissions will need to be kept as low as possible by further adjustment and development of the engine technology or using an on-board exhaust gas treatment technology. Currently, hydrogen for ammonia production is typically produced by means of steam methane reforming (SMR) or autothermal reforming (ATR) of natural gas (grey ammonia). If the CO2 emissions from the process of converting natural gas are captured and stored, the ammonia is typically referred to as ‘blue’. Production of blue ammonia Moreover, the production of blue ammonia retains a dependency on fossil fuels. Therefore, ‘green ammonia’, which is produced from hydrogen made from renewable energy sources (green hydrogen), is generally considered to be the end-solution for decarbonisation which leads to a sustainable fuel cycle, while blue ammonia is seen to have an intermediate role. The potential well-to-wake GHG emissions of green ammonia are estimated to be around 91% lower than for grey ammonia, and 85% lower than HFO and MGO. The grey ammonia production network is already well established and global, ensuring easier accessibility across major ports worldwide. Infrastructure and regulation Specific requirements for ammonia bunkering are under discussion by all marine stakeholders This will help green ammonia become readily available for bunkering and distribution once sufficient production and infrastructure are in place. On the other hand, when compared with liquid hydrogen or LNG which can be stored at temperatures of −253°C and −162°C, respectively, liquid ammonia can be stored and transported at −33°C near atmospheric pressure, which allows for easier adaptation of existing fuel infrastructure on ships and at ports. While specific requirements for ammonia bunkering are under discussion by all marine stakeholders, the requirements for shipping ammonia as cargo, including loading and unloading operations, have been established in the marine industry and are covered by the IMO International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) and incorporated in the ABS Rules for Building and Classing Marine Vessels Part 5C Chapter 8 “Vessels Intended to Carry Liquefied Gases in Bulk”.  For the use of ammonia as bunker fuel, all segments of the marine industry (including IMO, Class Societies, Port Authorities, and industry agencies) are working to develop requirements and procedures specific to ammonia bunkering operations. Refer to the section “Regulatory Organisation” of this Advisory for the current activities of each marine industry segment.  Bunkering Options Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels There are three main methods of bunkering ammonia to ships. Truck-to-ship is the process of transferring ammonia from trucks or truck trailers to a receiving vessel using ammonia as fuel. Typically, the tanks on the truck are pressurised and store ammonia at ambient temperature. To increase bunker capacity and transfer rates, a manifold may be used to connect several trucks simultaneously to supply the receiving vessel. Truck-to-ship transfer operations may provide greater operational flexibility, but at the same time could induce operational restrictions and limitations by the local Authority. Ship-to-ship bunkering is the most popular mode for transferring fuel to ocean-going vessels, such as container ships, tankers, and bulk carriers, which require large fuel capacities and greater quantities of fuel to be bunkered. Terminal-to-ship bunkering transfers ammonia from an ammonia storage terminal pipeline connected to receiving vessels via a hose assembly or loading arm. Ammonia Safety Ammonia is toxic and reacts violently and explosively with oxidising gases such as chlorine, bromine, acids, and other halogens. When ammonia is inhaled, swallowed or absorbed via skin contact, it reacts with water in the body, producing ammonium hydroxide. Due to these toxicity issues, ammonia is classified as a hazardous substance, with the level and time of exposure being controlled by several national standards.  The level of competency needed for each task depends on the role and duties of the individual A combination of both training and operational experience is key to developing the required competencies for ammonia bunkering operations. The level of competency needed for each task depends on the role and responsibilities of the individual. Therefore, the training may vary from person to person. Seafarers on board ships using ammonia fuel should have completed training to attain the abilities that are appropriate to the capacity to be filled, and duties and responsibilities to be taken up. The master, officers, ratings and other personnel on ships using ammonia fuel should be trained and qualified in accordance with regulation V/3 of the STCW Convention and section A-V/3 of the STCW Code, taking into account the specific hazards of ammonia used as fuel. Ship-specific training  Ship-specific training is to be reviewed and approved by governing regulatory authorities. The IGF Code provides detailed training requirements for ships that use gases or other low-flashpoint fuels. Ships under the jurisdiction of flag administrations signatory to SOLAS should ensure that seafarers should have the specified certificates of proficiency and the administration shall approve courses and issue endorsements indicating completion of the qualification. All crew must be provided with and be made aware of the emergency procedures and must be trained in any roles and responsibilities they may have. Training, drills and exercises to prepare crews for emergencies are to be provided. Lessons learned from past operations should be incorporated to improve emergency procedures. Procedures should cover all scenarios specific to the ship, type of incident, equipment, and associated areas.

Seafaring is often deemed a ‘risky occupation’ when it comes to both physical and mental health, involving highly demanding work alongside long working hours, often poor social support, and extended periods at sea. In the Sailors Society’s recent 2022 Cadet Report, they found 57% of Generation Z, those born between 1996-2010, cadets from around the world had submitted scores suggesting anxiety, and that most believed loneliness would be the main cause of any mental health issues they faced. 79.5% also said their choice of shipping company would depend on how it treats seafarers.  Seafarer well-being The need for improved seafarer well-being has led to the UK government’s allocation of £2.4 million for projects supporting seafarers’ mental health, maritime skills, diversity, and careers. This investment has been made following the Maritime 2050 report, which highlights that the high incidence of mental health conditions is primarily due to the pressures, nature, and isolation of working at sea and suggests changing technology be utilised to improve sea connectivity. Is LEO services the solution? Satellites have been imperative for both operational and welfare services, in addition to positioning and navigation Satellites have enabled communications at sea for over 50 years. They have been imperative for both operational and welfare services, in addition to positioning and navigation. Generally, communications for major maritime platforms have been provided by Geosynchronous Orbit (GEO) satellites, delivering a “broadband” style service from a few Kbps to multiple Mbps. However, Low Earth Orbit (LEO) satellites are not a new proposition. Early LEO satellites, such as the Soviet Sputnik 1 launched in 1957, provided low single-digit Kbps, while more recent Iridium NEXT satellites provide hundreds of Kbps of resilient service.  New services Thanks to significant investments in ‘broadband’ high throughput LEO satellites, new services offering ‘fibre-like’ high-speed low-latency connectivity of about 100 Mbps have become available. These services enable high throughput at a reasonable cost and, if configured as part of a hybrid solution, allow for operational and welfare services to be separated. This protects welfare services for seafarers, offering more access to services like messaging and video communications, streaming platforms, and gaming. The importance of on-board connectivity  The surge in demand for LEO connectivity reflects growing expectations from seafarers, and better awareness from employers, around social well-being. With long periods of separation from families and friends and work that often involves high-risk situations, seafaring can lead to a combination of anxiety, stress, and isolation. A lack of access to mental health support services can contribute to depression and increases seafarers’ risk of unhealthy coping strategies resulting in serious personnel issues and retention difficulties. Addressing communication issue The survey highlighted that 63% would consider moving to another shipping company that offered better connectivity The seafarers’ trade union, Nautilus International, further demonstrated the importance of connectivity in 2017 when it published a survey showing that 80% of its members considered communications the second most important integral collective bargaining issue. It also highlighted that almost two-thirds (63%) would consider moving to another shipping company that offered better connectivity.  Need for LEO services These demands have since been exacerbated. The COVID-19 pandemic saw many seafarers facing longer periods of isolation due to imposed restrictions and extended contracts, made worse for those unable to call or message their loved ones. Generation Z crews have also grown up accustomed to having instant access to connectivity and can be reluctant to accept a job that takes this away. Together, these forces have pushed the need for LEO services to the forefront of maritime considerations, as a viable solution that meets welfare and operational needs. The benefits of LEO services  LEO services offer high throughput connectivity combined with low latency, allowing crew members to access Wi-Fi and download speeds similar to those provided by home broadband. This, in turn, provides numerous benefits for physical and mental well-being: Real-time communication: Personnel can stay in touch with their loved ones and support networks while at sea, helping to reduce feelings of isolation and loneliness. Mental health support: Improved access to support services allows crew members to connect with mental health professionals and receive support for conditions like depression, anxiety, and PTS. Enhanced safety: Better connectivity allows for real-time tracking and the monitoring of location, weather data, and emergency response services, which can help prevent accidents and ensure quick response times in the event of an emergency. Remote monitoring of seafarers' health and well-being through wearable technology can also be used to monitor vital signs and detect early indications of health issues. Training: LEO services provide potential for crews to engage in virtual training, which is especially useful in cases where members are at sea for extended periods. On-demand access to training resources allows crew members to develop their skills and knowledge at sea, encouraging career advancement. Virtual training also helps establish best practices that promote onboard safety.  Overcome risks with a hybrid strategy The combination of LEO and VSAT services allows large quantities of data to be exchanged at broadband speeds Relying solely on LEO satellites is a risky strategy, putting operational priorities in conflict with crew welfare, as using data for one negatively impacts the data available to the other. To avoid this, LEO services can be paired with a guaranteed VSAT solution offering a committed information rate (CIR), to ensure mission-critical operations are not compromised and to protect the high-throughput connectivity most suited to provide well-being support services. The combination of LEO and VSAT services allows large quantities of data to be exchanged at broadband speeds, and enables real-time communications and remote monitoring for operational matters, all without affecting crew services.  The key to choosing the right hybrid solution A vessel and the needs of its crew members must be considered before choosing a service. For instance, maritime operators need to consider whether they require a solution with built-in access to ports, as some network operators don’t manage regulatory access. Using such a solution in ports without pre-approval can lead to significant consequences. They also need to think about the operational conditions, ensuring their equipment has been built to withstand the environments it will be used in. Additionally, a CIR is crucial for most professional-grade operations, ensuring connectivity for operational and welfare purposes is never compromised.  Resilience, support, and assurance Emerging LEO constellations provide new options for maritime operators that enable operational efficiencies When delivered with the right resilience, support, and assurance and fused with a network service that guarantees connectivity emerging LEO constellations provide new options for maritime operators that enable operational efficiencies, increased safety, and security, greatly improved on-board morale, and support longer-term retention. This means they can invest in both their crew and long-term planning. Safety and career advancement Officers and crew will be able to see that they are working for an employer that cares about their welfare. Contact with home will only be restricted when operational tasks dictate, rather than because the vessel doesn’t have the bandwidth.  Seafarers will also have the ability to catch up on entertainment, access social media, video and voice calling, and remote training that promotes safety and career advancement. 

Offshore wind farms are a major component of the future of clean energy, and the share of electricity generated by offshore wind turbines will increase as the global community works to minimise carbon emissions to achieve net zero by 2050. Current expectations for the vast expansion of energy production from offshore wind farms may lead to environmental impacts and ecological risks to marine ecosystems. Maritime consequences The increase in offshore wind farms will also have broad consequences for the maritime industry. Building, operating, and maintaining the wind farm facilities offer a lucrative new stream of revenue for shipbuilders and maritime equipment manufacturers. Government subsidies or tax breaks to support the domestic shipbuilding industry, particularly related to offshore wind projects, can reduce costs for shipbuilders and increase profit margins. With around 40% of the world's population living within 60 miles of the ocean, offshore wind farms enable the location of a clean energy source close to where it is needed most. Shipyards key to offshore wind farm projects  The added expense of building the specialised vehicles can increase profit margins Shipyards take center stage and employ their technical prowess to ensure offshore wind farm structures are assembled safely and efficiently in demanding maritime environments. Specialised vessels and complex engineering will drive construction of the large projects over multi-year timespans. Technology innovation to achieve the mission will ensure shipyards have a competitive edge and attract premium contracts. Growing demand for specialised ships will provide a workload for shipyards. The added expense of building specialised vehicles can increase profit margins. Equipment used Equipment used for the installation of offshore wind farms includes wind turbine installation vessels (WTIV), which use powerful cranes to handle the heavy lifting of transporting and installing the massive wind turbines to the offshore location. There are also crew transfer vessels (CTV), and high-speed catamarans that ferry personnel and lighter equipment between the shore base and the wind farm site. For fixed-bottom wind farms, there are subsea rock installation vessels (SRIV), which precisely position and secure the heavy rock foundations on the seabed. Floating service operation vessels (SOVs) The growth of offshore wind farms presents an opportunity for shipbuilders to increase their profitability After offshore wind farms are installed, floating service operation vessels (SOVs) provide living quarters, workshops, and storage for spare parts and tools needed for ongoing maintenance of the turbines. Overall, the growth of offshore wind farms presents an opportunity for shipbuilders to increase their profitability through building specialised vessels, technology innovation, and potential government support.  Considering the impact on the maritime ecosystem  On the downside, there are unanswered questions about the impact of wind farms on the delicate balance of the maritime ecosystem. Will the new structures be destructive to marine life, or might they somehow help to improve the habitats and even offset the effects of climate change? It is likely that tall wind turbine structures, some reaching heights of more than 850 feet, will have some effect on the ocean environment. Reducing local wind speed, impacting the surrounding climate, and even causing disturbances in the water will likely affect marine life, although more research is needed to document the exact impact. Ecosystem-based approach More attention is needed to such concerns as offshore wind farm construction accelerates Might underground elements of offshore wind turbines provide “artificial reefs” that could enhance the environment for marine life?  There are gaps in scientific knowledge concerning how marine species and habitats may coexist alongside new devices and habitats. An ecosystem-based approach should ensure that the pressures of maritime activities do not compromise a resilient marine ecosystem and a healthy ocean. More attention is needed to such concerns as offshore wind farm construction accelerates. Exclusion zones Exclusion zones around offshore wind farms can restrict traditional fishing grounds, thus impacting the livelihoods of fishermen. Displacement of fishing vessels, particularly those using bottom trawling gear, may be necessary.  Shallow waters that support a rich variety of sea life also tend to be good locations for wind turbines. Some have suggested that wind farms could negatively impact the growth of phytoplankton, single-cell plants, and organisms that form the basis of the oceanic food chain. Collaboration and communication among stakeholders  New routes can add time and distance to journeys, thus impacting shipping costs Specialised vehicles needed for the construction and maintenance of wind farms can increase traffic in certain areas. Might the resulting underwater infrastructure and cabling needed for offshore wind farms require additional maneuvering and increase the complexity of maritime routes? New routes can add time and distance to journeys, thus impacting shipping costs. At the very least, high levels of collaboration and communication among stakeholders will be required to minimise the impact. Wind farm developers, energy experts, shipbuilders, shipping companies, insurers, and fishermen will need to cooperate through the planning and construction phases. Limited visibility Occupying a significant amount of sea area, wind turbines can reduce navigable space, particularly considering large vessels that require wider turn circles. Additional congestion may result, especially in areas with pre-existing heavy traffic.  Limited visibility due to fog or bad weather can aggravate the need to maneuver around the equipment, and sudden course changes can be risky.  Interfering radar signals Some wind turbine structures could interfere with radar signals used by ships, which requires new navigation procedures and a need to upgrade existing equipment. Solutions include locating wind farms away from heavily trafficked areas and establishing shipping lanes.  Also, spacing turbines strategically (and further apart) can leave more navigable channels for ships. Looking ahead, the impact of offshore wind farms should be weighed carefully. Monitoring existing wind farms and those being built can increase understanding of their broad impact. 

Millions of cargo containers are transported each year, and only a tiny fraction are lost at sea. However, the number of lost containers has increased in recent years, propelled by high-impact incidents that skewed the numbers upward. Factors impacting the higher number of lost containers include more violent weather events (due to global warming) and rough seas. Stresses on the global supply chain have led to higher numbers of containers loaded per ship and possibly less care being taken when securing them. Ships are getting larger, and containers are being stacked higher. Port congestion, a symptom of supply chain problems, is adding stresses that can cause human error. Poorly maintained equipment Circumstances impacting container losses also include rare events such as ship groundings, structural failures, and collisions. Damaged containers, worn-out constraints and poorly maintained equipment are other factors. Human error can include failure to follow guidelines, poor distribution of weight, cargo improperly packed, and human fatigue. Damaged containers, worn-out constraints and poorly maintained equipment are other factor According to the World Shipping Containers Lost at Sea Report for 2020-2021, the number of containers lost overboard represents less than one thousandth of 1% (0.001%) of the millions that are transported. However, in the last couple of years, the percentage (although remaining small) has increased by 18%. For example, the winter of 2021 saw an unusually high number of incidents — 3,113 container losses, many weather-related, compared to 779 in the previous period. Container shipping industry In all, during the period of the study, international liner carriers managed 6,300 ships to deliver $7 trillion in supplies inside approximately 241 million containers. Only a tiny few were lost. Losses of containers can range from a single container that is not mounted correctly to a major disaster in which an entire ship sinks. The average shipping container represents about $50,000 in value, which translates into millions of dollars lost at sea each year. Even so, the loss is negligible compared to the massive scale of the container shipping industry. There are also environmental considerations: Lost containers can add pollutants, including plastics, to the oceans. Shipping container losses Between 2008 and 2019, there was an average of 1,382 containers lost at sea each year Between 2008 and 2019, there was an average of 1,382 containers lost at sea each year. Skewing the average upward was a shipping accident in June 2013 in which the MOL Comfort broke in two and sank about 200 nautical miles off the coast of Yemen. Some 4,293 containers sank into the Indian Ocean. 2021 saw the largest spike in shipping container losses since 2013. Between November 2020 and April 2021, an estimated 3,000 containers were lost in the North Pacific in five incidents, double the annual average within a matter of weeks. Exceptional container losses Parametric rolling movement (PRM) has been a factor in some incidents with exceptional container losses that occurred during the winter season 2020-2021. The PRM phenomenon can cause a ship to roll at extreme angles of up to 30-40 degrees The PRM phenomenon can cause a ship to roll at extreme angles of up to 30-40 degrees or more and may in extreme cases lead to capsizing of the vessel. PRM mainly affects modern container vessels and car carriers that have hull forms with flared fore and aft decks. Rolling motion can cause containers to break free from their lashings and be tossed overboard. The ONE Apus ship lost more than 1,800 containers during a storm in the Pacific Ocean northwest of Hawaii in November 2020. Just a couple months later, the Maersk Essen lost 689 containers overboard during a routine voyage from China to Los Angeles. In the Maersk event, an investigation determined that heavy rolling was most likely a result of parametric rolling. Modern container ships The loss of containers and their impact on the marine and coastal environments has raised public and political concerns about the safety and environmental impact of modern container ships. The three-year Top Tier project involves active participation of major stakeholders In response, the MARIN maritime institute’s Top Tier Joint Industry Project seeks to evaluate container securing processes and to improve regulations and practices to avoid such loss of containers at sea amid an increase in the size of deep-sea container ships over the past decades. The three-year Top Tier project involves active participation of major stakeholders, including the World Shipping Council and member lines. Phase 1 reviewed current practice and incidents and identified gaps. Container lashing equipment Phase 2, beginning in mid-2022, engaged six working groups to conduct detailed technical research and investigations. Phase 3 will combine the results into practical safety improvements and specific, actionable recommendations to reduce the risk of losing containers overboard. Improvements to the Safety of Life and Sea (SOLAS) convention have previously reduced risks of lost containers, including creation and communication of the Code of Practice for Packing of Cargo transport units (CTU Code) and ISO standards for container lashing equipment and corner castings.

Even in the waning days of the COVID pandemic, infectious diseases aboard cruise ships continue to be a cause for concern. Aggravating the challenge is a combination of crowded conditions, vulnerable (i.e., older) passengers, and the need for a fast turnaround once a ship is docked (thus providing limited time for sanitation protocols). While passengers tend to originate from affluent countries, where infection rates are low and vaccinations are common, crew members may come from developing companies where higher rates of infection are common and vaccinations are not. Disease exposure and transmission Disease exposure and transmission are worsened by the dense population and closed-in environment of cruise ships, and by shared activities among international passengers and crew. A specific risk is that a person may catch an infectious disease during a cruise voyage and then spread it to a vulnerable community upon their return (e.g., nursing homes). At the risk of infection are the 9 million or so passengers who board cruise ships from North American ports, about half of which embark from a Florida port. Healthcare quality  Although there are some accepted guidelines and best practices, how they are implemented can vary In its post-pandemic revival, the cruise industry is seeing higher capacity; the average cruise ship carries 3,000 passengers and 1,500 crew members. The quality of healthcare on cruise ships varies widely, and there are no international regulations that ensure high-quality care. Although there are some accepted guidelines and best practices, how they are implemented can vary from one cruise line to the next. Compliance standards and guidelines  The Cruise Line International Association (CLIA) sets compliance standards among its member cruise lines, urging members to follow the “Health Care Guidelines for Cruise Ship Medical Facilities” developed by the American College of Emergency Physicians (ACEP) Section on Cruise Ship and Maritime Medicine. The guidelines address issues such as medical facility design, staff qualifications, diagnostic equipment, and availability of medicines. The guidelines address emergency care, not primary care or preventative services for crew members. Sanitation requirements  International Health Regulations address sanitation requirements. In the United States, the U.S. Coast Guard enforces maritime safety requirements, and the U.S. Centers for Disease Control and Prevention (CDC) regulate sanitation and public health on cruise ships. The Public Health Service Act authorises the U.S. Public Health Service to take action to prevent introducing, transmitting or spreading communicable diseases into the United States from a foreign country. Vessel Sanitation Program CDC requires carriers to report death and certain illnesses in arriving passengers and crew As the lead agency relating to communicable disease control at international ports of entry, the CDC requires carriers to report death and certain illnesses in arriving passengers and crew. The CDC established the Vessel Sanitation Program in 1976, surveilling gastrointestinal illnesses and investigating outbreaks on cruise ships. They also handle sanitation inspections in partnership with the cruise lines. Track and prevent communicable diseases  Historically, efforts to track communicable diseases in cruise ship environments have yielded early warnings of illness clusters that might otherwise have gone unnoticed. Examples include influenza, measles, rubella, varicella, meningococcal meningitis, hepatitis A, Legionnaire’s Disease, and respiratory and gastrointestinal illnesses. Although most authority regarding the regulation of international travel rests with the federal government, states can also help by providing recommendations and guidelines to improve communication and collaboration with the CDC and the cruise ship industry to strengthen prevention programmes.

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.”

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.

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.