Cyber security

Evidence that verifies the advantages of GravityVibe has been accumulating quickly since MacGregor introduced the augmented gravity self-unloading system to the market in February 2024. Developed to allow bulk carriers to deliver a wider variety of cargo in greater volume, GravityVibe eases the discharge of coarse materials from cargo holds. MacGregor’s decades-long experience MacGregor’s system can discharge various cargo types with slope angles of just 15–20 degrees In contrast with a standard gravity self-unloading configuration, where slope angles range from 35 to 60 degrees depending on the material, MacGregor’s system can discharge various cargo types with slope angles of just 15–20 degrees. The pioneering solution is the result of extensive research and development (R&D) that draws on MacGregor’s decades-long experience in self-unloader design and comprehensive knowledge of material characteristics. Its benefits have also been recognised by renowned third-party specialists in materials handling. Theoretical model of the system In upholding its commitment to quality and reliability, MacGregor has collaborated with various international institutions and organisations to verify GravityVibe’s feasibility in theoretical studies. In a simulation based on a theoretical model of the system, TUNRA – a wholly owned subsidiary of the University of Newcastle, Australia – found that GravityVibe functioned effectively with the three materials tested: wood chip, manufacturing sand, and gravel. How to minimise the transfer into the vessel’s hull structure In both studies, vibration and sound readings were comfortably within the class-defined threshold MacGregor later sought to ascertain the impact of the system’s vibrations and how to minimise their transfer into the vessel’s hull structure.  The company worked with pioneering international sub-suppliers, and separately with the KTH Royal Institute of Technology in Sweden, to conduct thorough vibration and sound analyses. In both studies, vibration and sound readings were comfortably within the class-defined threshold. Putting theory into practice MacGregor is now engaged in efforts to validate the system’s performance in practical analyses using a full-scale test rig in China. Already, the company has confirmed the findings of TUNRA, its sub-suppliers, and KTH: GravityVibe efficiently discharges wood chip, manufacturing sand, and gravel, while both vibration and sound levels fall far below the upper limits stipulated by class. Building on these encouraging results, MacGregor continues to validate GravityVibe’s performance in real-world tests. Efficient and reliable cargo discharge MacGregor continues to validate GravityVibe’s performance in real-world tests According to Mikael Hägglund, Sales Manager for General Cargo, the company has turned its attention to optimising the system based on data gathered from the test facility. “All the materials we have tested have flowed without any issues, so we know GravityVibe works, which is the first and most important step,” he says. “As our approach to R&D emphasises continuous improvement, we are now working to finetune the system’s performance by adjusting its parameters for even more efficient and reliable cargo discharge.” Customer-centric development While theoretical studies and extensive in-house testing are crucial aspects of MacGregor’s R&D process, the company also places great importance on customer demonstrations and feedback. “By discussing GravityVibe with our customers, showing them its functionality and inviting their input, we gain a deeper understanding of what matters most to their operations,” comments Tomas Wallin, Senior Product Owner, MacGregor. “Customer consultation plays an invaluable role in a product’s validation and optimisation while nurturing confidence among our target audience. It therefore helps us to prepare our systems for a successful market launch.” Automation and machine learning MacGregor’s objective is to enable the fully automated discharge of all kinds of bulk cargo Involving customers in the testing phase also enables MacGregor to establish parameters for the programmable logic controller and software on board the vessel, ensuring that GravityVibe executes the complete unloading process as smoothly and intelligently as possible. Ultimately, MacGregor’s objective is to enable the fully automated discharge of all kinds of bulk cargo. Critical to this aim is GravityVibe’s self-optimisation functionality. Extracting data from built-in sensors, the system ‘learns’ the characteristics of each material and adjusts its vibration frequency accordingly, achieving optimal flow regardless of the cargo being unloaded and without the need for human intervention. MacGregor GravityVibe’s performance As a result, the operator avoids overworking the system, which in turn minimises energy consumption as well as operating and maintenance costs. In the coming months, MacGregor intends to validate GravityVibe’s performance with a wider range of materials to identify any operational limitations, making technical adjustments and functional improvements as needed ahead of the system’s imminent market launch.

Brunvoll expands its product range of tunnel thrusters with its largest thruster to date. This is a response based on trends seen in the cruise industry, where they build larger and larger vessels.  The first delivery of this new size is for three cruise vessels, where each vessel will feature four tunnel thrusters. The contract is with an undisclosed shipyard and shipowner. Powerful propulsion Brunvoll’s delivery for the vessels consists of a total 12 tunnel thrusters of the new FU135-series. These thrusters will have a power output of 4.000 kW each and have a controllable pitch propeller with a diameter of 3.5 meters.  The tunnel thrusters will also be delivered with tunnel extensions cut to the hulls shape for easy installation and integration at the shipyard. The new FU135-series offers a wide power range, with a power output up to 5.100 kW dependent on use.  This new size of tunnel thruster has been developed based on trends in market with slightly larger cruise vessel and that Brunvoll sees continuous growth in the shipbuilding market for these types of units in the years to come. The cruise passenger levels have reached pre-COVID levels and are forecasted to grow with 11 percent annually until 2030.

As GPS jamming and spoofing incidents escalate across Europe, disrupting aviation and posing security risks, the maritime sector faces similar vulnerabilities that threaten global trade and safety. AST Networks, a pioneering provider of satellite communication solutions and marine electronics, warns that vessels relying on GPS for navigation are increasingly at risk and must seek advanced countermeasures to ensure operational integrity. The growing threat of GPS jamming and spoofing GPS jamming occurs when a device deliberately transmits signals on the same frequencies GPS jamming occurs when a device deliberately transmits signals on the same frequencies used by GPS satellites, effectively drowning out legitimate signals and rendering GPS receivers useless. Spoofing, on the other hand, is a more insidious threat involving transmitting false GPS signals to deceive receivers into believing they are at incorrect locations. Both tactics can severely disrupt maritime operations, leading to navigational errors, collisions, or even vessels straying into restricted or dangerous waters. How Russian-origin jamming has disrupted GPS signals? Recent reports highlight how Russian-origin jamming has disrupted GPS signals across European airspace, forcing aircraft to re-route and, in some cases, cancel flights. Whilst much attention has been given to the aviation industry, AST Networks emphasises that maritime operations are equally exposed. In high-risk regions, including the Baltic Sea and the Eastern Mediterranean, vessels navigating without back-up solutions are at heightened risk of being misled or rendered positionally blind. The consequences of this interference are far-reaching, affecting commercial shipping, fishing operations, offshore energy installations, and even search and rescue missions. Global navigation and security Vessels navigating without back-up solutions are at boosted risk of being misled or induced positionally blind “GPS interference is no longer just a theoretical risk; it is an active threat to global navigation and security,” said Lukasz Latosinski, GNSS expert at AST Networks. Lukasz Latosinski adds, “Jamming and spoofing attacks can deceive ships into believing they are on a safe course when in reality, they may be heading into hazardous waters or restricted areas. This puts cargo, crews, and even national security at stake.” A proven solution: The SAL SPU-200 AST Networks is an approved reseller of the SAL SPU-200, an advanced anti-jamming and anti-spoofing unit developed by SAL Navigation to safeguard maritime navigation. The system integrates multi-frequency GNSS protection with innovative signal authentication, ensuring that ships maintain accurate positioning, even in the presence of hostile interference. The SAL SPU-200 employs sophisticated interference mitigation techniques, allowing vessels to detect and reject deceptive signals in real-time. This is crucial in environments where GPS integrity is vital, such as congested shipping lanes, offshore oil and gas platforms, and defence operations. Game-changer for maritime security The system not only provides protection, but also enables ship operators to receive alerts The system not only provides protection, but also enables ship operators to receive alerts when interference is detected, allowing them to take immediate corrective action. “The SAL SPU-200 is a game-changer for maritime security,” said Lukasz Latosinski, adding “By providing real-time mitigation against spoofed signals and blocking jamming attempts, vessels can navigate with confidence even in contested environments.” The call for greater awareness and preparedness With GPS disruption becoming a geopolitical tool, AST Networks urges maritime operations to act proactively by implementing resilient navigation technologies. Governments and regulatory bodies must also prioritise this issue to safeguard commercial and defence operations worldwide.  The increasing frequency and sophistication of these attacks highlight the urgent need for shipowners and fleet operators to incest in robust and reliable anti-jamming and anti-spoofing measures. Advanced GNSS protection solutions Traditional navigation methods can provide some level of redundancy, they are not fool proof Whilst traditional navigation methods, such as radar and inertial navigation, can provide some level of redundancy, they are not fool proof.  A multi-layered approach that includes advanced GNSS protection solutions like the SAL SPU-200 is essential for ensuring operational continuity and security. Resilience of maritime navigation systems As the threat landscape evolves, AST Networks remains committed to providing industry-pioneering solutions that enhance the resilience of maritime navigation systems.  The company continues to collaborate closely with partners, authorities, and vessel operators to ensure that ships remain safe and secure, regardless of the challenges posed by electronic warfare tactics.

When the Ballast Water Management (BWM) Convention came into force in 2004, it was in response to a crisis we couldn’t afford to ignore—one where invasive aquatic species, carried silently in ships’ ballast tanks, were devastating marine ecosystems. Now, two decades later, compliance with this environmental safeguard is no longer optional—and yet, as recent industry findings reveal, record-keeping failures account for 58% of compliance issues. That’s not a technology problem. That’s a documentation problem —one rooted deeply in data management practices and crew training, where small oversights lead to documentation issues, that may cascade into costly compliance failures. And that’s precisely where digital systems excel, guiding crews clearly to avoid mistakes in the first place. New ballast regulations At the IMO’s 82nd Marine Environment Protection Committee (MEPC 82), new ballast water record-keeping regulations were approved, coming into effect from 1 February 2025. These updates mark a significant tightening of documentation standards—and they could catch unprepared shipowners off guard if not acted on promptly. Why ballast water record-keeping is back in the spotlight These new updates aim to change that—and they’re stricter, smarter, and more detailed than before While MEPC 82 made headlines for advancing decarbonisation policies and ECAs in the Arctic and Norwegian Sea, it also honed in on ballast water—a topic that has quietly regained importance. The committee approved critical updates to how ballast water operations and ballast water management system (BWMS) maintenance are recorded.  The goal: Enhance transparency, reduce ambiguity, and reinforce environmental protection by making records more structured, traceable, and actionable. This renewed focus is both a warning and an opportunity. In recent years, too many Port State Control detentions and inspection delays have stemmed not from hardware failures, but from poorly maintained or unclear ballast water records. These new updates aim to change that—and they’re stricter, smarter, and more detailed than before. What’s changing: Bypass scenarios and maintenance logging The revised guidelines introduce two new scenarios for vessels dealing with challenging water quality (CWQ) in ports: Scenario 3: A reactive bypass of the BWMS due to unforeseen poor water quality. Scenario 4: A pre-emptive bypass based on anticipated CWQ conditions. These additions are essential for vessels operating globally, particularly those above 400GT. They ensure that alternative operations—like ballast water exchange plus treatment (BWE + BWT)—are clearly documented. Without accurate records, even legitimate actions can fall short of compliance. Ballast Water Management Plan and OEM manuals MEPC 82 also mandates that BWMS care procedures must now be recorded directly in BWRB MEPC 82 also mandates that BWMS maintenance procedures must now be recorded directly in the Ballast Water Record Book (BWRB), in line with the ship’s Ballast Water Management Plan and Original Equipment Manufacturer (OEM) manuals. Responsible crew members must sign off on these records, ensuring traceability and crew accountability. This step isn’t just regulatory housekeeping—it aligns ballast water maintenance with how other onboard systems are already tracked, from engines to emissions. It’s a logical, overdue move toward consistency across compliance. Paper or digital: The format dilemma While the BWRB can still be maintained on paper or electronically, the burden of new structured data fields and stricter reporting timelines will be felt most by those still tied to manual systems. Each additional layer of documentation increases the chance of human error—and with nearly 6 in 10 compliance failures already stemming from admin issues, that’s a risk many operators can’t afford. This is where digital solutions can offer real relief. At NAPA, we’ve already implemented the latest IMO guidelines into our electronic logbook, so crews can comply with MEPC.369(80) requirements out of the box. With ready-made entry templates and smart input validation, data entry is quick, accurate, and audit-ready. NAPA implemented the latest IMO guidelines into an electronic logbook. Better still, once updated, operators can apply for the BWM Convention Electronic Record Book Declaration from their flag—ensuring that compliance is recognised internationally under MEPC.372(80). Less admin, more assurance Electronic logbooks don’t just streamline compliance—they enable better decision-making. When connected to onboard systems, they automatically pull operational data into the BWRB, reducing manual work and error margins. This frees up the crew to focus on operations and safety, rather than paperwork. From a management perspective, real-time visibility into ballast operations and maintenance records helps shore teams stay ahead of inspections and identify potential compliance gaps early. One logbook, many regulations While ballast water is the focus today, it’s not the only regulation demanding attention While ballast water is the focus today, it’s not the only regulation demanding attention. At NAPA, we’ve designed our logbook to support a wide range of evolving compliance frameworks—including MARPOL, EU-ETS, EU-MRV, CII, and the Garbage Record Book. This unified approach removes silos, reduces duplicated effort, and gives operators a more holistic view of vessel performance and compliance. A smarter way forward With decarbonisation and environmental regulations shifting at breakneck pace, even the most experienced crews and fleet managers can struggle to stay up to date. That’s where technology has a crucial role to play—not to replace expertise, but to support it. At NAPA, we work closely with shipowners and operators to configure regulatory record book templates according to their fleet workflows and each vessel’s specific operational profile. This ensures accuracy, ease of use, and most importantly, continuous compliance—even as the rules keep changing. Because in today’s compliance landscape, staying ahead isn’t just about meeting the minimum. It’s about building systems that help you adapt, respond, and thrive. And that starts with getting the record-keeping and data management right.

The shipping industry is currently navigating a profound transformation driven by environmental concerns, new emissions targets, and evolving regulations. As vessel owners and operators seek to reduce emissions while remaining competitive, determining the right strategy has become increasingly complex. Factors such as alternative fuel availability, fluctuating prices, and an ever-expanding range of technological solutions have made decision-making anything but straightforward. Lack of motivation Regulations evolve, technologies persist to advance, and can differ greatly from port to port The complexity arises from the many moving parts of the industry. Regulations evolve, technologies continue to advance, and infrastructure can differ greatly from port to port. For vessel owners committed to reducing their environmental impact, the challenge isn’t a lack of motivation, it’s finding the most effective way to navigate the myriad of options available. Hybrid propulsion systems One method gaining traction is data-driven decision-making through digital modelling. Rather than making decisions based on guesswork, digital modelling allows owners and operators to create a detailed representation of a vessel and simulate the performance of different strategies or technologies over its lifetime. That way, they can ‘test’ these approaches before committing large investments—particularly useful when considering new fuels or hybrid propulsion systems that are still maturing. Decarbonisation Modelling Service Digital modelling accounts for variables such as vessel speed, power needs, and route patterns Digital modelling accounts for variables such as vessel speed, power needs, and route patterns, applying machine-learning algorithms to find the most promising design or retrofit. It can also show how ideas might evolve if regulations tighten, or new fuels become more practical. At Wärtsilä, our Decarbonisation Modelling Service is designed to guide shipowners and operators through this maze of choices. In developing this tool, we have observed that shipowners required more than an “off-the-shelf” solution. They needed insights based on their own operational data, combined with practical knowledge of costs and likely regulatory trends. Benefits of digital modelling One of the main benefits of digital modelling is its flexibility. Depending on an owner’s goals, whether that’s meeting today’s regulations or planning for future mandates, they can explore multiple options. A fleet operator might compare installing hybrid batteries versus retrofitting for LNG or consider alternative fuels such as ammonia and methanol, or carbon capture. These simulations can factor in fuel prices, available bunkering infrastructure, and even unexpected events like global supply chain disruptions or future carbon taxes. Ship’s actual operational profile At Wärtsilä we often liken digital modelling as the closest thing to a crystal ball At Wärtsilä we often liken digital modelling as the closest thing to a crystal ball. While it isn’t perfect, it significantly improves our ability to make informed decisions and maintain flexibility as market conditions or regulatory landscapes shift. Consider, for instance, a mid-sized container ship operating in Asia. The owner, eager to lower CO2 emissions, might be unsure whether to retrofit for LNG immediately or wait for ammonia infrastructure to mature. Using a digital model based on the ship’s actual operational profile, we can test both scenarios—evaluating fuel price trends, port facilities, and the vessel’s remaining service life. Adopt an interim strategy If the model indicates that an LNG retrofit offers a promising return on investment along with moderate emissions cuts, the decision becomes clearer. Alternatively, if the potential for ammonia becomes evident sooner, it might be wiser to adopt an interim strategy or consider dual-fuel engines. It’s important to recognise that decarbonisation is not merely a box-ticking exercise to meet current regulations; it is a dynamic, ongoing process. With tightening rules from bodies like the International Maritime Organization (IMO) and the EU on carbon intensity, and with cargo owners increasingly demanding transparency, the need for adaptive, data-driven solutions is more critical than ever. LNG with battery storage Others might make quick retrofits to comply with rules and plan for bigger upgrades later Another strength of data-driven decarbonisation is that it is not a one-off activity. As a vessel operates, new information becomes available. Owners can update their models to reflect these shifts, allowing for continuous refinement. This matters because what is optimal now may only be a temporary measure. Some operators use LNG with battery storage for a few years, then switch to next-generation fuels as they become viable. Others might make quick retrofits to comply with regulations and plan for bigger upgrades later. Raw data into actionable insights There is also a perception that gathering and interpreting data is too complex or costly. However, many modern vessels are already equipped with the necessary sensors and tracking systems, and analytics software has become more accessible. The real value lies in transforming raw data into actionable insights. Digital models not only help in planning for evolving market conditions but also enable us to visualise and execute long-term strategies. Portion of global CO2 emissions The real test is balancing environmental aims with retail realities and regulatory forces Shipping contributes a notable portion of global CO2 emissions, giving the industry strong financial and ethical reasons to embrace cleaner operations. The real test is balancing environmental aims with commercial realities and regulatory pressures. With mounting pressure from regulators, customers, and investors, now is an opportune time to adopt data-driven approaches. A continuously updated model provides a practical way to keep up with changes in the market and policy landscape. By integrating operational data, anticipating possible scenarios, and remaining open to new solutions, the maritime industry can cut emissions without sacrificing competitiveness. Shipowners and operators Shipping is an industry that operates on tight margins and these tools must deliver financial stability as well as ongoing compliance. Digital modelling is not just another technical tool; it’s a forward-looking process that helps shipowners and operators steer a confident course in uncertain waters. As more companies experiment with alternative fuels, hybrid propulsion, and emerging technologies, having a robust method for evaluating these options is absolutely essential.

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.

Ammonia is gaining traction as a future fuel in the maritime industry, primarily due to its potential to significantly reduce greenhouse gas emissions. A key driver for ammonia's interest is that it can be carbon-free when combusted, which aligns with the maritime industry's increasing pressure to meet emissions regulations. However, most ammonia production currently relies on fossil fuels. Transitioning to "green ammonia" production is crucial for sustainability. If "green ammonia" is produced using renewable energy sources, it offers a pathway to near-zero emissions shipping. Safety measures and regulations Ammonia’s volumetric energy density – higher than hydrogen – makes it more practical for onboard storage. However, ammonia is toxic, which requires stringent safety measures and regulations for handling and storage. The combustion of ammonia can produce nitrous oxide (N2O), a potent greenhouse gas. Therefore, mitigation technologies are needed. Building the necessary infrastructure for ammonia bunkering and supply will be a significant undertaking. Developing guidelines for safe use Ammonia is poised to play a significant role in the maritime industry's transition to a future The International Maritime Organization (IMO) is developing guidelines for the safe use of ammonia as a marine fuel. Increasing numbers of companies are investing in the development of ammonia-fueled vessels and technologies.   European Union (EU) legislation, such as the EU Emissions Trading System (ETS) and the FuelEU initiative to support decarbonisation, are pushing the maritime industry towards the use of alternative fuels, which is increasing the potential of ammonia. While challenges remain, ammonia is poised to play a significant role in the maritime industry's transition to a more sustainable future. Ongoing research and development   Ongoing research and development are focused on improving safety, reducing emissions, and scaling up production. In essence, ammonia offers a promising pathway for the maritime industry to reduce its carbon footprint, but its widespread adoption depends on overcoming technical and logistical challenges. Working toward the future of ammonia Progress is already happening as the maritime industry works toward a future that includes the use of ammonia as a fuel. For example, one project underway aims to be a pioneer in establishing a comprehensive and competitive supply chain to provide clean ammonia ship-to-ship bunkering in the U.S. West Coast. Progress is already occurring as the maritime industry works toward a future A feasibility study is being conducted at the Port of Oakland, Benicia, and nearby major ports on the U.S. West Coast. A Memorandum of Understanding (MOU) between American Bureau of Shipping, CALAMCO, Fleet Management Limited, Sumitomo Corp. and TOTE Services LLC is jointly conducting the feasibility study. "We are proud to share our industry-pioneering expertise in ammonia as a marine fuel to support this study on the U.S. West Coast,” said Panos Koutsourakis, Vice President of Global Sustainability at the American Bureau of Shipping. “Our expertise in developing safety guidelines will support the consortium to address the ammonia-specific set of safety and technology challenges.” More global ammonia developments In another development, three LPG/ammonia carrier ships have been ordered at the South Korean shipyard HD Hyundai Heavy Industries (HD HHI). Danish investment fund European Maritime Finance (EMF) and international shipping company Atlas Maritime have confirmed the order. HD HHI’s parent company, HD Korea Shipbuilding & Offshore Engineering (HD KSOE), revealed the order for $372 million in March 2024. The three 88,000 cubic-metre LPG dual-fuel carriers, capable of carrying and running on ammonia, are scheduled for delivery in December 2027. The vessels will be named EMF Viking I, II, and III. Also, Lloyd’s Register (LR) and Guangzhou Shipyard International have signed a joint development project to design the world’s largest very large ammonia carrier (VLAC). The design of the 100,000-cubic-metre vessel has been assessed in line with LR’s Structural Design Assessment and prescriptive analysis. The gas carrier will have an independent IMO Type B tank for safe carriage of the chemical. Zero-emissions operations The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe “As major economies look to co-fire ammonia in their coal power stations to reduce the CO2 footprint of their national energy mix, shipping will play a key role in distributing clean hydrogen-based commodities such as ammonia, thereby supporting nations to meet their Paris Agreement commitments," says LR's Chief Executive Nick Brown. Furthermore, a partnership of companies from Norway has ordered a pioneering short-sea cargo ship that will advance the industry’s ability to provide zero-emissions operations. The cargo ship, which will be 7,800 dwt, is designed to transport timber from Norway to Europe and will be the first to operate on ammonia and electricity. Amogy’s ammonia-to-electrical power system A start-up company focusing on ammonia-to-power technology, Amogy, demonstrated the first tugboat powered by its cracking technology just short of the fourth anniversary of the company’s launch. The trip of a 67-year-old tug along a tributary of New York State’s Hudson River is part of the company’s works to develop and commercialise its technology to decarbonise the most difficult industries. Amogy’s ammonia-to-electrical power system splits, or “cracks,” liquid ammonia into its base elements of hydrogen and nitrogen. The hydrogen is then funnelled into a fuel cell, generating the power for the vessel. Research points to the risks of ammonia The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel Today and in the future, ammonia, a main component of many fertilisers, can play a key role in a carbon-free fuel system as a convenient way to transport and store clean hydrogen. The chemical, made of hydrogen and nitrogen, can also be burned as a zero-carbon fuel. However, new research led by Princeton University scientists illustrates that even though it may not be a source of carbon pollution, ammonia's widespread use in the energy sector could pose a grave risk to the nitrogen cycle and climate without proper engineering precautions. Use of ammonia U.S. National Science Foundation (NSF)-supported research found that a mismanaged ammonia economy could ramp up emissions of nitrous oxide, a long-lived greenhouse gas around 300 times more potent than carbon dioxide and a major contributor to the thinning of the stratospheric ozone layer. The use of ammonia could lead to substantial emissions of nitrogen oxides, a class of pollutants that contribute to the formation of smog and acid rain. And it could directly leak fugitive ammonia emissions into the environment, forming air pollutants, impacting water quality and stressing ecosystems by disturbing the global nitrogen cycle. Negative impacts of an ammonia economy The researchers found that the potential negative impacts of an ammonia economy "We have great hope that ingenuity and engineering can help reduce our use of carbon-based energy sources," said Richard Yuretich, a program director in NSF's Division of Earth Sciences. "But caution is advised because of unintended environmental spillover effects that may result from new technology." The researchers found that the potential negative impacts of an ammonia economy may be minimised with proactive engineering practices, but the possibility of risks should not be taken lightly. Addressing an inconvenient reality As interest in hydrogen as a zero-carbon fuel has grown, so too has an inconvenient reality: It is notoriously difficult to store and transport over long distances, requiring storage at either temperatures below -253 degrees Celsius or at pressures as high as 700 times atmospheric pressure. Ammonia, on the other hand, is much easier to liquify, transport and store, and capable of being moved around similarly to tanks of propane. Nonetheless, the cycle of nitrogen is delicately balanced in Earth's critical zone, and extensive research must be undertaken to investigate the repercussions of ammonia combustion and to develop new methods to minimise the risks. Challenges of ammonia as a maritime fuel Here's a breakdown of the key challenges of using ammonia for maritime fuel:   Toxicity and Safety: For human health, ammonia is highly toxic, posing a serious risk to human health through inhalation or skin contact. This necessitates stringent safety protocols, advanced leak detection systems, and thorough crew training. Relating to the environment, leaks can also harm aquatic ecosystems, requiring robust containment and mitigation measures. Combustion Challenges: Ammonia's combustion characteristics are less favourable than traditional fuels, requiring modifications to engine design and potentially the use of pilot fuels. Emissions: Combustion can produce nitrogen oxides (NOx) and nitrous oxide (N2O), both of which are harmful pollutants. Mitigating these emissions is crucial. "Ammonia slip" is also a concern, in which unburnt ammonia is released. Infrastructure and Supply Chain: Establishing a global network of ammonia bunkering infrastructure is a massive undertaking, requiring significant investment and coordination. Scaling up "green ammonia" production, using renewable energy, is essential for its sustainability. This requires a robust and reliable supply chain. Storage: Ammonia has specific storage requirements, and onboard storage systems must be designed for safety and efficiency. International Standards Needed: Consistent and comprehensive international regulations and standards are needed for the safe handling, transportation, and use of ammonia as a marine fuel. While the IMO is developing Guidelines, complete and ratified rules are still needed. Economic challenges: "Green ammonia" is currently more expensive than traditional fuels, although costs are expected to decrease as production scales up. Significant investments are needed in research, development, and infrastructure to make ammonia a viable maritime fuel. Also, dedicated ammonia-fueled engines are still under heavy development, and do not have widespread availability. The path to commercialisation Overcoming the variety of technical and other obstacles will require collaboration among governments, industry stakeholders, and research institutions. The timeline for ammonia deployment in maritime applications is actively unfolding, with key milestones happening now and soon. 2025 marks the first trials of two-stroke, ammonia dual-fuel engines on oceangoing ships. Engine manufacturers like MAN Energy Solutions and WinGD are progressing with their engine development, with initial deliveries soon. These pilot projects are crucial for gathering real-world data and building confidence in ammonia as a marine fuel.   Development of comprehensive regulations As the maritime industry faces, ammonia is hoped to play a growing role in the fuel mix Gradual commercialisation will follow in the late-2020s as the technology matures and the infrastructure develops. The focus will be on refining engine technology, improving safety protocols, and establishing bunkering facilities in key ports. Wider adoption will likely follow in the 2030s, depending on factors such as the cost of green ammonia, the development of comprehensive regulations, and the expansion of the global supply chain. As the maritime industry faces increasing pressure to decarbonise, ammonia is expected to play a growing role in the fuel mix. Future of maritime It's likely that a combination of ammonia and other alternative fuels and technologies will be used in the future of maritime. Alternatives include methanol, liquid natural gas (LNG), hydrogen, biofuels, electric propulsion, and even nuclear power.  Ammonia is a strong contender, bit it faces stiff competition from other promising technologies. The maritime industry's transition to a sustainable future will likely involve a diverse mix of fuel solutions.

Trusted by more than 3,000 ships worldwide, NAPA’s Safety Solution software has promoted ship safety and operational efficiency for 35 years, working closely with customers. NAPA's solutions aim to positively impact the maritime industry by simplifying and streamlining onboard and shoreside operations through digitalisation, reducing errors and workload for seafarers, enhancing safety, and enabling more sustainable decision-making.  Paper-based system challenges “Historically, the maritime market has relied heavily on paperwork for various processes, including log-keeping, work permits, and regulatory reporting,” says Tommi Vihavainen, NAPA's Director of Development at Safety Solutions. “This reliance on paper-based systems led to numerous challenges, such as time-consuming administrative tasks, increased risk of errors, difficulty in data aggregation and sharing, and limited visibility for shoreside teams.”  Software and data services NAPA's software for ship design is used by over 90% of new vessels built by NAPA's customers NAPA provides software and data services for ship design and operations to enable a safer, more sustainable, and future-proof maritime industry. NAPA's software for ship design is used by over 90% of new vessels built by NAPA's customers and is considered the global de facto standard in shipbuilding.   NAPA's product line On the ship operations side, NAPA's product line includes NAPA Stability next-gen loading computer; NAPA Emergency Computer to provide clarity on ship vulnerability in critical moments; NAPA Permit to Work, which digitalises work permits and approval; and NAPA Fleet Intelligence, a cloud-based platform to enable shoreside teams to handle fleet safety, compliance, and optimisation. NAPA Logbook (along with the NAPA Status Board and Checklists) helps make electronic record-keeping, reporting, and compliance easy and error-free.   Digitisation “Digitisation has transformed the management of information and data onboard vessels by automating tasks, standardising formats, and enabling real-time data sharing between ship and shore,” adds Vihavainen. “This has led to significant improvements in efficiency, safety, and compliance.”  Efficiency, safety, and compliance Cloud-based platforms enable centralised data collection, allowing shoreside teams to monitor vessel operations For example, electronic logbooks automate data entry, reduce errors, and facilitate easy regulatory compliance. Digital work permit systems streamline approval processes, enhance communication, and provide real-time visibility into ongoing work, improving safety and inter-department coordination.  Cloud-based platforms enable centralised data collection, allowing shoreside teams to monitor vessel operations and performance, identify trends, and make informed decisions for optimised operations.  Proactive approach to safety at sea  Digital ship stability systems, like NAPA Stability, can enable a proactive approach to safety at sea by providing real-time monitoring and analysis of a ship's stability parameters – for both intact and damaged stability. They integrate with a 3D model of the ship, known as a digital twin, which is based on data and models used during the ship design process. “These systems continuously monitor stability data, such as the vessel's metacentric height, and provide alerts if any IMO-set stability and loading criteria are unmet,” says Vihavainen. Real-time awareness “This real-time awareness allows for early detection of potential risks and facilitates timely corrective actions to maintain stability and ship safety in all conditions." Additionally, these systems can simulate different scenarios and provide decision support to the crew and shoreside teams in case of emergencies, such as grounding or damage to the hull, allowing for a more informed and proactive response.  Cloud-based monitoring unlocks  By analysing this data, shoreside teams can identify trends, benchmark performance, and make decisions Cloud-based performance monitoring solutions can unlock new operational efficiencies in the maritime market by providing insights in real-time, as well as collecting historical data for later analysis. NAPA’s onboard solutions, for example, can collect data from various sources, like all logbook data, such as a deck, navigational data, stability data, engine management systems, HVAC, tank data, waste, and water management, as well as other relevant onboard sensors. By analysing this data, shoreside teams can identify trends, benchmark performance, and make data-driven decisions to optimise various aspects of operations, including fuel efficiency, waste and water management, engine performance, and so on.  Operational efficiency “The cloud-based nature of these systems enables seamless data sharing and collaboration between shipboard and shoreside teams, facilitating real-time monitoring, communication, and support,” says Vihavainen. “This accessibility to data and insights allows for more informed decision-making, proactive rectifications in operational practices, maintenance, and continuous improvement in operational efficiency.”  Supporting shipping’s transition to decarbonisation  The global maritime industry, and seafarers in particular, are grappling with new ways of working to support shipping’s decarbonisation transition. A recent survey by the International Seafarers Welfare and Assistance Network (ISWAN) revealed that 54% of seafarers reported an increase in their workloads, 44% said they are feeling higher levels of stress, and 33% fear potential criminalisation due to complex reporting requirements.   NAPA Logbook By enabling data to be exchanged between systems, teams can enhance situational awareness Digital, integrated solutions like NAPA Logbook, through NAPA Fleet Intelligence, allow teams to tackle these issues by doubling down on automation, thereby minimising errors saving time, and offering a holistic approach to data management, operational safety, and efficiency. By enabling data to be exchanged between systems, teams can enhance situational awareness and make better-informed decisions on critical operational matters and regulatory compliance, with greater speed and accuracy, as the platform also gives a centralised data overview.  Benefits Vihavainen says centralised data collection through platforms also benefits operations by:  Providing a holistic view of fleet operations: 24x7 monitoring and real-time situational awareness at a granular level - per ship, per voyage, per leg. This comprehensive overview allows for better decision-making regarding safety, efficiency, and compliance.  Facilitating data-driven insights: By analysing the collected data, operators can identify trends, benchmark performance, and implement strategies for continuous improvement.  Enabling better support from the shoreside without the need for additional communications.  Optimised Voyage Planning: By combining real-time weather data with historical performance data, operators can plan more efficient and safer routes, especially for cruise customers during the hurricane season, for instance.   Predictive Maintenance: Analysing data from various onboard systems can help predict potential equipment failures, allowing for proactive maintenance and reducing downtime.  Improving record keeping and promoting safety  NAPA Logbook is an electronic logbook solution that aims to improve record keeping, simply shipboard admin work, and promote safety onboard vessels. It is approved by over 20 major flag states and DNV and ClassNK, and it is trusted by over 12,000 users globally.  NAPA Logbook improves record-keeping and compliance by:  Automating data entry, reducing seafarer workload: The system automatically fills in data for log entries, reducing the administrative burden on the crew.  Standardising formats, reducing chances of mistakes: NAPA Logbook ensures that all log entries adhere to the required formats, minimising errors, and inconsistencies.  Simplifying reporting: The system facilitates the easy generation of reports for various regulatory requirements, such as EU-MRV, MARPOL, ESG, and CII.    Logbook integration For instance, with the new voyage reporting functionality, the NAPA Logbook reduces the administrative burden of regulatory compliance and covers the monitoring systems EU-MRV (Monitoring, Reporting and Verification), and the IMO-DCS (Data Collection System). The digital platform enables the integration of logbooks with regulatory reporting; data is automatically shared with shoreside teams, via NAPA Fleet Intelligence, as well as with the verifier, in this case, DNV Emission Connect, in near real-time. End-to-end compliance The platform goes beyond normal electronic logbook systems and can submit data for verification to DNV The platform goes beyond normal electronic logbook systems and can submit data for verification to DNV, as well as other relevant stakeholders in the supply and emissions chain, in a format that meets all requirements. This provides end-to-end compliance support, removes duplication of work, and offers invaluable time savings for the crew which would otherwise not be possible.  14% reduction Here is a case example: Anthony Veder, a gas shipping company that implemented the NAPA Logbook in 2023 reports that it has already cut 2000 administrative hours per vessel – a 14% reduction.  This time savings is not only from automated entry but also from automated reporting. With the initial success of NAPA Logbook across Anthony Veder’s fleet, the company is ramping up digitalisation to ease seafarer workload, boost morale, and reduce the margin for error. Digital tools can help reduce the administrative workload onboard and contribute to the accuracy of reporting, which is becoming increasingly important with regulations like the EU ETS and FuelEU Maritime.    Replacing paper-based work permitting  NAPA Permit to Work is a digital system that replaces the traditional paper-based work permit process for hazardous tasks onboard.  NAPA Permit to Work has been developed through close collaboration with customers, such as Carnival Cruise Line and Virgin Voyages, to ensure it meets their specific needs and safety management system guidelines. The system allows for customisation according to each operator's unique processes.  Miscommunication to mishaps Hazardous tasks are managed through a mase of manual checklists and paperwork prone to delays Traditionally, hazardous tasks are managed through a mase of manual checklists and paperwork prone to delays, oversight, and miscommunication – leading to mishaps. According to data from InterManager, 55% of accidents in the past 28 years have happened during planned work, with many incidents concentrated in high-risk areas like oil tanks and holds.  Permit-to-work process Digitising the permit-to-work process can dramatically reduce the chances of human error, potentially preventing accidents before they occur. Apart from increasing efficiency, these digital permits also help ensure every step of the process is completed correctly and provide real-time visibility of high-risk tasks for both crews onboard and shoreside teams.  This is especially important for newer seafarers, many of whom have joined the industry after the pandemic. They offer critical support for those still gaining experience, reducing the risk of accidents. Additionally, digitalising the process results in:  Streamlined work process: The digital system eliminates the need for physical forms and signatures, saving time and reducing administrative burden.  Comprehensive digital safeguards: The system acts as a checklist, ensuring that all necessary safety checks are completed before the start of any job.  Enhanced communication and coordination: The system automatically notifies relevant departments and personnel with real-time status updates of ongoing work, improving coordination and transparency.  Real-time monitoring and visibility: Both shipboard and shoreside teams have real-time visibility into ongoing work, enabling proactive safety management and faster response in case of issues.  Benefits for shoreside teams  NAPA Permit to Work provides shoreside teams with better fleet-wide visibility of ongoing work and conditions, enabling a proactive approach to safety and maintenance. This real-time data transparency allows for more efficient resource allocation, improved coordination of maintenance activities, and faster response to potential issues, ultimately leading to enhanced operational efficiency and reduced downtime.  Comprehensive digital checklist NAPA Permit to Work will act as a comprehensive digital checklist The influx of new seafarers with limited experience post-pandemic presents challenges for the maritime industry. These challenges include increased workloads, higher stress levels, and potential safety risks due to unfamiliarity with complex tasks and procedures.  Here, the NAPA Permit to Work will act as a comprehensive digital checklist to help seafarers ensure that no safety-critical steps are missed.  Virtual guide and augments The system is designed so that no digital form is accepted unless all required safety checks are completed before the start of any job, significantly reducing the risk of oversight. Post-COVID, a large proportion of crew working aboard cruise ships are on their first contract with little at-sea experience. This functionality provides a virtual guide and augments previous training, eases handovers, and minimises the margin for error.  Safety and efficiency As the maritime industry shifts toward a future marked by multi-fuel technologies and stringent environmental regulations, the operational demands placed on crews will only increase. But within this growing complexity lies an opportunity to rethink approaches to safety and efficiency. “Rather than overwhelming seafarers with more screens and systems, we need to harness digital tools and data in ways that simplify—not complicate—their work environments,” says Vihavainen. Expanding capabilities of digital tools  When harnessed properly, it can lead to much bigger and newer areas of operational efficiency It is a misconception that solutions like NAPA Logbook and NAPA Stability only help with ship safety, data recording, and compliance.  With cloud technology, the power of these digital tools extends far beyond their traditional roles, unlocking vast amounts of previously untapped data—up to 90% of ship data typically remains onboard, unutilised. This data spans everything from engine performance, and HVAC to waste, water, and tank management. When harnessed properly, it can lead to much bigger and newer areas of operational efficiency than achievable today. Real-time data sharing “By automating the collection and analysis of this data in real-time, and sharing it with shoreside teams, we also enable better ship-and-shore collaboration,” says Vihavainen. “As the complexity of modern maritime operations grows, cloud connectivity has become a critical tool in bridging the gap between onboard crews and shoreside teams.”   Proactive voyage monitoring By allowing real-time communication and data sharing, shoreside teams can provide invaluable support in areas ranging from stability management and emergency response to proactive voyage monitoring and machinery issue resolution. “This level of collaboration is reshaping how we approach safety and efficiency at sea,” says Vihavainen. “These advances are more than just technological upgrades—they are transforming the relationship between seafarers and their shoreside colleagues.”

The maritime industry is taking important steps to improve cybersecurity, catching up rapidly by introducing other industries' best practices into information technology (IT) and operational technology (OT) onboard vessels. Work remains to be done to ensure a cyber-resilient worldwide fleet of maritime operations. The way forward is through collaboration among all major stakeholders. Remote-controlled and autonomous ships In the future, the marine industry will increasingly use remote-controlled and autonomous ships and infrastructure. One can imagine multi-ship, multi-infrastructure hybrid scenarios where a software failure or a cyber-attack could result in widespread damage. “Protecting this advanced marine industry will drive the need for even higher levels of cybersecurity, reliability, and robustness of marine automation systems and software,” says Svante Einarsson, Head of Maritime Cyber Security Advisory, DNV Cyber. Cybersecurity insights CyberOwl complements DNV Cyber with advanced analytics and threat management for maritime vessels Einarsson shares additional insights into cybersecurity for the maritime industry in our recent interview. DNV expanded its cybersecurity capabilities by acquiring Applied Risk in 2021 and Nixu in 2023, forming DNV Cyber with over 500 experts. This merger enhances maritime cybersecurity by integrating IT and industrial control system security services, offering comprehensive solutions from risk assessment to incident response. CyberOwl complements DNV Cyber with advanced analytics and threat management for maritime vessels, ensuring real-time threat monitoring and support to sustain regulatory compliance. Maritimeinformed.com: What are the cybersecurity vulnerabilities in the maritime market? What are the possible consequences and/or worst-case scenarios? Einarsson: The maritime industry faces several cybersecurity vulnerabilities, including the integration of IT and OT systems, unsecured Internet of Things (IoT) devices, outdated software, weak authentication, and human factors like phishing. The consequences of breaches can be severe, such as operational disruption, data theft, ransomware attacks, cyber-physical attacks, and supply chain disruption.  A worst-case scenario includes hybrid incidents that compromise both IT and OT systems at the same time within highly trafficked areas (such as a port). Depending on the available time and alternative means, the vessel might run aground resulting in major oil spills, environmental disasters, and/or significant loss of life. These vulnerabilities and potential impacts highlight the critical need for robust cybersecurity measures in the maritime sector.  Maritimeinformed.com: What is the role of regulations when it comes to cybersecurity in the maritime market, including IMO, IACS, and critical infrastructure regulations? How do regulations drive better cybersecurity practices? The EU’s NIS2 directive enforces robust cybersecurity strategies and incident reporting Einarsson: Regulations play a crucial role in maritime cybersecurity by setting global standards and ensuring compliance. The International Maritime Organisation (IMO) mandates cyber risk management in Safety Management Systems, while the International Association of Classification Societies (IACS) requires cybersecurity integration in systems and ships throughout the lifecycle of a vessel for new builds contracted after July 1, 2024. The EU’s NIS2 directive enforces robust cybersecurity strategies and incident reporting. These regulations drive better practices by standardising frameworks, holding organisations accountable, promoting holistic risk management, enhancing transparency, and fostering continuous improvement. This comprehensive regulatory approach forces all stakeholders in the industry (yards, vendors, and ship managers) to act and work together to implement effective cyber resilience.  Maritimeinformed.com: How does greater awareness boost cybersecurity? What is the role of near misses in driving cyber awareness and investments? Einarsson: Greater awareness boosts cybersecurity by educating individuals and organisations about potential threats, leading to better prevention and response strategies. It fosters a culture of vigilance, reducing the likelihood of successful attacks. Near misses play a crucial role by highlighting vulnerabilities and demonstrating the potential impact of cyber threats without causing actual harm. These incidents drive investments in cybersecurity by showcasing the need for robust defences, and well-planned responses, and encouraging proactive measures to prevent future breaches.  Maritimeinformed.com: What are the pitfalls of over-confidence and under-preparation when it comes to cybersecurity? Einarsson: Overconfidence in cybersecurity can lead to complacency, ignoring potential threats, and underestimating attackers. For example, relying on boundary protection only, and believing that a system is impenetrable might result in neglecting regular updates and patches, leaving it vulnerable to exploits. Under-preparation, on the other hand, means inadequate de fences, response plans, and drills. An example is the 2017 Equifax breach, where failure to patch a known vulnerability led to the exposure of sensitive data of 147 million people. Both pitfalls can result in significant financial and reputational damage.  Maritimeinformed.com: What is the role of technology advancements in driving the need and awareness of cybersecurity (e.g., the impact of digitisation, decarbonisation, automation, etc.)? Digitisation and automation support decarbonisation also increase the need for cybersecurity Einarsson: Decarbonisation is one of the key shaping factors in maritime today. Technology advancements like digitisation and automation support decarbonisation but also increase the need for cybersecurity by expanding the attack surface and introducing new vulnerabilities. As industries adopt remote maintenance, IoT, artificial intelligence (AI), and other technologies, the complexity and connectivity of systems grow, making them more susceptible to cyber threats. An example is how scrubber systems with modern technologies such as remote connectivity are retrofitted onboard older vessels today, creating a new and potentially unmanaged gateway to the control systems onboard the vessel. In other words, cybersecurity enables digitisation and decarbonisation.  Maritimeinformed.com: What is the labor situation when it comes to the skillsets needed for cybersecurity excellence? Is there a shortage of expertise and how can it be addressed?  Einarsson: The cybersecurity industry faces a significant skills shortage, with a very large number of positions unfilled globally. This gap is driven by the rapid evolution of cyber threats and the increasing complexity of digital environments. To address this, organisations should adopt skills-based hiring, offer continuous training and upskilling, and create clear career paths. Attracting diverse talent and collaborating with educational institutions can also help bridge the gap. Emphasising both technical and soft skills is crucial for developing a robust cybersecurity workforce. Many times the best option is to combine different competencies of several people into an aligned team, such as superintendents with OT system and operation expertise with cybersecurity and IT fleet experts. Maritimeinformed.com: What is the emerging role of AI in cybersecurity, such as the ability to anticipate attacks before they happen?  AI-driven tools can predict and anticipate attacks by recognising early warning signs, allowing teams to address vulnerabilities Einarsson: AI can significantly enhance cybersecurity teams' effectiveness by providing advanced threat detection and predictive analytics. Machine learning algorithms analyse vast amounts of data to identify patterns and anomalies that may indicate potential cyber threats. AI-driven tools can predict and anticipate attacks by recognising early warning signs, allowing teams to address vulnerabilities proactively. Additionally, AI automates routine tasks, freeing up human experts to focus on more complex issues. Human teams can assess AI-generated results, ensuring accuracy and context, and make informed decisions. Real-time threat intelligence and automated response systems ensure quicker mitigation of incidents, ultimately strengthening the overall security posture and reducing the likelihood of successful cyber-attacks.  Maritimeinformed.com: What is the impact of geopolitics on cybersecurity? How does the geo-political situation contribute to risks? Einarsson: Geopolitics significantly impacts cybersecurity by increasing the frequency and severity of cyber-attacks. Conflicts like the Russia-Ukraine war have led to coordinated cyber and hybrid offensives, targeting critical infrastructure globally. Geopolitical tensions contribute to risks by creating an environment where state and non-state actors exploit vulnerabilities and accessible assets for espionage, sabotage, and disinformation. The most obvious related threat in the maritime domain is GPS and AIS spoofing which is very common in military active areas. Incidents have already happened where the untrained crew has had their ship impounded after being misled into foreign state waters. 

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

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

Korea Marine Transport Company Ship Management (KMTC SM) has reported annual fuel savings worth approximately US$540,000 in total after installing Accelleron’s digital engine optimisation solution Tekomar XPERT on 12 Panamax vessels. The fuel savings enabled KMTC SM to reduce its CO2 emissions by about 4,200 tons. Tekomar XPERT delivers engine optimisation recommendations based on thermodynamic insights that aim to bring engines back to the operating performance achieved at “new” conditions. The solution can be applied to any engine and turbocharger make. KMTC SM followed the advisory from Tekomar XPERT, tracked engine performance and benchmarked engines and vessels through Tekomar XPERT’s web portal (Loreka).  Carbon Intensity Indicator (CII) ratings The reduced emissions will translate to better CII ratings and lower exposure to carbon pricing KMTC Ship Management General Manager of Environmental Technology, Jin-Seob Lee, said: “Based on the big savings on fuel cost and emission reduction, we aim to install Tekomar XPERT on our remaining 16 self-managed vessels, and will be recommending its installation on 22 other vessels managed by third parties.” Accelleron anticipates that KMTC’s fuel bill will be reduced by around US$1.3 million a year when Tekomar XPERT is deployed across all 50 vessels. The reduced emissions will translate to better Carbon Intensity Indicator (CII) ratings and lower exposure to carbon pricing, including the EU Emissions Trading System, which will apply to shipping from 2024. KMTC SM’s own measurements KMTC SM was able to track improvements in performance thanks to intuitive indicators and actionable insight from Tekomar XPERT. The reduced fuel consumption at the end of the 12-month period highlighted a significant increase in vessel performance over the year. This was verified by KMTC SM’s own measurements. Accelleron Global Head of Sales & Operations, Shailesh Shirsekar, said: “Efficient engines are one of the keys to reducing fuel costs, emissions and carbon price exposure, enabling optimisation without impact on vessel operation. With simple guidance from Tekomar XPERT, ship operators can ensure that the engines are running at their very best, laying the foundation for lower lifecycle costs as well as regulatory compliance.”