Digital transformation

Fincantieri, a pioneer in complex shipbuilding, and Accenture, one of the world’s pioneering professional services companies, have signed an agreement to establish Fincantieri Ingenium, a new joint venture. The company will be owned 70% by Fincantieri NexTech – a subsidiary of the Fincantieri Group – and 30% by Accenture. The initiative stems from a Memorandum of Understanding signed in July 2024 and combines Fincantieri’s technological expertise in the naval sector with Accenture’s advanced digital capabilities and digital engineering and manufacturing expertise. The project is subject to customary regulatory clearances. Fincantieri Group’s Industrial Plan Fincantieri Ingenium has been created to accelerate digital transformation across the cruise industry Fincantieri Ingenium has been created to accelerate digital transformation across the cruise, defence, and port infrastructure sectors. It will play a key role in executing the strategy outlined in Fincantieri Group’s Industrial Plan. The goal is to enhance the offering of digital services and systems based on recent advances in technologies such as artificial intelligence by optimising the entire value chain through data utilisation and process transformation. Accenture’s extensive experience in digital platforms The joint venture will integrate Accenture’s extensive experience in digital platforms, AI, connectivity and IoT, cybersecurity, and service design with Fincantieri’s deep technological know-how in the naval and defense industries. This powerful combination will enable the development of new technological capabilities and skills, while also attracting and training new talent. Next-generation ships and existing fleets The first ship equipped with Navis Sapiens is expected to enter service by the end of 2025 Among the first strategic initiatives of the new company is the development of Navis Sapiens, a digital ecosystem designed for next-generation ships and the upgrade of existing fleets. The project spans three key dimensions: the creation of a portfolio of application services to optimise operational efficiency and lifecycle management for ships and onshore infrastructure; the development of a digital platform enabling these applications and advanced AI-driven functionalities, with a strong focus on cybersecurity; and a marketplace to facilitate the exchange of solutions - including those from third parties - to deliver high value-added services and enable new business models across the maritime ecosystem. The first ship equipped with Navis Sapiens is expected to enter service by the end of 2025. Ships and onshore ecosystems In synergy with Navis Sapiens, the joint venture also plans to enhance real-time data exchange and connectivity between ships and onshore ecosystems - including ports and shipyards - through a sea-to-shore interoperability solution to increase cross-functional process efficiency. This project will help improve the competitiveness of Italian ports by optimising performance across the entire maritime and land-based value chain. National maritime ecosystem The plans will be designed to reduce environmental impact via data-driven energy optimisation All initiatives will be promoted with sustainability as a core pillar. The systems will be designed to reduce environmental impact through data-driven energy optimisation, supporting shipowners in reducing fuel consumption. The initiatives already underway, as well as those to come, will generate significant value for Fincantieri, the national maritime ecosystem, and the country as a whole, with a positive impact on a global scale. Fincantieri technological innovation Pierroberto Folgiero, CEO and General Manager of Fincantieri, said: "With Fincantieri Ingenium, we strengthen our leadership position in technological innovation applied to shipbuilding and the naval engineering industry. This joint venture represents a strategic step forward in accelerating the digitalisation of the sector, leveraging artificial intelligence and the most advanced technologies." "Thanks to the synergy with Accenture, we will develop cutting-edge solutions that will make our ships and infrastructures increasingly connected, efficient and sustainable, consolidating Fincantieri's role as a pioneer in the sector." Step forward in maritime innovation Teodoro Lio, MU Lead for ICEG and CEO of Accenture Italy, commented: “We are excited about this joint venture with Fincantieri, which marks a significant step forward in maritime innovation and is a tangible example of collaboration between two organisations committed to transforming the market and creating new value." "With Fincantieri Ingenium, we are combining our respective strengths to shape new operating models that will transform maritime operations through innovative technologies.”

Yanmar Power Technology Co., Ltd. (Yanmar PT), a subsidiary of Yanmar Holdings, has received an Approval in Principle (AiP) for its GH320FC Maritime Hydrogen Fuel Cell System from the classification society, DNV. The GH320FC is designed as a next-generation power source for marine applications with an innovative design that facilitates easy installation on various types of vessels. The system also allows for multiple units to be connected in parallel and offers flexibility in the number of hydrogen fuel cell modules, enabling it to meet diverse power requirements across different ship types and operations. GH320FC Maritime Hydrogen Fuel Cell System “We are excited about this new milestone in meeting our customers’ needs for sustainable clean energy solutions in the marine sector,” said Eric Tigelaar, Department Manager of the Commercial Marine Department at Yanmar Europe. Eric Tigelaar adds, “Our hydrogen fuel cell system is particularly well suited for applications, such as coastal passenger ferries, inland waterway cargo vessels, port service vessels and operations in low or zero emission zones across Europe.” Masaru Hirose, Director and General Manager of Large Power Products Business at Yanmar Power Technology Co., Ltd, stated: “This is a significant milestone in bringing our hydrogen fuel cell solutions to European customers. Drawing on our experience with previous installations, such as the hydrogen fuel cell system being used on a coastal passenger ferry currently in commercial operation in Japan, we believe our solutions can help the customers to achieve their decarbonisation goals.” Maritime industry pushes towards decarbonisation Olaf Drews, Head of Engines & Pressurised Equipment at DNV Maritime, remarked: “As the maritime industry pushes forward towards decarbonisation, we need to examine every option that offers full zero-emission operations. And fuel cells in combination with clean renewably produced fuels are a highly efficient and scalable power solution to meet this challenge.” Olaf Drews adds, “DNV is very pleased to award this AiP to Yanmar and to partner with such a future focused company to help set the stage for shipping’s next generation of vessels. We look forward to building on this great cooperation, working together to safely realise the benefits of this innovative technology for the maritime industry.”

Collaboration between countries and sectors needs to strengthen as the North Sea undergoes a period of diversification, according to a new report from DNV.  North Sea Forecast: Ocean’s Future to 2050 estimates that offshore wind will claim 9% of the North Sea space by 2050, and policies to promote cross-industry collaboration are required to ease spatial planning pressure. The North Sea hosts Europe’s busiest ports, produces most of Europe’s offshore energy, and is the area with the biggest fisheries catch.  Energy production from offshore oil DNV estimates that the area claimed from offshore wind alone will exceed 60,000 square kilometres in 2050 Offshore wind capacity in the North Sea is projected to grow six-fold by 2050, reaching 214 GW, which will be on par with energy production from offshore oil and gas. DNV estimates that the area claimed from offshore wind alone will exceed 60,000 square kilometres in 2050. In total, ocean infrastructure will occupy 23% of the North Sea area in 0–50 m water depth and 2–50 km from shore.   Green energy ambitions While offshore wind is projected to grow, this is still not sufficient to meet the green energy ambitions of the Ostend Declaration for the North Sea. Supply chain bottlenecks on the maritime side need to be addressed. North Sea ports need to quadruple the capacity of facilities dedicated to offshore wind construction. There is also the need for more vessels to install and service the turbines. North Sea’s oil production North Sea’s oil production will decrease to 800,000 barrels per day in 2050, less than a fifth of now The North Sea’s oil production will decrease to 800,000 barrels per day in 2050, less than a fifth of what it is now. Gas has more staying power due to its strategic importance to Europe, with production forecast to reduce to 60 billion cubic metres per day, almost two-thirds less than in 2024. “The North Sea is central to Europe’s energy, food and supply chain security. Collaboration across borders and sectors is required to enhance security in the North Sea and to overcome challenges, such as ocean health, spatial competition and infrastructure for the offshore wind sector,” said Bente Pretlove, Director of Food and Ocean Systems at DNV. Demand for seafood and good management practices The North Sea will remain an important source of food. Due to an increased demand for seafood and good management practices, North Sea fisheries will be able to retain the same catch volumes as now. Norway and the UK will increase aquaculture output, but the majority of that growth will be in cooler waters further north.  EU’s policies relating to marine spatial planning EU’s policies relating to marine spatial planning differs to that of both Norway and the UK The report highlights how five of the world’s ten pioneering maritime cities are situated on the North Sea which gives the region the infrastructure, financial power and expertise to deal with the challenges.   However, there is a lack of policy standardisation which makes sustainable growth difficult. The EU’s policies relating to marine spatial planning differs to that of both Norway and the UK. As of now, only a few countries can claim to have integrated ecosystem-based management into their spatial planning. Transition to new energy systems Torgeir Sterri, Director Offshore Classification at DNV, said, "The North Sea is a shared and highly productive space that sits at the core of Europe's Blue Economy. Its evolving landscape demands closer coordination across borders and sectors. For the offshore industry, this means adapting to a more integrated approach to regulation, spatial planning, and technology." Torgeir Sterri adds, "Our mission is to support stakeholders in navigating this complexity and ensure safe operations, while facilitating the transition to new energy systems."

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

President Donald Trump has already made plenty of headlines since taking up his second term in the White House, including with the announcement of numerous new tariffs on imports. The 47th United States President issued three executive orders on February 1st 2025, just days after his inauguration, which directed the US to impose an additional 25 percent ad valorem rate of duty on imports from Canada and Mexico, as well as ten percent on imports from China. How Trump’s 2nd term as US President Cleveland Containers has analysed the early reactions to these announcements Excluding Canadian energy resources exports – which instead will be hit with a ten percent tariff – the tariffs have been applied to all imports which are either entered for consumption or withdrawn from warehouse for consumption on or after 12:01 am Eastern Standard Time on February 4th 2025. President Trump also told reporters on February 8th 2025 that a 25 percent tariff on all American steel and aluminium imports was coming into effect across the US during February. Leading 40ft shipping container supplier Cleveland Containers has analysed the early reactions to these announcements and how President Trump’s second term as US President could affect the world’s shipping industry, especially when looking back at his first term. Reaction to President Trump’s tariff announcements Mexico, Canada and China were all quick to react to President Trump’s announcement of tariffs on imports. Mexican President Claudia Sheinbaum said her country would vow for resilience against the measures, while a senior government official in Canada said that their country would challenge the decision by taking legal action through the necessary international bodies. China has also said it would be challenging the tariffs at the World Trade Organisation. According to the country’s finance ministry, as reported on by Geopolitical Intelligence Services, Beijing were moving to place levies of 15 percent on American coal and liquefied natural gas, as well as levies of ten percent on crude oil, certain vehicles and farm equipment. Beginning of making America rich again When it comes to the announcement of the tariff on all American steel and aluminium imports, President Trump told reporters in the Oval Office: "This is a big deal, the beginning of making America rich again. Our nation requires steel and aluminium to be made in America, not in foreign lands.” Francois-Phillippe Champagne, the Minister of Innovation in Canada, stated that the tariffs were "totally unjustified" though, before adding in a post on X: "Canadian steel and aluminium support key industries in the US, from defence, shipbuilding and auto. We will continue to stand up for Canada, our workers, and our industries." How might President Trump’s 2nd term affect shipping sector? Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking Just ahead of President Trump taking office for the second time, J. Bruce Chan, an analyst in the Transportation and Future Mobility sectors at wealth management and investment banking firm Stifel, believed that the shipping industry was prepared for the new tariffs. However, he also stated to the Morning Star: "President Trump's Administration promises to usher in a new trade and tariff regime. As such, it's difficult to assess the ultimate impact to the freight transportation industry. Prima facie, we believe tariffs are a drag on freight demand, effectively resulting in higher costs for shippers that are generally passed on to end consumers over time." Attention to the American sanction announcements Mr. Chan went on to note that those involved in shipping containers across continents should be paying particular attention to the American sanction announcements. He commented: "Because almost all trans-Pacific trade moves over the ocean, we believe ocean container shipping will see the largest direct impact. But for shippers and retailers, there is no cheaper way to move goods than over the ocean, so there are few modal alternatives if production remains in Asia. We see the most risk for maritime shipping, with containers and dry bulk being more acute, with more insulation for oil and gas tankers." Shipping news and intelligence service Various sources have looked back on President Trump’s first term to get an idea of what could be expected As President Trump has just become his second term as US president and the American sanctions have only just been announced, it will take time to see what the true impact will be. However, various sources have looked back on President Trump’s first term to get an idea of what could be expected. For example, shipping news and intelligence service Lloyd’s List pointed out that tariffs introduced when President Trump was last in the White House had a noticeable effect on both spot container freight rates and import timing. Cargoes were pulled forward in the second half of 2018 by importers as they looked to beat tariff deadlines, which resulted in higher spot rates temporarily before affecting rates in 2019 because of inventory overhang. Could repeat results be seen across 2025 and 2026? Long-life inputs and goods from the tariff countries Jason Miller, a freight economist and professor of supply chain management at Michigan State University, certainly seemed to think so. Speaking to Lloyd’s List before President Trump’s 2024 presidential victory when the tariffs were only part of campaign proposals at that point, he said: “We will see front-loading like we have never seen before in 2025. There would be a massive pull-forward of demand as everybody rushes to bring in long-life inputs and goods from tariff countries, especially China.” Shipping demand and routes Shipping demand and routes could be affected due to trade uncertainty too Meanwhile, international shipping and forwarding agents Supreme Freight Services reported that increased tariffs may cause disruption to shipping volumes and global supply chains, if trade policies introduced by President Trump during his first term are anything to go by.  Shipping demand and routes could be affected due to trade uncertainty too, though the publication also acknowledged that increased investment in ports and inland waterways across the US could improve efficiency for domestic and international trade alike. New American sanctions Cleveland Containers has looked to reassure its customers that any disruption caused by the new American sanctions will be minimised at the firm. Hayley Hedley, the company’s Commercial Director, stated: “Recent history certainly suggests that the new tariffs being introduced by President Trump will have various knock-on effects across the shipping industry." “Fortunately, Cleveland Containers has a continuous supply of shipping containers entering the UK. We work with several agents to ship from various locations, as well as having good stock on the ground, so are confident in our ability to provide for our customers.”

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.

The Dark Fleet refers to a network of vessels that operate outside of standard maritime regulations, often used to transport sanctioned goods such as oil. These shadowy vessels are also referred to by terms such as Parallel Fleet and/or Shadow, Gray or Ghost fleet. The terms are all manifestations of the same thing – ships that are owned, structured, and operated to avoid exposure to sanctions. Fleet of ships “In fact I would prefer that we use the term Parallel Fleet because it more accurately describes what it is,” says Mike Salthouse, Head of External Affairs, of NorthStandard, a Protection and Indemnity (P&I) insurer. “Specifically, it is a fleet of ships operating in parallel to mainstream shipping while avoiding use of service providers that are subject to sanctions legislation.” Modern shipping sanctions Sanctions were to be enforced not just against the sanctions-breaking vessel but also the services Modern shipping sanctions can be traced back to the introduction of the U.S. Comprehensive Iran Sanctions Accountability and Divestment Act 2010 or “CISADA”.  Under CISADA for the first time, sanctions were to be enforced not just against the sanctions-breaking vessel but also the services (for example insurance, class, flag, banks) that the vessel used. EU/G7 Coalition adopting sanctions As a result, all maritime service providers sought to distance themselves and introduce contractual termination clauses in their service contracts forcing such vessels to either trade without such services or to access them from non-sanctioning jurisdictions. This led immediately to the creation of mainly Iranian ships that could continue to carry cargoes subject to western economic sanctions – such as Iranian oil. However, the fleet has grown exponentially following the EU/G7 Coalition adopting sanctions targeting Russian shipping. Today the majority (but not all) of the Dark Fleet is engaged carrying Russian cargoes – but other trades include Iran, North Korea, and Venezuela. Protection of the marine environment Dark Fleet undermines transparent governance policies that ensure the welfare and safety “It might be that a removal of Russian sanctions would remove the need for such a fleet,” adds Salthouse. “But for so long as nations use maritime sanctions as a foreign policy tool, my own view is that the Dark Fleet phenomenon will continue to facilitate sanctioned trades.” The Dark Fleet undermines transparent governance policies that ensure the welfare and safety of those on board and the protection of the marine environment. In recent years, the safety of tankers has improved significantly. These improvements have been driven by factors such as greater operational oversight from the oil majors, younger double hull vessels, greater operational scrutiny, and more rigorous legislation. Safety has been prioritised over all else. Transport oil using ships and services “The commercial dynamics that apply to the Dark Fleet are very different,” says Salthouse. “The overwhelming commercial imperative is not safety but to transport oil using ships and services to which sanctions legislation does not apply. As such, the customer and regulatory oversight is much reduced.” The vessels used by the Dark Fleet also tend to be older. Even if it were possible to find shipyards that were prepared to build for use carrying sanctioned cargoes (and so risk secondary sanctions depriving them of access to western financial markets and insurers), the long build times mean that such ships would not become available for several years. As such, the vessels that comprise the Dark Fleet tend to be end-of-life and aged 15 years or older. Commercial reinsurance markets The insurers of the ship will likely have been unable to access commercial reinsurance markets used If and when an accident happens, the ability of the insurer to respond by using commercial salvors and pollution responders will be curtailed by sanctions legislation, and the insurers of the ship will likely have been unable to access commercial reinsurance markets commonly used to access the high levels of cover required to fully compensate victims. Sanctioning individual ships is an effective way of addressing the Dark Fleet because shipping that trades internationally invariably needs access to western financial and service markets, which a designation deprives them of. Collaboration with mainstream shipping EU/G7 Coalition States to date have designated over 100 vessels, but in practical terms, the Dark Fleet is much larger than this – somewhere in the region 600 to 1000 vessels – so more needs to be done, says Salthouse. Thought also needs to be given as to how to dispose of old designated tonnage (as designation will prevent scrapping) whilst at the same time addressing the supply side so that designated ships cannot simply be replaced. “That can only be achieved in collaboration with mainstream shipping which should be consulted and partner with governments to achieve their aim,” says Salthouse. Majority of shipowners and service Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of foreign policy goals Without concerted state action delving with the existing fleet and its access to new ships, the Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of achieving their foreign policy goals. The cost of compliance to mainstream shipping is huge. The vast majority of shipowners and service providers deploy significant resources to avoid inadvertently contravening applicable sanctions. EU/G7 Coalition partners should recognise that and work with the shipping industry to marginalise the commercial space served by the Parallel/Dark Fleet rather than simply imposing ever greater and more complex compliance requirements, comments Salthouse. Use of EU/G7 Coalition service In a majority of cases, the Parallel Fleet is not breaking any laws. With the exception of the UN sanctions programme directed at North Korea, the Parallel/Dark Fleet can trade perfectly lawfully. For example, it is not illegal for a Russian flagged ship, insured in Russia, classed in Russia and trading with non-EU/G7 Coalition partners to transport Russian oil sold above the price cap through international waters to non-EU/G7 Coalition states provided the trade does not make use of EU/G7 Coalition service providers. Use of established service providers The Parallel/Dark Fleet is bad for shipping and undermines EU/G7, and on occasions, UN sanctions programmes, says Salthouse. States cannot control a trade when the ships carrying the cargoes and the service providers involved are not subject to the jurisdiction of that State. Similarly, when ships sink and cause pollution, the whole shipping industry suffers by association, and the additional complexities involved in responding to a casualty that cannot make use of established service providers could make a bad situation much worse.

Carbon capture and storage (CCS) can contribute to decarbonisation of the maritime industry, especially when combined with other approaches. CCS allows ships to continue using fossil fuels while capturing and storing the emitted CO2. It’s a helpful interim approach if a vessel’s immediate transition to alternative fuels is not feasible due to infrastructure limits or technology constraints. CCS can extend a vessel’s operational lifespan, both reducing emissions from existing vessels while avoiding premature scrapping and associated environmental impacts. Technology challenges  There are technology challenges, such as higher fuel consumption and process costs for ships As the industry works toward the use of zero-emission fuels such as green hydrogen, ammonia and methanol, CCS offers a more gradual and realistic pathway to decarbonisation. CCS is also an attractive option for long-haul shipping routes where alternative fuel infrastructure may be limited. However, there are technology challenges, such as higher fuel consumption and operation costs for ships. Space constraints are another obstacle considering the needs to operate and install CCS equipment on board ships. Clear and supportive regulation More work is needed to provide secure and reliable long-term storage of captured CO2, which is still under development. Technology advancement and government incentives are also needed to increase the economic viability of Carbon Capture and Storage for ships operators. Clear and supportive regulation paves the way for widespread adoption of CCS in the maritime sector, including standards for capture, transport, and storage.  Carbon capture and storage The amine solution, now loaded with CO2, is then sent to a regenerator (stripper) In a CCS system, carbon dioxide (CO2) is captured from a ship’s exhaust gases after the fuel has been burned. This often involves chemical absorption, in which the exhaust gases pass through a solvent that absorbs the CO2. A contactor (absorber) uses an amine solution to react chemically with the CO2, forming a carbamate compound. This effectively removes the CO2 from the flue gas. The amine solution, now loaded with CO2, is then sent to a regenerator (stripper). Heat is applied to the solution, causing the carbamate to decompose, releasing the captured CO2. Onshore storage sites The CO2 is then separated and stored onboard in high-pressure tanks as a liquid, and later offloaded at designated ports for transport to onshore storage sites.  There is an energy penalty in the process, since CCS itself requires energy, which can increase fuel consumption and operating costs for the ship. Because onboard storage capacity for captured CO2 can be limited, frequent offloading is required. Adoption timeline for CCS Most CCS projects in the maritime sector are still in the research and development phase In the near term (5 to 10 years), initial deployments of CCS on select vessels will likely focus on niche applications or specific routes. Most CCS projects in the maritime sector are still in the research and development phase. Some pilot projects and demonstrations are underway to test the feasibility and effectiveness of CCS technologies, but large-scale commercial deployments of CCS systems on board ships are still to come. If technological advancements and economic viability improve, CCS could see more widespread adoption in the maritime sector within the next 10 to 20 years, particularly for vessels where alternative fuel options are limited or not yet feasible. The development of a robust infrastructure for the transport and storage of captured CO2 will be crucial for the large-scale deployment of CCS in the maritime. Requirements of CCS systems for maritime use Looking long-term (20 years or more), CCS could become a mature technology integrated into the broader maritime decarbonisation landscape, potentially playing a role alongside other technologies like alternative fuels and energy efficiency measures. Continued research and development will aim to improve the efficiency, cost-effectiveness, and space requirements of CCS systems for maritime use. The development of more efficient and compact CCS systems is crucial for their widespread adoption in the maritime sector. Reducing the costs, including capital expenditures and operational expenses, is also essential. Clear and supportive regulations, including carbon pricing mechanisms and incentives for CCS deployment, will encourage its adoption. Complementary technologies toward decarbonisation Another option is using fuel cells to convert hydrogen or other fuels into electricity for propulsion CCS can be used in conjunction with transitional fuels like Liquefied Natural Gas (LNG), capturing and storing CO2 emissions from LNG-powered vessels to reduce the carbon footprint while the industry transitions to zero-emission fuels. CCS can be particularly valuable for sectors where zero-emission alternatives may not be readily available or feasible, such as long-haul shipping. CCS can also serve as a backstop technology, providing a potential solution for residual emissions from alternative fuel pathways, even if they are considered low-carbon. A range of alternative fuel scenarios drive research and development into new technologies such as biofuels, green hydrogen, ammonia, and methanol. Another possibility is using fuel cells to convert hydrogen or other fuels into electricity for propulsion. Better battery technology, including better capacity and charging infrastructure, is needed. And ship designs must be optimised for alternative fuels, including storage and handling systems. Next stages for CCS The next stage in the development of carbon capture and storage (CCS) for maritime vessels will likely involve full-scale demonstration projects, moving beyond small-scale prototypes and lab tests to real-world applications on commercial vessels. More compact and lightweight systems will be developed to reduce the weight and space requirements on board ships. Viable business models and financial mechanisms are needed to make CCS economically attractive for ship owners. A clear and consistent regulatory framework can incentivise CCS adoption and ensure compliance with environmental standards. There also needs to be more public awareness and understanding of the role of CCS in decarbonising the maritime sector.

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.”

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."

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.

Bennett Marine, a Division of Yamaha Marine Systems Company, needed a solution that integrated solar energy generation and mechanical upgrades to optimise both sustainability and working environment outcomes. However, adding the cooling capacity needed by a large warehouse, and the employees working there, during the long Floridian summers could significantly increase the utility load on the building. Solution Bennett Marine’s management approached its outsourced service provider, ABM. Having successfully completed two lighting upgrades on site, and acting as the current janitorial service provider, ABM took Bennet Marine’s request to its Infrastructure Solutions team. ABM’s Infrastructure Solutions designed an energy-efficient HVAC system supported by a rooftop solar PV array that offset utility costs with renewable energy, leading to a net 58% reduction in total utility usage for the building. ABM also assisted in securing tax credits and energy incentives for the project, as well as a new roof for the facility with additional building envelope improvements. Finding a better solution for the client ABM provides a consultative approach to help clients achieve sustainability goals, enable capital improvements" “Service experts across our company worked together to solve a need and deliver the sustainability solution Bennett Marine needed,” said Mark Hawkinson, President of ABM Technical Solutions. He adds, “ABM provides a consultative approach to help clients achieve sustainability goals, enable capital improvements, improve indoor air quality, address waste and inefficiency, and create a positive impact for communities.” In addition to the new roof, net energy offset, and improved cooling, ABM was able to assist the project in receiving an estimated $226,000 in tax credits and $224,000 in Energy Incentives through the Federal MACRS (Modified Accelerated Cost Recovery System). Benefits ABM’s Infrastructure Solutions enable businesses to invest in critical infrastructure needs and achieve sustainability, security, and resilience goals. A custom energy program drives costs out of operating budgets and redirects savings to critical needs, helping fund improvements. Highlights of the project for the Deerfield, Florida, warehouse include: Projected energy cost savings in the first year of $12,701 Replacement of ageing roof and speed roll doors to reduce energy loss Solar panel installation is capable of offsetting 66% of the building’s utility use