Digital transformation

Eco Wave Power Global AB (“Eco Wave Power” or the “Company”), a global provider of onshore wave energy technology, is pleased to announce it has received the final Nationwide Permit (NWP) from the U.S. Army Corps of Engineers for its ground-breaking wave energy project at AltaSea’s premises at the Port of Los Angeles. This milestone marks a significant step forward in the development of Eco Wave Power’s pioneering wave energy project, which is set to become the first onshore wave energy installation in the United States. Eco Wave Power to install wave energy floaters The system will also include an energy conversion unit, comprised of two 20-foot shipping containers The permit, issued under NWP 52 for Water-Based Renewable Energy Generation Pilot Projects, authorises Eco Wave Power to install eight wave energy floaters on the piles of an existing concrete wharf structure on the east side of Municipal Pier One. The system will also include an energy conversion unit, comprised of two 20-foot shipping containers, which will be placed on the wharf deck and connected to the floaters. With the conversion unit already shipped and located on site, Eco Wave Power plans to complete installation by the end of Q1 2025. Agreement between Eco Wave Power and Shell In addition to securing the final permit, this achievement marks the completion of two key milestones under Eco Wave Power’s agreement with Shell International Exploration and Production Inc. (“Shell”), which is expected to boost the Company’s revenues in Q4, 2024 The agreement between the parties was announced in April 2024, according to which, Eco Wave Power and Shell will collaborate for the development of a wave energy pilot in the Port of Los Angeles. Now, with the permit in place, the parties will enter the execution phase of the project, as per the terms of the agreement. Eco Wave Power receives final Nationwide Permit (NWP) “We are thrilled to receive this final permit and move one step closer to bringing wave energy to the U.S.,” said Inna Braverman, Founder and Chief Executive Officer of Eco Wave Power, adding “This project represents not only a technological breakthrough but also a crucial step in advancing the global transition to renewable energy.” Inna Braverman continues, “We are deeply grateful for the support of AltaSea, the Port of Los Angeles, Shell MRE, and the U.S. Army Corps of Engineers as we work to make wave energy a key part of the sustainable energy landscape.” Advancing the commercialisation of wave energy The U.S. Department of Energy’s National Renewable Energy Laboratory estimates that wave energy has the potential to generate over 1,400 terawatt-hours per year - enough to power approximately 130 million homes. With this project, Eco Wave Power is advancing the commercialisation of wave energy as a reliable and clean source of renewable power, further strengthening its position as a leader in the industry.

Cummins has extended its portfolio of Onan marine generator sets with the introduction of the MDC (Marine Diesel Cummins) Turbo and Onan QSB7E ranges. Details of the two generator sets will be on display at the Marine Equipment Trade Show (METS), a premium European showcase for professionals in the leisure marine industry. MDC Turbo and Onan QSB7E The arrival of the MDC Turbo and Onan QSB7E means boatbuilders and owners can deal with a single trusted brand – Cummins – for the entire power requirement of their vessel. Cummins is the parent brand of Onan and Stamford, a major name in alternators for marine applications. The electrical power spread of the Cummins marine Onan range stretches from 4 kWe to 195 kWe. Previously, the highest Cummins Onan rating available was 65 kWe. Cummins generator sets are renowned for their robust build quality and outstanding performance characteristics, notably in the area of low noise, vibration, and harshness (NVH). Smooth and efficient power delivery The versatility of the MDC and Onan QSB7E is enhanced by the ability to synchronise the generator sets The two new ranges, which can run on 100% hydrotreated vegetable oil (HVO 100), build on that proud heritage of reliable, smooth, and efficient power delivery. The versatility of the MDC and Onan QSB7E is enhanced by the ability to synchronise the generator sets, yielding benefits such as improved stability of electrical supply, greater fuel efficiency, and higher levels of comfort all around for passengers and crew. MDC genset Cédric Merveillaud, Cummins Director of Marine Europe, said, “With the one supplier for propulsion and auxiliary power, life becomes a lot simpler and more productive for boat builders and owners. Cummins can handle the entire power demand.” The MDC genset complies with EPA Tier 3 and EU Stage V regulations and is available for both commercial and recreational marine applications as a 50 Hz or 60 Hz model. It can also be specified as either non-aftercooled or aftercooled. This provides two power outputs, giving the genset a rating of 40 to 80 kWe and 80 to 110 kWe respectively. User-friendly diagnostics Using the Cummins Onan Digital Display, the MDC provides user-friendly diagnostics including extensive engine and alternator information, ensuring customer ease on the water. At the top end of the Cummins Onan genset scale now sits the Onan QSB7E, a perfect low-noise power solution for a variety of maritime applications including high-end superyachts, small passenger ferries, fishing boats, and offshore support vessels. Available as unclassed, class-ready, and full-class, the Onan QSB7E has 10 power nodes and can be specified with an open or enclosed unit in both 50 and 60 Hz models. Maximum output is up to 195 kWe. Single-side service access MDC and Onan QSB7E have single-side service access and the water-cooled exhaust can be installed Like the MDC, the Onan QSB7E can be supplied with the additional option of a front-mounted power take-off which can be used to power various auxiliary systems, for example, hydraulic pumps, giving the customer flexibility and redundancy onboard. For ease of maintenance and maximum use of space, the MDC and Onan QSB7E have single-side service access and the water-cooled exhaust can be installed either in a forward or rear-facing configuration. At the base of both generators are multiple outlets for fuel and battery cables. Reliability, performance, and durability “Cummins marine genset products are designed and built to provide reliability, performance, and durability at reduced noise and vibration levels,” said Merveillaud. “That’s why this complete marine generator set package is ideal for recreational and light commercial vessels." “The 99kW commercial genset node is very popular in certain markets, and we expect the B4.5 genset package with a Cummins Stamford alternator will be an obvious choice when selecting power for operators for years to come.” The MDC and Onan QSB7E gensets are backed by Cummins’ extensive warranty (five years / 2,000 hours), and users have access to a worldwide service network of more than 10,000 authorised dealer locations, the largest such network in the world. Cummins B4.5 packs a propulsion punch The light but power-dense B4.5 is compliant with IMO II, EU Stage V, and RCD 2 regulations without the use of after-treatment. It offers a power range of 102-250 hp in propulsion format (76-186 kW) and 76-129 kWm in auxiliary format. Due to its optimised turbos, the B4.5 has best-in-class peak torque, which not only provides greater acceleration but makes it easier to maintain speed, even for vessels with high loads such as dredgers and fishing boats. Cost savings The high-pressure common rail fuel system of the B4.5 delivers class-pioneering fuel consumption The high-pressure common rail fuel system of the B4.5 delivers class-pioneering fuel consumption while its cast water-cooled exhaust manifold makes for lower surface temperatures and improved overall performance. The air intake system includes commercial and recreational reusable washable air cleaners for more cost savings. Remote backup throttle option The electrical system is offered in both 12 and 24 volts with simple electrical OEM interface connections that can be integrated with Cummins’ C Command Systems. A remote backup throttle option is also available for easier integration for vessels that require it. The electronic system includes automated push button start/stop controls easily integrated through the ECM. It also features engine protection and derate reducing the risk of catastrophic failure. B4.5 The B4.5 is available with a base warranty of 24 months or 1,000 hours for high output and light duty applications; 24 months or 3,000 hours for intermittent duty applications; or 24 months or unlimited hours for continuous duty and prime power applications. The B4.5 is offered with either dry or wet exhaust elbows which allows for easier integration with any vessels that need to be repowered. Cummins QSB 6.7 for smooth and responsive performance The compact design and flexible installation options make the Cummins QSB 6.7 ideal The compact design and flexible installation options make the Cummins QSB 6.7 ideal for a wide range of boat applications. Its outstanding performance is courtesy of a perfectly matched turbocharger and a new 24-valve cylinder head that delivers industry-pioneering power density. QSB6.7 compliant The QSB 6.7 is also amazingly quiet, emitting 80 percent less noise at idle, helped by the new Walker air filter and the same smoothly efficient high-pressure common rail fuel system as featured on the B4.5. The QSB6.7 is compliant with IMO II, EU Stage V, and RCD 2. In recreational marine propulsion mode, the power ranges from 230-550 hp (172-410 kW) and from 98-210 kWm in auxiliary mode. It delivers incredible torque of 720-1250 lbft (976-1695 Nm) for maximum enjoyment at the helm. Tube-and-shell heat exchanger Single loop, low-temperature aftercooling eliminates the need for two keel coolers and lowers emissions. The tube-and-shell heat exchanger is designed for superior durability and ease of service with minimal maintenance requirements. Fan drive is available for radiator-cooled configurations. The QSB 6.7’s electrical system is offered in both 12 and 24-volt isolated and non-isolated versions The QSB 6.7 complies with US EPA Tier 3 emissions regulations without the use of aftertreatment. It is designed to meet the International Association of Classification Societies (IACS) and SOLAS requirements. Oil service intervals can be increased to 500 hours if using ultra-low sulphur diesel (ULSD). As with the B4.5, the QSB 6.7’s electrical system is offered in both 12 and 24-volt isolated and non-isolated versions. 6.7’s 24v Quantum System electronics package The QSB 6.7’s 24v Quantum System electronics package features a proven ECM to monitor operating parameters such as fuel consumption, duty cycle, engine load, and speed while providing diagnostics, prognostics, and complete engine protection. A simplified electrical customer interface box for all vessel connections removes any complexity from installation. The QSB 6.7 is available with a base warranty of 24 months or 1,000 hours for high output and light duty applications; 24 months or 3,000 hours for intermittent duty applications; or 24 months or unlimited hours for continuous duty and prime power applications.

Strategic Marine is proud to announce the successful delivery of a StratCat 27 Crew Transfer Vessel (CTV) to ORLEN to operate in Poland’s growing offshore wind sector. This state-of-the-art vessel is designed specifically for offshore wind farm operations. The StratCat 27 is scheduled to begin operations in the North Sea before transitioning to the Polish exclusive economic zone in the Baltic Sea. Offshore wind farms StratCat 27 is a cutting-edge vessel fitted with avant technologies to meet demanding conditions The StratCat 27 is a cutting-edge vessel equipped with advanced technologies to meet the demanding conditions of offshore wind farms. Designed with efficiency and sustainability in mind, the vessel meets Tier III emission requirements and is hybrid-ready, allowing for future adaptation to alternative energy sources.  Its reinforced hull plating makes it capable of withstanding the harsh conditions of the Baltic Sea, ensuring safe and reliable transport of technicians and supplies over long distances. Key features of the StratCat 27 Hybrid-Ready: Future-proofed for hybrid system installation, potentially reducing emissions and enhancing fuel efficiency. Tier III Compliant: The vessel meets the latest emission standards with the latest emissions mitigation technology. Bespoke Design: Tailored to operate in the challenging conditions of the Baltic Sea, with reinforced hull plating for enhanced durability in light ice conditions. Comfort and Safety: Accommodates up to 9 crew members and 24 passengers, ensuring optimal comfort and safety during technician transfers. Navigation and communication systems StratCat 27 is equipped with cutting-edge navigation and communication systems Mr. Chan Eng Yew, Chief Executive Officer of Strategic Marine, commented on the delivery: “We are delighted to have successfully delivered the StratCat 27 to ORLEN. The StratCat 27 is built with future in mind, offering hybrid readiness, emission compliance, and the ability to operate in harsh sea conditions. We are proud of our collaboration and look forward to supporting their continued success in the offshore wind market.” The StratCat 27 is equipped with cutting-edge navigation and communication systems, ensuring maximum operational efficiency and safety. Advancing maritime solutions Its interior is designed to provide maximum comfort for both crew and passengers, making it a vital asset for offshore wind farm operations. This delivery solidifies Strategic Marine’s commitment to advancing maritime solutions for the renewable energy sector and highlights its expertise in building vessels that meet the rigorous demands of offshore wind farm operations around the world.

DNV has signed a Memorandum of Understanding (MoU) with Seatrium, an engineering solutions provider to the offshore and marine industries, to cooperate on strategic activities and projects in engineering, technology, and new product design. Best practices, standards Under the MoU, DNV will provide Seatrium with expert advice on market and regulatory trends, emerging technologies, and best practices for environmental, safety, and quality standards, in the maritime and offshore sectors. Both parties will work closely on optimising existing processes and improving efficiencies across the new building, conversion, and retrofit projects. Collaboration opportunities with other organisations and institutes will also be explored to advance technologies that tackle key challenges in the marine and offshore sectors. Technological and digital advancements The collaboration will draw on DNV’s expertise in integrating advanced cybersecurity and digital solutions Additionally, the cooperation will leverage DNV and Seatrium’s combined capabilities to drive and support technological and digital advancements in the marine and offshore industries. Key focus areas include floating offshore wind turbines, hydrogen and ammonia production platforms, and next-generation Floating Production Storage and Offloading (FPSO) units. The collaboration will also draw on DNV’s expertise in integrating advanced cyber security and digital solutions into Seatrium’s suite of digital services.  Decarbonisation and digitalisation Remi Eriksen, DNV's Group President and CEO, said, "This agreement with Seatrium marks an important step in building marine and offshore solutions for a more sustainable and resilient future." "By combining our innovation and execution strengths into the decarbonisation and digitalisation space, we are well-positioned to deliver transformative solutions that can address challenges and opportunities across key industries." Safety, quality, and efficiency Chris Ong, CEO of Seatrium, said, "At Seatrium, we firmly believe that innovation is the cornerstone of a sustainable future for the marine and offshore industry. Our collaboration with DNV signifies a pivotal leap forward in harnessing state-of-the-art technologies and engineering solutions that not only address today's energy challenges but also lay a strong foundation for maritime decarbonisation." "Leveraging our deep expertise in advanced engineering and project execution, Seatrium is committed to driving transformative change that enhances safety, quality, and efficiency, as well as providing strategic stewardship towards a cleaner and greener energy future for our industry." Sustainable advancements Cristina Saenz de Santa Maria, Regional Manager South East Asia, Pacific & India, Maritime at DNV, added, “We are excited to strengthen our long-standing collaboration with Seatrium to drive sustainable advancements in the marine and offshore sectors." "Enhancing process efficiencies and harnessing digitalisation are key enablers of the energy transition. By working together with Seatrium we can help the industry meet the rapidly evolving environmental, technological, and regulatory challenges in its journey towards a decarbonised future." AiP certificates FWSS design is a floating column foundation for 15MW wind turbines, optimised for efficient fabrication During the ceremony, DNV also awarded two Approval in Principle (AiP) certificates to Seatrium for two new floating offshore wind turbine designs, the FWSS (Floating Wind Semi-Submersible) and SWACH (Small Waterplane Area Cylindrical Hull). The FWSS design is a floating column foundation for 15MW wind turbines, optimised for efficient fabrication and cost-effectiveness, while the SWACH design features a cylindrical floating foundation for 15MW turbines, engineered for ease of fabrication and handling. Floating wind solutions With the floating offshore wind market set for significant growth over the coming years, these innovative designs are important in offering new floating wind solutions that can contribute to the advancement of the energy transition. The AiPs were awarded based on DNV's recently updated DNV-RU-OU-0512 (Floating wind installations) offshore rules.

“Safety is more than just compliance. It is now synonymous with security, reliability, collective relationships and people. Safety is also becoming systems-based rather than rooted in prescriptive rules or specific component procedures." "Only by embracing a proactive, systems-oriented approach to safety, can the maritime industry navigate the path to a decarbonised future while ensuring the well-being of its seafarers and the protection of the marine environment.”  ABS-classed fleet Council members also heard how ABS has continued to hold the number one position That was the message from Christopher J. Wiernicki, ABS Chairman and CEO, to members at the annual ABS Advisory Council Meeting, which included presentations from the Commandant of the U.S. Coast Guard (USCG) and the Administrator of the U.S. Maritime Administration (MARAD). Council members also heard how ABS has continued to hold the number one position in global order book share and has grown the existing ABS-classed fleet to 298 million gross tons, with more than 11,500 assets. Range of emerging technologies ABS continues to be a pioneering voice in the industry with trusted insights into a range of emerging technologies while recording industry-pioneering port state and fleet safety performance. “Technology is advancing very quickly, and we are moving into an age where we need short-, mid- and long-term game plans. ABS is keeping one eye on today and one eye on tomorrow and making the right investments to support our safety mission and our clients,” said Wiernicki. Technological change and challenges Admiral Linda Fagan, Commandant, U.S. Coast Guard, said: “Safety at sea requires a unified effort from all stakeholders. Leadership and partnership, particularly with the Coast Guard, ABS and MARAD, are serving us well in supporting U.S. maritime governance, safety and security.” Maritime Administrator Ann Phillips, Rear Admiral U.S. Navy (Ret.), said: “With the increased pace of technological change and the challenges related to building our maritime workforce - collaboration is critical. MARAD continues our advocacy for a modern U.S. maritime transportation network with a particular focus on recruiting, training and retaining mariners - along with key investments for our ports, waterways and infrastructure." Next-generation vessel designs The comprehensive discussion included insights into next-generation vessel designs Phillips added: "We thank ABS and the Coast Guard for their continued leadership as we work together to enhance the safety, security and the overall health of the U.S. maritime industry and maritime commerce.” The comprehensive discussion included insights into next-generation vessel designs, clean energy initiatives, the role of retrofitted carbon capture and energy efficiency technologies, cybersecurity and the availability and scalability of fuels. Overview of digital solutions “We believe carbon capture, clean hydrogen, electrification, digital technologies such as machine learning and renewable power sources like nuclear are going to be key solutions impacting maritime going forward,” said Wiernicki. Council Members were also given an overview of digital solutions supporting compliance in the rapidly changing regulatory landscape and how ABS is using an efficient and streamlined class process that leverages condition-based data, reduces downtime, and minimises time on board. Additionally, the discussion focused on industry challenges and opportunities due to an increasing focus on technical investments, business automation, cybersecurity and risk management.

At 5.8 million TEU, container throughput at the Port of Hamburg remained at almost the same level year-on-year during the first nine months of 2024. Throughput of loaded containers saw slight growth, alongside an increase in general cargo. “Rail forwarding, a cornerstone of sustainable transport, also developed positively in the first nine months. As Europe’s largest rail port, we attach great importance to the expansion of rail transport. Container transport in this segment rose by 2.7 percent and the Port of Hamburg also gained ground in terms of total rail tonnage”, says Axel Mattern, Member of the Executive Board of Port of Hamburg Marketing (HHM). Attacks by Houthi militias The weak German economy continues to impact total throughput at the port However, the weak German economy continues to impact total throughput at the port. The tense political circumstances with the war in Ukraine and the attacks by Houthi militias in the Red Sea merely exacerbate this situation.  Total seaborne cargo throughput fell by 3.0 percent and stood at 84.0 million tonnes in the period from January to September 2024. Varying status of container throughput At 5.1 million TEU, loaded container throughput grew by 0.2 percent in a year-on-year comparison. By contrast, the throughput of empty containers slumped by 4.6 percent to 722,000 TEU. Overall container throughput was 5.8 million TEU (−0.4 percent). Container throughput by tonnes – 58.2 million or −0.1 percent – therefore reached almost the same level as in the previous year.  A larger number of western ports were used as transshipment hubs for Asia-Mediterranean volumes due to the temporary rerouting of vessels around the Cape of Good Hope. Hamburg did not benefit from this positive effect in container throughput. The conventional general cargo segment again offered a silver lining. With its considerable potential for value-added, this segment grew by 3.7 percent to 904,000 tonnes. Bulk goods continue to show mixed trends Throughput of grab cargo amounted to 13.5 million tonnes overall (−7.7 percent) Throughput of bulk cargo at the Port of Hamburg experienced a slight recovery over the course of the year. It stood at 24.9 million tonnes (−9.3 percent) after the first nine months. The decline had been 12.1 percent at the halfway point in the year.  The drop in coal throughput resulting from the shutdown of some power plants remained a noticeable factor. Throughput of grab cargo amounted to 13.5 million tonnes overall (−7.7 percent).  Imports of oilseeds For suction cargo or agribulk, with a throughput of 4.8 million tonnes (−4.1 percent), the export of animal feed stood out positively with 1.0 million tonnes and an increase of 7.8 percent. Imports of oilseeds also improved by 2.8 percent to 2.3 million tonnes. Liquid cargo throughput dropped by 15.6 percent to 6.6 million tonnes, despite a 34.6 percent surge in petroleum product exports, which reached 1.3 million tonnes. Stable ranking of trade partners The second-strongest partner country recorded an increase of 7.6 percent to 520,000 TEU Accounting for a throughput of 1.6 million TEU, China has remained the strongest partner country in the period from January to September 2024. Trade with the United States is growing as well. The second-strongest partner country recorded an increase of 7.6 percent to 520,000 TEU. Trade with Brazil also rose by 2.6 percent to 124,000 TEU. Registering growth of 3.5 percent and throughput of 81.000 TEU, Mexico was another positive example. In addition, seaborne trade with Poland (4th place) experienced a positive development with an increase of 16.0 percent and a volume of 232,000 TEU. Malaysia (9th place) was another pleasing example with 144,000 TEU and a rise of 29.8 percent. More vessels calling Hamburg Ship calls with capacity for container cargo in the Port of Hamburg were up 0.3 percent year-on-year in the first three quarters of 2024. Moderate and small vessel sizes experienced a positive development. Container transport by rail in seaport-hinterland transport grew by 2.7 percent in the first nine months of this year, reaching 2.0 million TEU. Benefits of rail transport Total tonnage reached 35.1 million tonnes, representing a year-on-year growth of 1.4 percent. “These figures underscore the high performance and environmental benefits of rail transport." "Despite poor weather conditions, technical challenges and workforce shortages, rail remains on the path to success”, emphasises Mattern.

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.

Aiming to establish minimum requirements for the cyber-resilience of newbuild vessels and their connected systems, IACS unified requirements (URs) E26 and E27 provide a new benchmark for shipping’s response to its growing exposure to cyber-attacks. Officially in force from 1 July 2024 and broadly welcomed by industry, the new URs represent another step forward in strengthening Maritime's resilience to the evolving cyber threat. However, according to a thought-provoking discussion recently hosted by Edwin Lampert, Executive Editor of Riviera in partnership with Inmarsat Maritime (a Viasat company), shipping companies must still conduct comprehensive risk assessments and implement appropriate mitigation measures. Vessel’s cyber security They ensure all stakeholders are responsible for the vessel’s cyber security Kostas Grivas, Information Security Officer, Angelicoussis Group told the ‘IACS URs E26 & E27: Bridging the gap between regulation and implementation’ session that the URs bring “obvious benefits” such as eliminating “scattered requirements”. They provide “common and crystal-clear ground for auditing and control purposes”, and establish “a solid description of the minimum technical, procedural, and other criteria that govern a vessel’s cyber resilience,” he said. Finally, they ensure “all stakeholders are responsible for the vessel’s cyber security”. Makiko Tani, Deputy Manager, Cyber Security at classification society ClassNK, also acknowledged that the new requirements will “contribute to the visibility of ever-digitalising shipboard networks and their assets”, however, as there is no one-size-fits all cybersecurity solution to all, she continued, “additional controls beyond those specified in the requirements may be necessary, depending on the vessel’s connectivity”. Digital transformation strategy To properly address the cyber risks that a specific vessel is exposed to, she said, “shipowners must conduct a thorough cyber-risk assessment. This relies on a ‘C-level commitment’ to establishing a cyber-security programme that facilitates compliance with URs E26 and E27 and any other future industry requirements while supporting the organisation’s digital transformation strategy”. The importance of looking beyond the IACS URs was also emphasised by Laurie Eve, Chief of Staff, Inmarsat Maritime, who proposed three key areas where companies should “focus and invest not only to meet new requirements but also to go beyond compliance and build good cyber resilience”. Quality management system and standards The firm should focus on training and grasping, managing user rights, investing in a regime system “The first key area, ‘people and culture’, addresses the notion that people are the weakest link in cyber security. According to a 2023 report from the United States Coast Guard as well as findings from Inmarsat’s security operations centres, phishing is the most common initial access vector in cyber-attacks. Investing in people, therefore, should be an absolute no brainer”, commented Eve. Specifically, he continued, a company should focus on training and awareness, managing user privileges, investing in a quality management system and standards such as ISO 27001, assessing suppliers’ risk-management practices, and embedding cyber-security in the organisation’s continuous improvement culture. Risk-management approach The third and final key area according to Eve is an ‘incident response plan’ (IRP). The second key area is ‘network-connected systems and services’. Given the number of attack surfaces on board a vessel and the ever-growing volumes of data moving between systems, many companies lack the time and resources to address all possible weaknesses. The solution, Eve said, is a risk-management approach in which the organisation assesses the risks, sets its risk appetite, and implements security measures according to the costs it is willing and able to bear. The third and final key area according to Eve is an ‘incident response plan’ (IRP). It’s prudent to assume that at some point there will be failures and a breach, an IRP comprises a robust set of contingencies to keep the cost of business disruption to a minimum. It requires investment in backup and data systems as well as regular staff training. “Having a plan is good; training, rehearsing, and improving the plan is better,” explained Eve. Cyber-security requirements While these recommendations apply to all ship owners, Eve acknowledged that there are differences from small to large operators in terms of the budget and internal capability invested in cyber resilience. “Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements which makes it a particularly good fit for “smaller operators without the in-house capability to put together their own solutions”, he said. Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements Combining three powerful components – Fleet Secure Endpoint, Fleet Secure Unified Threat Management, and Fleet Secure Cyber Awareness Training – the Fleet Secure portfolio provides the tools and facilitates a risk-management approach, supporting “compliance with the new requirements” and, more broadly, “increasing cyber resilience”, Eve added.

The terms under the new Building Safety Act 2022 start to become enforceable from October 1st, 2023. Here, Bob Glendenning, Fire Design Engineering Manager of Sherwin-Williams Protective & Marine Coatings, looks at how early engagement can help engineers and those in the supply chain negotiate their way through the challenges it presents. New Building Safety Act 2022 The new Building Safety Act 2022 (BSA) has been developed as a new framework for the design, construction, and occupation of ‘higher risk’ buildings. These buildings are defined as being a minimum of 18 metres or seven storeys in height and comprise at least two domestic premises.  These new regulations require that all existing occupied high-risk buildings should be registered with the new Building Safety Regulator (BSR) from April 6, 2023, and no later than October 1, 2023. The BSR is an independent body that forms part of the Health and Safety Executive, which aims to raise building safety standards and the performance of buildings while also monitoring the competence of regulators and industry professionals.  Principal Accountable Person Principal Accountable Person is described as the organisation or person who owns or has responsibility for building The reality of this new legislation is that under the terms of the Act, a Principal Accountable Person who fails to register an occupied higher-risk building ‘without a reasonable excuse’ will be liable to either a fine or imprisonment for a term not exceeding two years.  The Principal Accountable Person is described as the organisation or person who owns or has responsibility for, the building. It may also be an organisation or person who is responsible for maintaining the common parts of a building, for example, corridors or lobbies.  Engaging multiple stakeholders is key  At Sherwin-Williams, our policy of early engagement and collaboration between all parties aims to clarify any points upfront before they become a problem with the subsequent knock-on effect on time and cost.  It is proven that engaging multiple stakeholders including designers, fabricators, and applicators, early and consistently throughout the process is key to delivering a successful, safe, and cost-efficient solution. Digital information about safety Working together, we share knowledge and help our clients reach their goals Working together, we share knowledge and help our clients reach their goals, after all, we are all now part of this renewed responsibility. We want to help our customers capture relevant data on the use of our intumescent coatings so that they can provide information digitally on safety and quality to their customers. This information also provides a sound basis for future decision-making. Golden Thread The Golden Thread will be a digital record of all aspects of the fire protection installed, including application records, theoretical product thickness, data sheets, and anything relevant relating to the steel's fire protection provision. By following the requirements as set out in the Golden Thread, those involved can be assured that they are creating a safe, efficient building. Under the terms of the act, the term competence is a core requirement. As part of this part of the act, the BSR has introduced an Industry Competency Committee whose role will be to monitor and improve industry competence. This will be done by regularly publishing guidance and advice available to the industry. The three Gateways provide evidence  All three gateways are important from the outset to completion and occupation so that end users can be assured The Golden Thread runs through what is known as three gateways of the process. All three gateways are important from the outset to completion and occupation so that end users can be assured of compliance, quality, and safety and have confidence in the products used to provide fire and life safety in particular ‘safety critical’ components.  Detailed understanding of different parts For the protection of structural steel with intumescent coatings, the different parts of the engineering community and the supply chain will need to understand more detail about certain gateways than others. For example, structural engineers, designers, and specifiers will be more concerned with the requirements under gateways one and parts of two.  Applicators will need to understand parts of Gateway Two and Gateway Three, while fabricators will need to understand the wider picture across all three gateways.  Gateway 1 – covering the planning stage. This has been in force since August 1, 2021, and sets out the framework for the second and third stages. Applicants need to demonstrate that fire safety matters have been incorporated into the planning stage for all buildings. If a fire statement is required to be submitted with a planning application it will be an issue for consideration for the Local Planning Authority (LPA) when reaching its decision on the application. Contractors should take note that if the LPA considers the statement inadequate it can refuse the application.  Gateway 2 – submitting building control approval to the Regulator to enable construction to start. This should include written declarations covering the competency of the main contractor, and designer, a description of works and plans, and a planning statement from Gateway 1. Importantly, there should be information about how evidence is being captured to maintain the Golden Thread. The Regulator has 12 weeks to approve or reject these Building Control applications or to approve them subject to fulfilment of certain requirements.  Gateway 3 – providing information to ensure the building is safe for occupation. There is a requirement to submit a completion certificate application and provide updated plans.  These plans should reflect the scale of the higher-risk building, key building information, a list of mandatory incident reporting, and signed declarations from the main contractor and principal designer that the works and building comply with Building Regulations. Finally, confirmation that the all-important information for the Golden Thread has been handed over to the accountable person should also be declared. We all have a responsibility  The information required for the Golden Thread needs to be accurate, easily understandable, up-to-date, readily accessible Remember – responsibility lies with us all. Nobody in the supply chain can absolve themselves.  The Accountable Person must have assessed all building safety risks and taken all reasonable steps to control them, give the safety case report to the Regulator on request, and apply for a building assessment certificate. Remember, the information required for the Golden Thread needs to be accurate, easily understandable, up-to-date, readily accessible, and in a digital format. Commitment to best practice We should emphasise that it is the responsibility of each Principal Accountable Person to provide the right information to the supply chain including those bidding on the intumescent fire protection package who in turn are then responsible for all information being passed onto us being accurate if we at Sherwin-Williams are to provide guidance.  Also, bear in mind that this commitment to best practice and gathering of evidence of compliance is not just for the short term but for the lifetime of a building and will be highly valuable should anything happen during its occupation. Think of it as future-proofing life safety.

The maritime industry, steeped in tradition, is now riding the wave of digital transformation, with big data playing a pivotal role in driving innovation and efficiency. For maritime professionals, the question isn’t whether to embrace big data, but how to maximise its practical benefits. Whether it’s a ship owner, port operator, or related to supply chain logistics, big data has the potential to streamline operations, enhance safety, reduce costs, and bolster profitability. This article explores how the maritime industry can leverage big data for future success and collaboration. Understanding big data and its intent Big data refers to the massive volumes of structured and unstructured data generated by various sources across the maritime ecosystem, from sensors on ships and ports to transactional and environmental data. The intent behind harnessing big data is simple: to analyse and convert this wealth of information into actionable insights. These insights can be applied to improve operational efficiency, enhance decision-making, optimise routes, predict equipment failures, and ultimately, reduce operational costs. In the maritime industry, the use of big data goes beyond basic analytics. It involves predictive modelling, real-time data analysis, and machine learning algorithms to identify patterns and trends that would otherwise remain hidden. For professionals in the sector, this means making informed, data-driven decisions that can help ensure the industry’s long-term success. Practical applications of big data in maritime Ships are equipped with thousands of sensors that monitor the performance of various systems One of the key applications of big data in the maritime world is route optimisation. By analysing historical shipping data, real-time weather forecasts, and ocean conditions, big data can help vessels chart the most efficient routes. This not only reduces fuel consumption and lowers carbon emissions but also ensures faster delivery times, improving overall operational efficiency. Predictive maintenance is another significant area where big data has proven to be invaluable. Ships are equipped with thousands of sensors that monitor the performance of various systems. By analysing the data from these sensors, predictive models can identify potential mechanical failures before they occur, reducing downtime and costly repairs. Maritime professionals benefit from enhanced safety, fewer delays, and more predictable maintenance schedules. In ports, big data is revolutionising logistics. Data-driven insights into cargo movements, storage optimisation, and real-time tracking of containers allow port operators to manage resources more effectively. This can prevent bottlenecks, improve turnaround times, and ensure that supply chains operate more smoothly. The benefits of big data for stakeholders The benefits of big data extend across various maritime stakeholders. Shipowners and operators can see a reduction in operating costs through optimised fuel usage and maintenance schedules, while port operators can better manage infrastructure and resource allocation. Shippers benefit from improved supply chain visibility and more reliable delivery schedules, while insurers can leverage big data to assess risks more accurately and offer better terms. For maritime regulators, big data enables more effective oversight. By analysing data from shipping routes, port activities, and vessel performance, regulatory bodies can develop more accurate policies and guidelines that address both environmental and operational concerns. For maritime manufacturers, big data offers insights into the performance of vessels and equipment, driving innovation and improvements in future designs. Fostering collaboration across the industry Maritime industry develops more effective plans for reducing emissions and meeting regulatory needs One of the most exciting aspects of big data is its potential to foster collaboration among various players in the maritime ecosystem. By sharing data across different stakeholders—such as ship owners, manufacturers, shippers, and port operators—the industry can work together to solve common challenges. For example, shared data can help optimise port congestion by coordinating arrival times, improving fuel efficiency through route sharing, and enhancing safety through real-time weather data. Collaboration is particularly important when it comes to environmental sustainability. By pooling data, the maritime industry can develop more effective strategies for reducing emissions, meeting regulatory requirements, and ensuring compliance with international environmental standards. Furthermore, big data enables a more integrated approach to supply chain management, with all parties having access to the same real-time information, leading to more seamless operations. Dispelling misconceptions about big data Despite its many advantages, there are still some misconceptions about big data in the maritime industry. One common myth is that the adoption of big data requires significant investment in infrastructure and technology, which may seem prohibitive for smaller operators. While the initial costs can be high, the long-term savings in fuel, maintenance, and operational efficiency often outweigh these upfront expenses. Another misconception is that big data will replace human expertise. In reality, big data is a tool that complements, rather than replaces, the knowledge and experience of maritime professionals. It provides insights that enhance decision-making but still relies on human interpretation and action. The industry’s expertise remains crucial in applying data insights in a practical and effective manner. Coordinating big data with other industry initiatives Moreover, big data aligns with the growing emphasis on cybersecurity in maritime operations Big data isn’t a standalone solution but works in conjunction with other industry initiatives, such as the shift toward greener shipping and the use of automation in port operations. It complements efforts to reduce the industry’s carbon footprint by identifying energy-saving opportunities and ensuring that vessels meet environmental regulations. In automation, big data helps ports and shipping companies optimise their operations, improving efficiency and reducing human error. Moreover, big data aligns with the growing emphasis on cybersecurity in maritime operations. As more systems become connected, the potential risks increase. Big data can help detect and mitigate cyber threats by identifying abnormal patterns of behaviour within connected systems, safeguarding both operational data and sensitive cargo information. Conclusion Big data is revolutionising the maritime industry, offering practical solutions that enhance efficiency, reduce costs, and promote collaboration. By embracing this technology, maritime professionals can ensure their operations are safer, more efficient, and more profitable, positioning the industry for long-term success. While there are challenges and misconceptions to address, the benefits of big data are undeniable, making it a crucial tool for maritime professionals seeking to navigate the future of the industry with confidence.

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

We are in the midst of a decisive decade when it comes to the future of maritime. Facing a long-term goal of achieving net-zero emissions by 2050, the industry needs to make more informed and science-based decisions, and a new level of collaboration and flexibility will be needed among all maritime stakeholders.  DNV’s Maritime Forecast to 2050 report provides a deep dive into shipping’s decarbonisation journey.   Energy Transition Outlook 2023 The Energy Transition Outlook 2023 is the latest industry report focusing on the future of shipping and the uncertain route to getting there. DNV is the world’s pioneering classification society and a recognised advisor for the maritime industry.   Between 2030 and 2050, technologies will have to be implemented along the path to net zero In the near term, between now and 2030, reducing energy consumption will go a long way toward meeting the required carbon reductions, according to the report. However, in the longer term, between 2030 and 2050, newer technologies will have to be implemented along the path to net zero.  New pilot programmes "We try to have an overview of what's important and stay abreast of what is being discussed in the industry," says Eirik Ovrum, Principal Consultant, DNV Environment Advisory and lead author of the report. "This year, we focused on discussing technologies we haven't focused on before. We have to consider all of them." New pilot programmes including on-board carbon capture and nuclear propulsion will provide insight into how workable these strategies are on a larger scale and in a longer timeframe.  Technological commercialisation A lot of technology will have to be developed, demonstrated, and commercialised over the next decade" "In this decade, we will have to develop new technologies and demonstrate performance, and then after that, we need to use those technologies on a larger scale,” says Ovrum. “Technological commercialisation is uncertain until we show we can make it work. But it is necessary. A lot of technology will have to be developed, demonstrated, and commercialised over the next decade."  Decarbonisation focus for 2030 The near-term decarbonisation focus for 2030 is to reduce carbon emissions by 20%, which is “ambitious, bordering on the unrealistic,” says Knut Orbeck-Nilssen, DNV’s CEO, Maritime.  “The outlook is challenging, but I remain an optimist,” he says. “Shipping has managed great challenges before. We need collaboration both within shipping and across sectors with those who produce and distribute the energy. Public and private partnerships can make a good contribution.”   Use of alternative fuels Achievements toward the goal include a rapid growth in ships that can use alternative fuels “The clock is ticking louder on efforts to identify, define, and resolve barriers to successful and safe decarbonisation,” says Orbeck-Nilssen.  Achievements toward the goal include a rapid growth in ships that can use alternative fuels, such as methanol and LNG (liquified natural gas). Carbon-neutral fuels In the long term, a range of technologies will be necessary, beyond the use of alternative fuels.  The shipping industry will compete for the availability of carbon-neutral fuels with aviation, road transportation, and other industries. The shipping market will require an estimated 30-40% of the cross-sector carbon-neutral fuel supply in 2030. Carbon capture and storage The technology captures the carbon in the fuel before CO2 is emitted to the atmosphere through the exhaust Onboard carbon capture and storage can reduce the demand for carbon-neutral fuels and avoid broader market competition for sustainable biomass and renewable electricity. The technology captures the carbon in the fuel before CO2 is emitted to the atmosphere through the exhaust, thus allowing for continued use of carbon-rich fossil energy (but with significantly reduced CO2 emissions). Nuclear-powered ships Nuclear-powered ships are another approach, which is a proven technology used in navies and icebreakers. The technology would also reduce the competition for biomass and renewable electricity, but barriers exist to the application of nuclear power to merchant vessels. Pilot studies are planned for the early 2030s to assess the long-term feasibility of nuclear-powered ships. According to the DNV 2023 report, nuclear propulsion can be a competitive option if reactor costs are in the lower range of historical costs for land-based nuclear power plants. Accelerating the green shipping corridors Green shipping corridors can accelerate the use of carbon-neutral fuels by allowing barriers to be identified The continuing development of “green shipping corridors” will facilitate the application of decarbonisation strategies throughout the maritime value chain. A “green corridor” is a shipping route on which zero-carbon emissions ships and other emission reduction programmes are deployed, enabled by public and private actions and policies.  Green shipping corridors can accelerate the use of carbon-neutral fuels by allowing barriers to be identified and overcome in a more targeted and practical way, rather than on a global scale.  Wind-assisted propulsion and air lubrication systems Technologies such as wind-assisted propulsion and air lubrication systems can also play a role in the decarbonisation effort. Air lubrication reduces the resistance between a ship and the sea around its hull, thus lowering energy consumption. Other factors include digital tools, and fleet deployment and optimisation.  “The 2020s is proving to be the decisive decade for decarbonisation of shipping,” says Ovrum.  Decisions and strategies developed in the next few years will be decisive in meeting the 2030 and 2050 decarbonisation goals.  Ways to overcome challenges To meet the challenges, Ovum says shipowners should: Reduce energy consumption now; Consider all decarbonisation options; Focus on fuel flexibility; and  Consider long-term fuel strategies. 

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

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

At Scheveningen Harbour in the coastal city of The Hague in the Netherlands, an AI-based video security system from Bosch Building Technologies is now ensuring that every single ship or boat entering or leaving the harbour is logged. The customised solution developed by Bosch together with its partner BrainCreators automatically registers and classifies shipping traffic. Intelligent security solution Until now, employees at the port control centre had to keep an eye on shipping traffic around the clock from the window of the control centre and manually record the 80 or so vessels that pass through the port every day. The city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen  The reason for the investment in the intelligent security solution was the fear that criminals would seek alternative routes via smaller ports such as Scheveningen, now that large Dutch or Belgian ports such as Rotterdam and Antwerp have been more secure against smuggled goods for some time. This was reason enough for the city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen. Challenging task in Scheveningen Special conditions require individual solutions Most boats and ships entering the port of Scheveningen are not required to register and, unlike purely commercial ports such as Rotterdam, the port cannot simply be closed off. In addition to cargo ships, there are also fishing boats and private sailing yachts at anchor, with small dinghies and rowing boats cruising between them. Keeping track of the movement of goods in particular is therefore a challenging task in Scheveningen, where the video security system with intelligent video analysis installed by Bosch provides welcome support. Author's quote The requirements for this project were very specific because the shipping traffic not only had to be filmed" "The requirements for this project were very specific because the shipping traffic not only had to be filmed, but also registered and classified. The solution also had to provide information about the speed of travel," says Niels van Doorn, Senior Manager Solutions & Portfolio at Bosch Building Technologies in the Netherlands. "Standard software can't do that. Together with our partner, we have therefore developed an AI that can identify and classify ships of all kinds–from passenger ships and freighters to sailing yachts and inflatable boats." This data aids in identifying suspicious shipping movements. Flexidome IP starlight 8000i cameras No sooner said than done – and in the shortest possible time Development, planning and implementation only took around 12 months. Two intelligent video cameras at the mouth of the harbour now record the traffic. The specially developed AI classifies the ship types and registers them in a file. Due to the difficult lighting conditions in the port, the Flexidome IP starlight 8000i cameras from Bosch were chosen. They deliver detailed images even in challenging weather and lighting conditions and enable the staff in the control centre to see every detail, even in very bright or dark image sections. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen All boat identifiers are recorded, documented, stored and automatically provided with additional information on date and time, direction of travel and speed around the clock using AI. The streams from the cameras are fed directly into a video management system. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen. By analysing all the data, peak times, ship types, trends and deviations from the norm are determined. New video documentation "The dashboard gives staff an overview of all activities in the port. The software protects the privacy of the people recorded by making their faces unrecognisable. The new video documentation now provides solid evidence and helps to identify suspicious and unusual situations more quickly and effectively," says Ferry Ditewig, Business Development Manager at Bosch Building Technologies in the Netherlands. The video solution is also well equipped for future challenges and can be flexibly expanded as required: for example, additional information from external sources could be integrated, such as meteorological data, tides or the automatic identification system (AIS) for exchanging ship data.

Wärtsilä ANCS, part of technology group - Wärtsilä, has delivered to Seaspan, a marine transportation and shipbuilding company, cutting-edge autonomous SmartDock capabilities to the seas. This delivery marks a significant step towards autonomous docking and undocking operations, making maritime activities safer and more efficient. The SmartDock system developed by Wärtsilä ANCS enables Seaspan to perform autonomous docking manoeuvres even in challenging conditions, where currents reach up to two knots. With its advanced technology, SmartDock guarantees consistent, safe, and predictable docking and undocking manoeuvres every time, reducing the need for intensive interaction from the vessel’s captain. Wärtsilä ANCS's laser sensor Wärtsilä ANCS’s scope of work, which was signed in 2021, has fed the liberated SmartDock system Wärtsilä ANCS’s scope of work, which was signed in 2021, includes providing the autonomous SmartDock system, including track development for autodocking at Tilbury, Duke Point, and Swartz Bay ports in Canada. Notably, the SmartDock system employs an advanced UKF (Unscented Kalman Filter) estimator, combining sensor measurements from various sources, such as GNSS (Global Navigation Satellite System) and Wärtsilä ANCS's laser sensor Cyscan AS, to calculate precise position and rate estimates of the vessel's motion. Advanced controller allocates thrust and steering commands This data is then compared to a preprogrammed ideal trajectory of the vessel, and the advanced controller allocates thrust and steering commands, ensuring safe and consistent autonomous docking and undocking manoeuvres. The commissioning of the Seaspan Trader cargo vessel has just been completed, with the Seaspan Transporter cargo vessel scheduled to be commissioned in late 2023/early 2024. These vessels, equipped with the SmartDock system, will operate in the waters of British Columbia, Canada. Wärtsilä and Seaspan partnership “Wärtsilä ANCS is excited to continue supporting Seaspan and build on an already strong working relationship. We look forward to the potential implementation of the SmartDock product across some other vessels in Seaspan's ferry fleet, further advancing the automation and efficiency of maritime operations,” commented Klaus Egeberg, Director, Dynamic Positioning, Wärtsilä ANCS. “Seaspan is proud to lead the charge in this technological advancement in vessel manoeuvring. The integration of Wärtsilä ANCS's SmartDock system into Seaspan Trader exemplifies our unwavering commitment to excellence and innovation in maritime operations,” says Alexander Treharne, Integration Engineer, Seaspan.