Energy saving

“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.

Hamburger Hafen und Logistik Aktiengesellschaft (HHLA AG) will continue to be majority-owned by the City of Hamburg and will be further developed together with the new major shareholder Mediterranean Shipping Company, the world's largest container shipping company. Following the approval of the Hamburg parliament and the EU Commission, all closing conditions have now been met with the approval of the Ukrainian merger control authority. Shares in HHLA AG The Free and Hanseatic City of Hamburg will hold around 69% of the listed shares in HHLA AG, up from 50.1% As previously announced, the transaction will be completed by the end of 2024. MSC Mediterranean Shipping Company has acquired shares from shareholders through a tender offer and on the open market and will also acquire part of the shares previously held by Hamburg.  The Free and Hanseatic City of Hamburg will hold around 69 percent of the listed shares in HHLA AG, up from 50.1 percent. As with Hamburg Airport, the company will be managed under municipal control, but with the expertise of a private sector partner. Strategic partner for HHLA Dr. Melanie Leonhard, Senator for Economics and Innovation, said: "Our port is an important location for international logistics in Germany and Europe. HHLA will continue to provide reliable services for all customers of the Port of Hamburg. However, in order to continue to fulfil its functions for Hamburg and its hinterland, we need to further develop and modernise the port." "With its expertise in maritime logistics, Mediterranean Shipping Company will be a strategic partner for HHLA in the necessary further development. After extensive consultation and review, all authorities and institutions involved have now determined that there are no legal concerns and that the transaction can be implemented as agreed." Future viability of HHLA Dr. Andreas Dressel, Senator for Finance: "Everything has been thoroughly examined, discussed and weighed up. All commitments will be honoured: The City of Hamburg will retain its majority shareholding in HHLA through our group holding company, HGV. Key agreements have been contractually agreed, including employee co-determination. The proceeds from the transaction and a capital increase by MSC will enable substantial investments of almost half a billion euros in the modernisation and future viability of HHLA, without us having to use additional taxpayers' money." "The partnership must and will now prove itself in practice over the next few years. In the interest of the Port of Hamburg, we should all respect the democratically made decision and wish the partnership every success in terms of value creation and jobs." Long-standing partnership Soren Toft, CEO of MSC Mediterranean Shipping Company, said: "We are delighted that the transaction is now close to a successful conclusion. Together with the City of Hamburg as majority shareholder, we will support HHLA and the Port of Hamburg to return to a growth path." "As part of our long-standing partnership, we will further strengthen our presence in Hamburg and provide HHLA with additional equity to invest in the modernisation of its infrastructure." Further development of HHLA AG Hamburg and MSC announced a strategic partnership for the further development of HHLA AG On 13 September, Hamburg and MSC announced a strategic partnership for the further development of HHLA AG. The aim of the partnership is to create a strong basis for the sustainable further development of HHLA.  The Port of Hamburg will become an important hub in MSC's global shipping and intermodal network, strengthening its position as a pioneering North-West European trade hub. As part of the agreement, MSC will significantly increase its cargo throughput at HHLA's terminals in Hamburg from 2025. Invest in HHLA From 2031, MSC will handle a minimum volume of 1,000,000 TEUs in Hamburg. Even before the transaction, the shipping line had brought additional liner services to Hamburg. MSC will also locate its new German headquarters for several hundred employees in Hamburg and invest in HHLA. The conditions for completion included merger control clearance of the transaction by the European Commission and the relevant authorities in Georgia, Tunisia and Ukraine, the latter due to the terminal operated by HHLA in Odessa. Strategic partnership In addition, subsidy control approval had to be obtained from the European Commission and foreign trade approval from the competent authorities in Italy, Slovenia, Romania and Denmark. Further steps to implement the strategic partnership will not be taken until the transaction has been completed.

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

Babcock are pleased to have joined the UK manufacturers’ trade association, Made in Britain. As a world-renowned manufacturer producing a range of defence equipment across the UK, partnering with the 2,100 UK manufacturers in the Made in Britain community will bring them closer to the long-term goal of ensuring the UK has a robust sovereign defence capability. Social and economic sustainability British Army has the vehicles and weapons it needs or carry out the deep care of nuclear submarines As the second largest supplier to the UK Ministry of Defence, they contribute over £3.3bn a year to UK GDP, and work with the Ministry of Defence across more critical programmes than any other company. Whether they’re building warships, ensuring the British Army has the vehicles and weapons it needs or carrying out the deep maintenance of nuclear submarines, they’re committed to making a positive contribution to the communities in which they operate, providing high-quality jobs and delivering social and economic sustainability across the UK. UK industrial supply chain Ewan Sime, Global Director of Procurement and Supply Chain, Babcock, said: "As a Sovereign British Defence company, we are delighted to be joining the Made in Britain community." Ewan Sime adds, "Engaging with this extensive network of companies will only serve to increase the resilience of the UK industrial supply chain. Made in Britain stands for innovative, agile manufacturers here in the UK producing for the good of the British economy. It’s a group in which Babcock belongs." Manufacturing innovation and excellence John Pearce, CEO of Made in Britain, stated: "Made in Britain is proud to welcome a company of Babcock’s stature as an accredited member." John Pearce adds, "Their world-class engineering and production capabilities represent the very best of what British manufacturing has to offer – the association with the 2,100 licence holders, more than 300 of which are in the engineering sector – using the Made in Britain Trademark will further highlight the UK’s reputation for precision manufacturing innovation and excellence across the world."

At Mersey Maritime, they are proud to share The Danny’s Maritime Heritage, Maritime Futures Campaign – a transformative initiative that celebrates the region’s rich maritime history whilst creating exciting opportunities for education and community engagement. This innovative campaign is about more than preserving the past; it’s about inspiring the future. Maritime innovation The Danny, or the Daniel Adamson, is a beautifully restored 1903 steamship that serves as a living link to the golden age of British engineering and maritime innovation. Once a vessel for industrialists and dignitaries, she now provides an extraordinary platform for storytelling, education, and community connection, offering a unique way to engage with the region’s maritime identity. Support the MHMF 20/20 Campaign Funds raised will directly support educational outreach programs with schools The Maritime Heritage, Maritime Futures (MHMF) 20/20 Campaign aims to raise £20,000 with the help of 20 local businesses pledging £1,000 each.  Funds raised will directly support educational outreach programs with schools, colleges, and universities, engaging young people with maritime history, skills, and career pathways. Why the business should get involved Becoming a campaign supporter is an opportunity to showcase the commitment to education, sustainability, and heritage preservation. It’s also a chance to align the business with a campaign that’s making a tangible difference in the community. Benefits for supporters include: Featuring the company logo on Danny’s website Special recognition in campaign materials and brochures Maritime Heritage, Maritime Futures Partnership Badge for use on sponsor websites and signatures Invitation to future MHMF events hosted by The Danny Two complimentary tickets for a cruise of choice The impact so far: Since beginning the journey to connect with the community and young people, previous support has allowed The Danny to make a real difference. This includes: Over 210 young people from colleges, youth groups, and alternative education settings have engaged with The Danny, learning valuable skills and history. 330 children and their families have enjoyed Danny’s family activity days, STEM events, and cruises - sparking curiosity and joy. Danny has inspired 1,500 older adults through talks to U3A and other local activity groups, enriching their knowledge and sense of community. Danny has hosted 30 open days with free tours of the vessel, offering everyone the chance to explore and learn. Maritime heritage This is the opportunity to champion the Liverpool City Region’s maritime legacy whilst contributing to a sustainable future for the sector. To learn more about the campaign or to pledge support, visit The Danny’s website or get in touch with them at Mersey Maritime. Together, they can ensure that their maritime heritage continues to inspire and empower future generations.

Procureship, provider of the world’s major digital e-procurement platform for the maritime sector, has reaffirmed its position in the Asia-Pacific region with the announcement that Gary Yeow is to lead the company’s Singapore office. Establishing strong partnerships With over a decade of experience in the maritime sector, including roles at Sembawang Shipyard, Sembcorp Marine, and VesselMan, Gary will play a pivotal role in expanding Procureship’s client base and establishing strong partnerships across Singapore and the wider Asia-Pacific region. Notably, Gary Yeow brings extensive expertise in cloud-based Software-as-a-Service (SaaS) solutions designed specifically for the maritime industry. Singapore office Asia-Pacific region’s shipping lines include Eagle Bulk Shipping, Maran Ship Supplies, Suntech Ship Management Procureship launched its Singapore office in September 2023 and has since welcomed a number of the Asia-Pacific region’s shipping lines to the platform. These include Eagle Bulk Shipping, Maran Ship Supplies, Suntech Ship Management, and Zeaborn Ship Management. "I am excited to join Procureship and help expand its presence in the Asia-Pacific region," commented Gary Yeow. e-procurement platform Gary Yeow adds, "The company’s impressive e-procurement platform is already transforming the maritime industry for ship owners, managers, and suppliers around the world." He continues, "By cementing Procureship as a part of maritime’s pioneering shipping centre here in Singapore, I look forward to more users across Asia joining the platform to make vital cost savings and operational efficiency gains." SaaS solutions Grigoris Lamprou, Co-Founder and Chief Executive Officer of Procureship, said, "We are delighted to have Gary on board to lead our expansion in the Asia-Pacific region. His experience will be invaluable as we continue to grow our presence and reputation in this key market." He adds, "Gary’s deep understanding of SaaS solutions will be crucial in helping us to bring Procureship’s unique value proposition to the wider shipping community." Streamlining through a cloud-based system "Our platform offers a secure and highly effective e-procurement solution. By connecting buyers and suppliers through our cloud-based system, we enable them to streamline their processes without the typical inefficiencies of traditional procurement methods," continues Grigoris Lamprou. He further states, "With Gary pioneering our Asia-Pacific operations, we’re confident that we will drive further growth and enhance our reach in this crucial region." Machine Learning and Automation Gary’s appointment comes as Procureship continues to enhance its platform capabilities, incorporating features such as freight forwarding optimisation, tender/contract management, and vendor management. These features utilise advanced technology, including Machine Learning and Automation, to make critical efficiency gains to the day-to-day operations of shipping companies.

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

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

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

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.”

The coronavirus pandemic highlighted the shortcomings in the maritime/intermodal supply chain. Consequences of the pandemic included volume surges, equipment dislocation and shortages, warehousing and affiliated labor shortages, and intermodal rail service disruption. Pandemic challenges across the supply chain Among participants throughout the global supply chain, the pandemic challenges underscored concerns about communication, interaction, and coordination. Because the system is so complex, a breakdown by even one component can disrupt the entire system. Maritime Data Transportation System (MDTS) The MDTS would establish a system of information sharing on planned ocean carrier voyages To address the challenges, and to provide a framework for common data standards, lexicon, and access policies and protocols, the Maritime Data Transportation System (MDTS) has been proposed. The MDTS would establish a system of information sharing on planned ocean carrier voyages, real-time positions of vessels and estimated arrival, harmonisation of standards for public information related to terminal access for cargo retrieval, and standardised reporting of cargo status for marine terminal operators (MTOs).  Maritime Transportation Data Initiative The MDTS proposal is the upshot of the Maritime Transportation Data Initiative (MTDI), which began in November 2021. The initiative included 18 weekly meetings covering every aspect of the maritime/intermodal supply chain, ultimately involving 80 different participants. The initiative culminated with a Data Summit in June 2022. Recommendations The recommendations address issues of transparency, ease of access, and coordination A final document, "Recommendations on the Maritime Transportation Data System Requirements," was issued by Commissioner Carl W. Bentzel and released in April 2023. This article is based on that report. The recommendations address issues of transparency, ease of access, and coordination of information concerns about cargo movements among various supply chain stakeholders. Level of transparency Delivery of a cargo container through the supply chain can take one- or two-month time. During that span, there have historically been “black hole” moments, when the cargo is not “visible.” In contrast, for example, when a customer orders a $10 pizza to be delivered, the local restaurant provides an order confirmation, and information is available on when the pizza is being cooked when it goes out for delivery, its status while in transit when the driver is approaching the customer’s house, and then a picture to confirm delivery. Wouldn’t it be great if the global supply chain could provide the same level of transparency? Fragmented supply chain MTDS would set a standard for information disclosure and keep the delivery mechanism harmonised That’s the goal of MDTS. In effect, MTDS would set a standard for information disclosure and keep the delivery mechanism harmonised. The result would be to connect information from an increasingly fragmented supply chain to supply transportation partners with timely operational information. Factors in play Insufficient data transparency and industry coordination are major factors exacerbating the business challenges of intermodal shipping, according to the “Recommendations” report. Transmission of information between ocean carrier and terminal to truck and railroad to truck has been problematic even in the best of times. Goals The goals of the MTDI include: Cataloging the status quo in maritime data elements, metrics, transmission, and access;  Identifying gaps in data definitions/classification; and Developing recommendations for common data standards and access policies/protocols/practices. Need for real-time, credible information Uniformly, cargo shippers proposed the need for data to allow tracking of the movement of cargo by GPS The most important suggestion participants made during the MTDI comment process was the need to have real-time, credible information on the transport of containerised cargo. Uniformly, cargo shippers proposed the need for data to allow tracking of movement of cargo by global positioning system (GPS), or other position information systems of the ocean carrier or intermodal rail carrier, from the commencement of its journey until it exits an intermodal rail terminal. Track-and-trace standard Implementation of a track-and-trace standard would enable real-time exchange of data throughout the supply chain to allow participants access to harmonised terminology, processes, and significant transportation events, typically communicated through an application programming interface (API).  The U.S. Federal Maritime Commission is in the process of reviewing the report and recommendations internally, and plans will continue to evolve. This summer, the recommendations will be presented to the Commission, with an intent to initiate a process to establish regulations that will create the MTDS, subject to public input and consistent with the regulatory process.

As regulations on emissions become more stringent, more companies and organisations in the maritime industry will likely start to use methanol as a cleaner and more sustainable fuel. Methanol Methanol is a promising alternative fuel for the maritime industry due to its potential to reduce greenhouse gas emissions, increase energy security, and improve air quality. The future of methanol as a maritime fuel depends on several factors, including regulatory policies, technological advancements, and the availability and cost of methanol. Production One of the main advantages of methanol as a maritime fuel is that it can be produced from a variety of renewable and non-renewable sources, such as natural gas, coal, and biomass. Methanol can be produced using CCU technologies, which can help reduce the carbon footprint Methanol can also be produced using carbon capture and utilisation (CCU) technologies, which can help reduce the carbon footprint of the maritime industry. In addition, methanol is relatively easy to transport and store, making it an attractive option for use in marine vessels.  Availability  Methanol can be stored at room temperature and can be transported using existing infrastructure, such as pipelines and tankers. The availability of methanol at ports is an issue. In 2020, the Methanol Institute confirmed that methanol is already available in more than 100 ports around the globe and that 47 of those ports have storage facilities of over 50,000 metric tons. A further 66 ports are also storing methanol. Use of methanol in reducing GHGs Methanol can reduce greenhouse gas emissions and meet new emissions regulations when used as a marine fuel in various ways, including: Blending with marine diesel oil (MDO): Methanol can be blended with MDO to produce Methyl Diesel Fuel (MDF). MDF can be used in compression ignition engines that typically run on MDO or heavy fuel oil. Direct injection: Methanol can also be used as a direct injection fuel. In this case, methanol is injected into the engine’s combustion chamber and burned as the primary fuel. Methanol can be used in both spark-ignited and compression-ignited engines. Dual-fuel engines: Methanol can also be used in dual-fuel engines. In this case, methanol is injected into the combustion chamber along with another fuel, such as diesel. Diesel acts as the pilot fuel to ignite the methanol, which is burned as the primary fuel. Pros and cons Methanol is highly toxic and flammable, so it requires careful handling and storage to ensure safety One advantage of using methanol as a maritime fuel is that it has a high-octane rating, which can improve engine performance. Methanol is also relatively easy to produce, and it can be made from renewable sources such as biomass. However, methanol is highly toxic and flammable, so it requires careful handling and storage to ensure safety. Environmental benefits Methanol has several environmental advantages over traditional maritime fuels such as heavy fuel oil and marine diesel oil. These advantages include: Lower greenhouse gas emissions: Methanol has a lower carbon content than traditional maritime fuels, which means it produces fewer greenhouse gas emissions when burned. Methanol can reduce greenhouse gas emissions by up to 15% compared to traditional fuels. Reduced air pollution: Methanol also produces fewer emissions of harmful air pollutants such as nitrogen oxides (NOx) and particulate matter (PM) when burned. Methanol can reduce NOx emissions by up to 60% and PM emissions by up to 95% compared to traditional fuels. Biodegradability: Methanol is biodegradable, which means it can break down naturally in the environment. This is important in case of any accidental spills or leaks that may occur during fuel handling and transportation. Renewable source: Methanol can be produced from renewable sources such as biomass, which means it can be a sustainable alternative to traditional maritime fuels. Energy efficiency: Methanol has a high energy content per unit of weight, which means it can provide more energy per unit of fuel compared to traditional fuels. This can lead to improved energy efficiency and lower fuel consumption. Maritime applications Stena Line has converted one of its ferries, the Stena Germanica, to run on methanol Overall, using methanol as a maritime fuel can help reduce the shipping industry's environmental impact and promote more sustainable and responsible practices. Several companies and organisations have started using methanol for maritime applications. Stena Line, a Swedish ferry operator, has converted one of its ferries, the Stena Germanica, to run on methanol. The ferry operates between Kiel, Germany, and Gothenburg, Sweden. Nominal capacity In addition, Maersk Line, the world's largest container shipping company, has announced plans to use methanol as a marine fuel. In October 2022, Maersk announced it has ordered a further six large ocean-going vessels that can sail on green methanol. The six vessels will be built by Hyundai Heavy Industries (HHI) and have a nominal capacity of approximately 17,000 containers (Twenty Foot Equivalent - TEU). They will replace the existing capacity in the Maersk fleet. With the order, Maersk has in total ordered 19 vessels with dual-fuel engines able to operate on green methanol.  Methanol engines MAN Energy Solutions, a provider of marine engines, has developed methanol engines for use in maritime applications. The engines can be used in both propulsion and auxiliary power applications. Methanol-based two- and four-stroke solutions will be relevant for the complete MAN Energy Solutions marine engine portfolio. Typical examples of the application of four-stroke engines include container ships, ferries, fishing or cruise vessels, as well as offshore solutions. Future adoption  Adoption of methanol will depend on cost, availability, and the development of regulatory frameworks Stationary solutions might also be a possible area for methanol applications, for example, for small islands that lack natural gas infrastructure. However, the wider adoption of methanol as a maritime fuel will depend on several factors, including the cost of methanol production, the availability of methanol infrastructure, and the development of regulatory frameworks to support its use.  Nevertheless, the future of methanol as a maritime fuel looks promising, as it offers a potential solution to the maritime industry's environmental and energy security challenges. Flexible in use Battery electric propulsion is another potential alternative to traditional maritime fuels, but it is limited by the current state of battery technology, which makes it difficult to achieve long-distance, large-scale shipping operations. Methanol can offer a longer range and greater flexibility than battery electric propulsion while still reducing emissions. Overall, while methanol is not a perfect solution, it offers several advantages over other maritime fuels and has the potential to play a significant role in reducing the environmental impact of the shipping industry.

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.”

Båtbygg AS has placed an order with Teknotherm for a complete ammonia freezing system for Austral Fisheries’ new longline fishing vessel. The vessel is designed by Marin Teknikk AS for operation in the Antarctic Ocean, surrounded by some of the world’s harshest weather conditions. Teknotherm freezing system The newbuild no. 009 and named ‘Austral Odyssey’ will have a length of 70 metres The newbuild no. 009 and named ‘Austral Odyssey’ will have a length of 70 metres and a breadth of 14.6 metres. Delivery of the ship will be in December 2025. Freezing-in of products will be by blast freezers and plate freezers, all served by the ammonia freezing machinery, which will also keep the storage hold and bait hold at low temperature. Austral Fisheries Austral Fisheries owns and operates one of Australia’s largest fleets of fishing vessels. The fleet consists of 18 vessels with different areas of operation and catch, from toothfish in the south to prawns and tropical reef fish in the north. Austral Fisheries took delivery of the fishing vessel MS ‘Cape Arkona’ from Båtbygg AS in 2020, which also features a complete freezing system from Teknotherm, and they are proud to once again be chosen as a supplier to Båtbygg and Austral Fisheries.

Maersk Supply Service has selected the Fleet Data IoT platform from Inmarsat Maritime, a Viasat business, to help optimise the performance of its first vessel battery installation onboard Maersk Minder Offshore Supply Ship, in a solution that will also allow the owner to evaluate how best to optimise the use of zero-emission energy storage systems across its fleet. An end-user API seamlessly gathers data from onboard equipment, automatically organises it with time stamps, synchronises it, and uploads it to the customer’s visualisation tools, all presented in a user-friendly format. Real-time insight Beyond streamlining in-house reporting and analytics, the API makes data available to original equipment manufacturers (OEMs), such as VPS, whose data-driven decarbonisation system, Maress, provides real-time insight into vessel performance to support fuel savings and emissions reduction. Crucially, Maress will help Maersk evaluate the effectiveness of the battery system in terms of peak shaving and energy efficiency and determine the requirements for future battery installations for the rest of the fleet. Enhance vessel efficiency By providing an open platform for data analytics, Inmarsat enables Maress to deliver actionable insights" Sindre Bornstein, Chief Commercial Officer, of VPS Decarbonisation, said “If the maritime industry is to achieve its emissions-reduction targets, it will rely on transparency, smart use of data, and collaboration and the Maersk Minder project combines all three." Sindre Bornstein adds, "By providing an open platform for data analytics, Inmarsat enables Maress to deliver actionable insights, which in turn help Maersk Supply Service to enhance vessel efficiency in the short term and decarbonise its fleet through optimised battery-enabled operations in the long term.” Complete visibility With complete visibility into the performance of the vessel and its hybrid battery system, Maersk can adapt its operations swiftly to keep pace with evolving environmental regulations. Notably, one of Maersk’s clients has already stipulated the use of battery power in certain offshore operations. This underscores the competitive advantage gained by sharing real-time data on the impact of the Electric Storage System (ESS) on vessel efficiency and emissions with the charterers. Deployment of a battery system Sverre Vange, Energy Performance Manager, Maersk Supply Service, said “There are various economic and regulatory motivations for installing battery power on an offshore vessel, but charterer expectations are a particularly compelling factor." Sverre Vange adds, "In the years ahead, attracting charterers will increasingly rely on the deployment of a battery system so the ability to keep charterers informed of the system’s performance will be invaluable.” Saves time and money Vessels operating in Norwegian waters must reconcile NOx emissions data against a record of the type/location Automating data flows also frees seafarers up from manual NOx emissions reporting, added Vange, saving time and money, while yielding more accurate and consistent information. Vessels operating in Norwegian waters must reconcile NOx emissions data against a record of the type/location of offshore work done and ports called to establish their obligations under Norway’s NOx tax scheme.   Fleet Data end-user API Richard Goudbeek, Technical Sales Manager, Digital at Inmarsat Maritime, said “Data by itself is not useful unless it is processed to obtain information. Data processing involves analysing data and reasoning to gain insight and turn the results into fact-based decision-making." Richard Goudbeek adds, "The Fleet Data end-user API allows Maersk to extract maximum value from available data and share it with OEMs and third parties like VPS. This collaboration is pivotal in developing actionable insights and advancing decarbonisation strategies within the industry.” Maersk Supply Service has been a long-standing Inmarsat customer, dating back to its fleet-wide implementation of Fleet Xpress in 2017.

Alfa Laval OceanGlide has been selected by Kumiai Navigation (PTE) LTD to be installed on one of its LPG tankers as a retrofit. The company’s decision to leverage fluidic air lubrication technology is rooted in its ambition to reduce the vessel's energy consumption, improve its overall performance and comply with environmental regulations. Alfa Laval OceanGlide fluidic air lubrication system Alfa Laval has been selected for installation of its OceanGlide fluidic air lubrication system on a 54k DWT LPG tanker owned by Kumiai Navigation, a Southeast Asian LPG tanker and bulk carrier company. With this order, Alfa Laval has added LPG tankers to vessel types that can benefit from OceanGlide fluidic air lubrication system. The system can be installed on both new and existing ships with ease. Trusted partner in the sustainability journey Alfa Laval OceanGlide offers a uniquely efficient and easy-to-install air lubrication solution As shipowners worldwide navigate the dynamic landscape of maritime sustainability, Alfa Laval OceanGlide offers a uniquely efficient and easy-to-install air lubrication solution. This patented system uses fluidic technology to generate an even, controllable air layer across a vessel’s entire flat bottom, reducing friction and drag. By decreasing the vessel's resistance, OceanGlide offers a proven method for reducing fuel consumption and CO2 emissions. Alfa Laval and Kumiai Navigation partnership “In these challenging times, we recognise that reliable partners, such as Alfa Laval, are needed to achieve our sustainability goals,” says Tomo Kuroyanagi, Managing Director, Kumiai Navigation, adding “We want to invest in green shipping practices to help us lower our power consumption and comply with upcoming environmental regulations.” He continues, “In this effort, OceanGlide fluidic air lubrication is currently one of the best available solutions that offer remarkable gains in improving vessel performance and meeting our environmental targets.” Reduce the vessel’s energy consumption and emissions The decision to choose OceanGlide originates from the customer’s ambition to reduce the vessel’s energy consumption and emissions, coupled with the company’s trust in Alfa Laval’s solution to make a significant impact on vessel’s carbon footprint. “We are pleased to partner up with our customer, Kumiai Navigation, to serve the LPG tanker segment with our fluidic air lubrication system, OceanGlide,” says Rajiv Sarin, Head of Air Lubrication, Alfa Laval. He adds, “We value the trust our partner has in our technology and collaboration to help them achieve their goal of sailing sustainably. As the market for OceanGlide fluidic air lubrication grows, we are happy to support our customers in their efforts to reduce CO2 emissions and improve energy efficiency of their fleet as a retrofit or a new build installation.” Proven technology with multiple benefits OceanGlide uses fluidic technology to create and control streamlined air layer sections on the vessel’s flat bottom OceanGlide uses fluidic technology to create and control streamlined air layer sections on the vessel’s flat bottom, each with its own fluidic band. The independent steering of each band allows a more controlled airflow to reduce friction between the hull and water. These individually controlled sections serve to minimise drag and ensure maximum coverage, eliminating passive cavities along the vessel’s underside. Energy expenditure is minimised Energy expenditure is minimised because there are few compressors and the bands add almost no drag when switched off. Air distribution bands are installed easily with minimal hull penetrations, which reduces shipyard time and costs, even as a retrofit. OceanGlide is proven to reduce specific drag by 50–75% and can provide reliable fuel savings of up to 12% under real-life conditions. The actual amount of fuel savings achieved can vary depending on vessel operations & operator priorities. Adoption of advanced new sustainable technologies The technology also supports compliance with EEDI/ EEXI and CII requirements laid down by the International Maritime Organization (IMO) to reduce greenhouse gas emissions. “OceanGlide serves our goal of adopting advanced new sustainable technologies to remain competitive in this challenging market. We are excited to take advantage of the fluidic air lubrication technology to help us decarbonise and contribute towards our carbon reduction roadmap,” says Tomo Kuroyanagi from Kumiai Navigation.

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