Finance

The University of Osaka (President: Atsushi Kumanogoh), in collaboration with Imabari Shipbuilding Co., Ltd. (President: Yukito Higaki, 'Imabari Shipbuilding'), Japan Marine United Corporation (President: Takashi Hirose, 'JMU'), Nippon Kaiji Kyokai (President & CEO: Hayato Suga, 'ClassNK'), and MTI Co., Ltd. (President: Hideki Suzuki, 'MTI') will establish the Open Collaboration Laboratory for Enabling Advanced Marine Systems (OCEANS) at the Techno Alliance Building within the Graduate School of Engineering at The University of Osaka in April 2025. Japan’s maritime industry In addition, Nihon Shipyard Co., Ltd. (President: Kiyoshi Higaki, hereinafter referred to as 'NSY'), a sales and design company owned by Imabari Shipbuilding and Japan Marine United Corporation (JMU), will also cooperate with this program. NSY will actively participate in the design and engineering research activities led by OCEANS. This initiative aims to promote the global competitiveness of Japan’s maritime industry. The attention to the OCEANS initiative is greatly appreciated. Background and objectives of collaboration Japanese maritime industry is being called upon to make revolutionary change In an era of unprecedented change, driven by rising geopolitical risks, growing awareness of economic security, climate change, the rapid development of technologies such as AI and their social impact, and the ageing population in developed countries, the Japanese maritime industry is being called upon to make revolutionary transformation. A major revolution in design and manufacturing processes is needed to quickly supply high-performance next-generation ships that embody innovative functions, excellent environmental performance and safety features, to customers. Advanced systems engineering and cutting-edge AI technologies This collaboration, established under the 'Industry on Campus' program promoted by The University of Osaka, integrates diverse engineering fields such as ship hydro and structural dynamics, propulsion, electrical systems, and control systems. Leveraging advanced systems engineering and cutting-edge AI technologies, this initiative also serves as a hub for education and training of the next generation of talent. For Japan, which is surrounded by sea, the maritime industry, that supplies and operates ships for marine transportation is fundamental for social and economic stability and people’s living. Japan’s shipbuilding industry is highly regarded worldwide for its design and construction technologies. International maritime safety standards and criteria The shipping industry has one of the world’s largest fleets and excellent safe and efficient carrier technologies The shipping industry has one of the world’s largest fleets and excellent safe and efficient transportation technologies. The classification society develops classification rules and conducts certification services for safe and efficient marine transportation, and the number of ships certified by it is one of the highest in the world. The Graduate School of Engineering at The University of Osaka, particularly its Department of Naval Architecture and Ocean Engineering, has achieved global recognition for its research on ships and marine structures. The department has contributed significantly to international maritime safety standards and criteria, collaborating with leading companies and fostering interdisciplinary, advanced research. Net-zero greenhouse gas (GHG) emissions International shipping has set a goal to achieve net-zero greenhouse gas (GHG) emissions by around 2050, with Japan’s maritime industry expected to play a crucial role in achieving this target. In addition to the essential transition to alternative fuels for GHG reduction, advancements in ship automation technologies are anticipated to progress further. This will undoubtedly lead to increased complexity in the processes of design, construction, certification, and operation. To address these challenges, innovative systems engineering leveraging cutting-edge technologies such as AI will be indispensable for the future of the maritime industry. This research laboratory will undertake these studies, contributing to the enhancement of the global competitiveness of Japan’s maritime industry. Collaborative research program The top goal is to prove itself as a research and academic hub that drives the maritime industry forward This collaborative research program leverages the strengths of Japan's world-renowned maritime industry cluster, including shipbuilding, shipping, and ship classification.  By deepening industry-academia collaboration, it aims to enhance international competitiveness, advance world-class research, and foster talent development. The ultimate goal is to establish itself as a pioneering research and educational hub that drives the global maritime industry forward. Overview of the laboratory Name: Open Collaboration Laboratory for Enabling Advanced Marine Systems (OCEANS) Duration: April 1, 2025 – March 31, 2030 (5 years) Location: Techno Alliance Building A 804-806, The University of Osaka Faculty and Research Team (As of April 1, 2025) Full-Time Faculty: Specially Appointed Assoc. Prof. Yasuo Ichinose, Specially Appointed Asst. Prof. Kouki Wakita Part-Time Faculty: Prof. Atsuo Maki, Prof. Kazuhiro Iijima, Prof. Munehiko Minoura, Prof. Naoki Osawa, Assoc. Prof. Akira Tatsumi, Assoc. Prof. Masahiro Sakai, Asst. Prof. Takayuki Takeuchi Visiting Faculty: Visiting Prof. (currently being selected), Visiting Assoc. Prof. (currently being selected) Researchers from participating companies: Approximately 10 researchers Research focus areas Basic research on innovative systems engineering and design automation Resilience of the supply chain for stable marine transportation Application of AI in ship basic design, function design, and certification Production design and digital shipyards Digital twin technologies in ship operation and maintenance Individual studies on design, construction, operation, and certification, including both open and closed research projects Education and training for the next generation of maritime industry experts

Eni, an energy company, Fincantieri, a world pioneer in complex shipbuilding, and RINA, a multinational group specialising in engineering consultancy, certification, and inspection, presented the “Sustainable Maritime Transport Outlook” in Rome — in the presence of the Minister for the Environment and Energy Security, Gilberto Pichetto Fratin. The study, focused on the maritime sector, was developed with the technical support of Bain & Company Italy. Net Zero target for 2050 The study aims to contribute to accelerating the decarbonisation of the maritime transport sector The study aims to contribute to accelerating the decarbonisation of the maritime transport sector, in line with the Net Zero target for 2050. It forms part of the broader framework of the agreement signed on March 25, 2024, by Eni, Fincantieri, and RINA, with the shared goal of establishing a global observatory to monitor and assess the medium- to long-term evolution of sustainable decarbonisation solutions for the sector. Carbon neutrality by 2050 The maritime industry is responsible for approximately 3% of global CO2 emissions and is committed to achieving carbon neutrality by 2050. To reach this goal, a clear and realistic roadmap is essential — one that minimises uncertainty and risk for investors while offering practical, economically viable solutions for the entire industry.  Cost implications for shipowners Overview of viable decarbonisation options tailored to different vessel segments and regions Addressing this need through a holistic approach, the study provides, for the first time, a global overview of viable decarbonisation options tailored to different vessel segments and regions worldwide. It also integrates volume assessments with a comprehensive analysis of cost implications for shipowners and the investment requirements across the logistics and port infrastructure chain. In the short term, the energy carriers most capable of reducing CO2 emissions include: LNG (liquefied natural gas) – a fossil fuel with lower carbon intensity, though it requires significant infrastructure investments for storage, handling, and bunkering at ports.  Biofuels – including HVO, which can be used in its pure form without the need for infrastructure upgrades, and FAME which faces significant limitations when used in pure form.  Merchant shipping sector Over the long term, biofuels — including the emergence of Bio-LNG and biomethanol — are expected to remain the primary solution for the merchant shipping sector. Synthetic fuels derived from green hydrogen, along with hydrogen itself, are also likely to gain traction in specific applications — such as low- and medium-power cruise ships — as their competitiveness improves and supply chains continue to develop. Development and implementation of impactful initiatives Synthetic fuels derived from green hydrogen, along with hydrogen itself, are also likely to gain traction Giuseppe Ricci, Chief Operating Officer for Industrial Transformation at Eni, commented: “A year ago, together with Fincantieri and RINA, we committed to developing a global observatory focused on the evolving landscape of sustainable decarbonisation solutions for the maritime sector." "This study — the result of combined expertise, resources, and technologies from key industry players — has produced a clear and actionable framework that can guide the development and implementation of impactful initiatives to decarbonise maritime transport across various segments, while considering the full supply chain." "As also recognised at the EU level, there is growing consensus that biofuels — particularly those already available and usable in their pure form, like HVO — are among the most effective solutions currently available to reduce GHG emissions in the maritime sector.” Sustainable Maritime Transport Outlook Pierroberto Folgiero, Chief Executive Officer and General Manager of Fincantieri, stated: “Decarbonising maritime transport is a challenge that demands industrial vision and the ability to turn innovation into real-world solutions. The Sustainable Maritime Transport Outlook presented today marks a strategic step in that direction — an integrated analysis grounded in real data and scenarios, developed with the support of pioneering players across the sector." "This is also the foundation for our commitment to establish a global observatory, reinforcing our role in driving the transition toward lower environmental impact, while creating value and ensuring competitiveness throughout the entire ship lifecycle. With our Net Zero Ship goal set for 2035, Fincantieri is looking ahead — pioneering the change and integrating technology and sustainability to stay competitive in the long term.” Shipping and transport value chain Carlo Luzzatto, Chief Executive Officer and General Manager of RINA stated: “Knowledge transfer is a key enabler in accelerating the energy transition. Our ability to bring together expertise and experience from different sectors — particularly energy and maritime, where we have a long-standing presence — allows us to develop effective decarbonisation solutions." "Partnerships like this one with Eni and Fincantieri are essential for turning innovation into practical applications, creating value for all players across the shipping and transport value chain.” Future low-emission maritime routes Pierluigi Serlenga, Managing Partner Italy at Bain & Company, added: “Industry stakeholders and investors need a clear vision to guide technological choices and investment strategies. With this first edition of the Observatory, we’ve delivered a valuable tool to help interpret the evolution of the fuel mix in both the short and long term." "Starting around 2040, new solutions will gradually be adopted on specific routes and use cases, complementing biofuels and LNG — although the latter will need to come from bio-based sources. It’s therefore critical to develop a roadmap for upgrading Italy’s port infrastructure to ensure it remains competitive and central to future low-emission maritime routes." "We estimate that by 2050, around €24 billion in investments will be needed across the European port system — a significant share of which represents a real business opportunity for the Italian maritime value chain.” Adoption of new technologies and alternative fuels Maritime sector remains heavily reliant on traditional fuels, which account for 93% of total energy consumption Now, the maritime sector remains heavily reliant on traditional fuels, which account for 93% of total energy consumption. The goal of achieving net-zero emissions by 2050 is driving a major transformation across the industry, with increasing adoption of alternative propulsion sources. In 2023, around 50% of new ship orders were designed for alternative fuels, reflecting a shift toward greater sustainability. Ports are beginning to adapt, developing infrastructure to support a range of new fuel and technology options — but progress remains insufficient.  The adoption of new technologies and alternative fuels will depend on a complex mix of factors, including national and regional energy strategies, consumer behaviour, macroeconomic trends, geopolitical developments, supply chain risks, and the pace of technological advancement. Levels of decarbonisation ambition The Outlook presents three future scenarios, each based on varying levels of decarbonisation ambition, technological progress, and availability of fuels and infrastructure. HVO is already available at key ports and offers a degree of cost resilience Projections suggest that decarbonisation will advance more rapidly in the EU and the United States, while fossil fuels and LNG will continue to dominate in the Asia-Pacific region and other parts of the world — making up approximately 70% of the energy mix by 2050.  Between 2030 and 2040, Europe and North America are expected to see a major shift from fossil fuels to HVO biofuels — which will serve as the cornerstone of the transition — and to LNG, including its bio-derived form. HVO is already available at key ports and offers a degree of cost resilience, while LNG remains economically competitive in the near term, though it will face increasing regulatory penalties from 2040 onward. Carbon neutrality by 2050 To achieve carbon neutrality by 2050, the industry will also need to explore new alternative fuels, such as synthetic fuels produced from green hydrogen. However, these are not expected to become cost-competitive with fossil fuels until after 2040. Industry need to explore new alternative fuels, such as synthetic fuels produced from green hydrogen In the long term, biofuels derived from renewable feedstocks and synthetic fuels will be essential for decarbonising medium- and long-range merchant vessels. For short-range ships, bioenergy solutions will be sufficient. In the cruise segment, small to mid-sized vessels (luxury and exploration classes) are expected to adopt both HVO biofuels and synthetic fuels, while larger vessels (upper premium and contemporary classes) will rely more heavily on bioenergy sources such as HVO, bio-LNG, and biomethanol. Distribution of alternative fuels Successfully managing this transition will require significant long-term investment in port infrastructure to accommodate the supply and distribution of alternative fuels. Within the European Union alone, investments of up to €24 billion are projected. In terms of infrastructure needs, HVO biofuels and LNG will require relatively limited investment (around 15%), due to their compatibility with existing systems. In contrast, synthetic fuels will demand substantial investment (around 85%), as the necessary infrastructure has yet to be developed.

Zero USV, the company behind the Oceanus12 fleet, providing the first global network of over-the-horizon, high-endurance uncrewed fully autonomous surface vessels (USVs) for charter, has officially welcomed Leeway Marine onboard as its first global operations partner. This partnership represents a landmark step in expanding Zero USV’s worldwide presence, with Leeway Marine now set to offer the company’s Oceanus12 USV for charter throughout Canada and the wider North American region. Pioneering vessel solutions This collaboration between the two companies arrives at a time when global interest in uncrewed This collaboration between the two companies arrives at a time when global interest in uncrewed. The charter-based business model is pioneering for this region and beyond; organisations no longer need to invest in costly ownership to harness the benefits of utilising a USV already set up with edge-based autonomy fed by sophisticated algorithms using data fusion from an advanced sensor suite. This collaboration between the two companies arrives at a time when global interest in uncrewed, high-endurance vessel solutions is surging, not least within the defence sector, where continuous maritime surveillance, border security, and rapid-response capabilities in contested waters have become increasingly critical. Maritime operations excellence Based in Halifax, Nova Scotia, Leeway Group was founded in 2015 by former navy professionals and is now one of Canada’s largest charter vessel suppliers in the offshore survey and defence charter market. The Group of companies includes Leeway Marine, Leeway Vessel Management, Offshore Crewing and related US subsidiaries. With operations in Canada, US and the Indo-Pacific Region, Leeway is poised to create significant growth for the Zero USV brand in current and emerging markets.  Technology integration It is this core experience and knowledge which gives ZeroUSV the confidence that Leeway Marine is the right partner to take the Oceanus12 on and work it up to meet local requirements, leveraging its deep knowledge of Canadian waters and maritime operations. This collaboration ensures that Zero USV’s cutting-edge technology, specifically developed for over-the-horizon missions, is paired with specialised, in-territory expertise. Autonomous marine solutions The Oceanus12 is a next-generation uncrewed surface vessel, designed from the keel up for extended, high endurance, fully autonomous missions. Key features include a twin hybrid-electric propulsion system for ultimate reliability and fuel efficiency, an advanced autonomy software stack powered by MarineAI’s GuardianAI software, and a mission-agnostic platform that can be configured for a diverse range of operations. Seamless integration commitment Zero USV’s commitment to ‘turnkey’ solutions also providing its own Remote Observation Centre Zero USV’s commitment to ‘turnkey’ solutions is backed by it also providing its own Remote Observation Centre (ROC), ensuring seamless integration and allowing customers to simply “charter and go”. ZeroUSV founder, Matthew Ratsey, said:
“We are absolutely delighted to be bringing a company of the caliber and track record of Leeway Marine into the ZeroUSV network. To have Leeway Marine as our first global franchisee is a huge milestone for both companies and Leeway’s strong track record in the Canadian maritime sector makes it the ideal partner to champion Oceanus12 in North America." “Our vision has always been to operationally scale ZeroUSV as fast as practically possible and to do this by creating a robust global network of key partners operating Oceanus12 uncrewed vessels that can address the wide range of operational needs, Leeway Marine as an early adopter will play a key role in helping us achieve the global reach we are striving for.” Global franchise milestone Jamie Sangster (CEO Leeway Group), said:
“Becoming Zero USV’s first global franchisee underscores our commitment to delivering the most advanced uncrewed capabilities. We see enormous potential for Oceanus12 - from defence and security tasks to environmental surveys and infrastructure monitoring. By coupling our regional expertise with Zero USV’s proven platform, we aim to bring the benefits of autonomous maritime operations to more organisations across the North American continent.”

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

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

The terms under the new Building Safety Act 2022 became enforceable from October 1st this year.  Here, Bob Glendenning, Fire Design Engineering Manager of Sherwin-Williams Protective & Marine Coatings, examines why creating a ‘Golden Thread’ of information within the new legislation is so important for those involved in the intumescent coatings industry.  Building Safety Act 2022 The 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 of at least two domestic premises. Building Safety Regulator (BSR) The BSR aims to raise building safety standards and the performance of buildings These regulations required 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 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.  The three Gateways provide evidence  The criteria for the Golden Thread require all relevant documents and evidence to be stored digitally The Golden Thread is an information trail that runs through all of the three Gateways 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.  For the protection of structural steel with intumescent coatings, those who may need to submit information may include main contractors, architects, designers, specifiers, fabricators, and applicators. Indeed, any party who is responsible for fire safety critical elements or components. Importantly, the criteria for the Golden Thread require all relevant documents and evidence to be stored digitally to prove that adequate steps have been taken in the construction and ongoing maintenance of a building.  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. The Health and Safety Executive (HSE), who is now also the BSR, will be part of the consultation.  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.  Early engagement and collaboration Collaboration between all parties helps to clarify any points upfront before they become a problem At Sherwin-Williams, our policy of early engagement and collaboration between all parties helps to clarify any points upfront before they become a problem with the subsequent knock-on effect on time and cost.  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.  Safe and efficient structural fire protection approach Working together, we share knowledge and help our clients to reach their goals. After all, we are all now part of this renewed responsibility. We encourage and fully support this early engagement. With the correct information from the project team, we can provide information and guidance on a safe and efficient structural fire protection approach.  Gateway 2 – submitting building control approval to the Regulator. The Regulator has 12 weeks to approve or reject these building control applications or to approve them 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 the fulfilment of certain requirements.   Notifiable changes Any major changes at this stage will also need approval from the Regulator, and records of the controlled change including an explanation of compliance with Building Regulations will also need to be maintained. The categorisation of major and ‘notifiable changes’ are still subject to consultation under the new legislation.  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 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 information for the Golden Thread has been handed over to the accountable person should also be declared. There is then a 12-week period for the Regulator to approve the application for a completion certificate.  We all have a role to play  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. To be clear, the information stored in the Golden Thread needs to be accurate, easily understandable, up-to-date, and readily accessible.  Good practice and compliance The Golden Thread constitutes any relevant package of information that refers specifically to a project In echoing the point made by Dame Judith Hackitt, we at Sherwin-Williams emphasise that the Golden Thread constitutes any relevant package of information that refers specifically to a project or programme of works. This could come in various forms including a product specification, marked-up drawings, CAD data, a BIM model, a product/member DFT schedule, application records, or datasheets for example. As long as it provides evidence of good practice and compliance, it is relevant.  Use of intumescent coatings It is important to understand and work with this new process. It has been introduced for good reason and our message is not to underestimate your role whatever it may be from the main contractor through to the applicator.   We want our customers to embrace change for the better. Capturing relevant data on the use of our intumescent coatings contributes to best practices for their uses and for those people who move about in these buildings who surely have the right to expect the highest levels of safety. This information validates each key stage of The Golden Thread. Provide the right information We should highlight 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 is accurate.  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 for everyone’s sake. 

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

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

Augmented reality (AR) is making waves across various industries, and maritime is no exception. For maritime professionals, AR offers practical, real-time solutions that enhance safety, optimise operations, and improve decision-making both at sea and onshore. Whether it’s helping crews navigate complex environments, assisting in ship maintenance, or providing on-the-job training, AR’s ability to blend digital information with the physical world is proving invaluable in the fast-paced and challenging maritime environment. This article explores the benefits, applications, and potential of AR in the maritime industry.  Understanding AR and its intent  Augmented reality (AR) overlays digital content—such as data, graphics, and 3D models—onto the real-world environment, enhancing users’ perception of their surroundings. Unlike virtual reality (VR), which creates entirely simulated environments, AR supplements the real world with additional information that can be viewed through devices like smartphones, tablets, or AR glasses.  Accuracy, efficiency, and safety The core objective of AR in the maritime industry is to create a more intuitive and information-rich working environment In the maritime context, AR intends to enhance the accuracy, efficiency, and safety of various operations. By providing real-time data and visuals, AR allows maritime professionals to make better-informed decisions, whether they’re navigating a vessel through busy waters, inspecting machinery, or managing cargo in a port. The core objective of AR in the maritime industry is to create a more intuitive and information-rich working environment, reducing risks, preventing errors, and increasing operational efficiency.  AR applications in maritime operations  One of the most significant applications of AR in the maritime industry is in navigation. AR can assist ship officers by overlaying critical navigation data—such as chart information, vessel traffic, weather conditions, and obstacles—directly onto the real-time view of the sea. This helps enhance situational awareness, particularly in congested waterways or during low-visibility conditions like fog or storms. With AR, navigators can visualise information directly in their line of sight, minimising the need to shift focus between different instruments or screens.  Maintenance and repair operations Maintenance and repair operations are another area where AR has proven to be highly effective. Technicians can use AR glasses or tablets to access real-time information on ship components, including interactive 3D models, schematics, and procedural guides. This allows for faster and more accurate repairs, reducing downtime and the need for specialised training. AR can also connect remote experts with on-site technicians, enabling real-time support and troubleshooting. Training and simulation Crew members can undergo immersive training sessions where they interact with AR-enhanced environments Training and simulation are other critical areas benefiting from AR. New crew members can undergo immersive training sessions where they interact with AR-enhanced environments, practicing tasks such as emergency procedures or cargo handling in a risk-free setting. This improves skill retention and reduces the time required to get new hires up to speed. In ports, AR can assist with cargo management by displaying real-time data on container contents, destination, and status. This streamlines the loading and unloading process, reducing errors and improving overall port efficiency.  Benefits of AR for maritime stakeholders  The integration of AR technology delivers a wide array of benefits to different maritime stakeholders, from shipowners and operators to port managers and regulators. For shipowners and operators, AR enhances the safety and efficiency of vessel operations. Improved navigation capabilities lead to fewer accidents, while real-time maintenance support reduces the risk of machinery failures and extends equipment lifespan. Immersive, on-the-job learning experiences Additionally, AR can cut training costs by providing immersive, on-the-job learning experiences that don’t require expensive simulators or extended training periods. Port operators also benefit from AR technology. Enhanced cargo management, optimised logistics, and real-time tracking of goods improve turnaround times and reduce operational bottlenecks. With AR’s ability to overlay data onto physical containers or equipment, ports can achieve greater accuracy in inventory management and resource allocation.  Real-time data and augmented visuals AR can streamline the inspection process, ensuring that ships and ports meet regulatory requirements For manufacturers and engineers, AR enables the visualisation of complex equipment and components in a real-world context. This can facilitate better communication between shipbuilders, designers, and engineers, leading to more accurate construction and faster problem-solving when issues arise. Regulators and maritime authorities can use AR to improve safety inspections and compliance checks. By providing inspectors with real-time data and augmented visuals, AR can streamline the inspection process, ensuring that ships and ports meet regulatory requirements more efficiently.  Encouraging Collaboration Across the Maritime Ecosystem  One of the most exciting aspects of AR is its potential to foster collaboration among various maritime stakeholders. By connecting on-site personnel with remote experts through AR-enabled devices, maritime operators can access specialised knowledge without requiring experts to be physically present. This promotes better teamwork across geographical distances, improving problem-solving and decision-making in real-time.  Reduces downtime For example, when a ship experiences technical issues in a remote location, AR allows an engineer onshore to guide a crew member step-by-step through the repair process, using visual overlays and interactive tools to ensure accuracy. This reduces downtime and ensures that operations can continue without the need for costly or time-consuming travel.  Reduces errors By combining AR with digital twin technology, maritime professionals can access real-time digital replicas Collaboration is also enhanced in ship design and construction. AR allows shipbuilders, designers, and engineers to visualise and manipulate 3D models in a real-world environment, making it easier to collaborate on complex projects and reduce errors during the construction phase. Moreover, AR can integrate with broader industry initiatives, such as digital twins and automation. By combining AR with digital twin technology, maritime professionals can access real-time digital replicas of ships or port equipment, enabling more effective monitoring, predictive maintenance, and resource management.  Misconceptions and challenges in adopting AR  Despite its potential, some misconceptions about AR remain within the maritime industry. One common misconception is that AR is solely for high-tech, cutting-edge operations and isn’t suitable for traditional maritime businesses. However, AR technology is highly scalable, and its applications can be adapted to a wide range of maritime operations, from small vessels to large container ships and ports. Another misconception is that AR requires significant upfront investment in expensive hardware and software. Long-term savings While initial costs can be high, particularly for advanced AR glasses and devices, the long-term savings in operational efficiency, reduced training times, and improved safety often outweigh these costs. Additionally, more affordable AR solutions are emerging, making the technology accessible to a broader range of operators.  Enhance focus and reduce cognitive load AR devices could create, particularly in high-stress environments like ship navigation or cargo handling There are also concerns about the potential distraction that AR devices could create, particularly in high-stress environments like ship navigation or cargo handling. However, when implemented thoughtfully, AR is designed to enhance focus and reduce cognitive load by delivering critical information directly to the user’s line of sight, rather than requiring them to divert attention to multiple screens or devices.  Coordinating AR with Industry Initiatives and Future Trends  AR is increasingly being integrated with other technological advancements in the maritime sector, including automation, the Internet of Things (IoT), and digital twin technologies. By providing real-time insights and data visualisation, AR can help facilitate the use of autonomous ships and enhance the monitoring and management of connected maritime systems. As the industry continues to prioritise sustainability, AR can also play a role in promoting greener practices. By optimising navigation routes and improving fuel efficiency, AR can help ships reduce emissions and minimise their environmental impact. AR-enhanced training As the technology continues to evolve, its applications will expand, offering new ways to improve safety Furthermore, AR-enhanced training can focus on eco-friendly practices, reinforcing the maritime industry’s commitment to sustainability. Looking forward, AR will likely play a crucial role in the future of maritime operations. As the technology continues to evolve, its applications will expand, offering new ways to improve safety, efficiency, and collaboration across the industry.  AR navigating the challenges of the 21st century  Augmented reality is poised to become a transformative tool in the maritime industry, offering tangible benefits in safety, operational efficiency, training, and collaboration. By integrating AR technology into maritime operations, professionals can stay ahead of industry challenges, enhance decision-making, and foster greater collaboration across the global supply chain. With the right approach, AR will not only improve day-to-day operations but also help future-proof the maritime industry as it navigates the challenges of the 21st century.  {##Poll1732855978 - What area of maritime operations do you think would benefit the most from augmented reality (AR)?##}

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

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.

Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.