Finance

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.

Kpler, a data and analytics platform for trade intelligence announced its acquisition of Spire Maritime, a prominent provider of satellite-powered data for real-time global vessel tracking. This strategic move aims to enhance Kpler’s maritime coverage and deliver unmatched insights into global vessel movements and shipping logistics. Real-time visibility and analytics Mark Cunningham, CEO of Kpler, emphasised the impact of this acquisition, “By acquiring Spire Maritime, we will materially improve our satellite AIS offering which together with our comprehensive terrestrial AIS network, significantly enhances real-time visibility and analytics for the maritime and commodity markets." "This will provide our clients with a clearer view of developments across maritime and commodity markets, to support better decision-making in a globally interconnected economy.” Real-time data and analytics Kpler will expand its data reach, offering comprehensive visibility across open oceans By integrating Spire Maritime’s technology and AIS feed, Kpler will expand its data reach, offering comprehensive visibility across open oceans. This acquisition further strengthens Kpler’s commitment to delivering superior real-time data and analytics to its clients, supporting informed, data-driven decision-making across the global supply chain. High-quality data François Cazor, Executive Chairman of Kpler, highlighted the financial and strategic benefits, stating, “This acquisition not only provides us with high-quality data that enhances our ability to deliver maximum value to our clients, but it will also enable us to significantly expand our maritime business." "We remain focused on reaching $1 billion of ARR in the coming years, which will involve us expanding into new products and verticals, as well as pursuing strategic mergers and acquisitions.” Digitalisation of the maritime industry Peter Platzer, CEO of Spire Global, commented on the transaction's broader impact, adding, “This transaction positions our maritime business as part of a global organisation focused on the digitalisation of the maritime industry, which we expect will benefit both our customers and team members.” Platzer added, “This move further focuses Spire Global on our core mission: helping humanity tackle climate change and global security challenges and now, we are even better equipped with the resources, technology, and experience to serve our customers, whether through our advanced data solutions or empowering them with our sophisticated space services offering.” Acquisition of Spire Maritime The acquisition of Spire Maritime marks another significant step in Kpler's strategic path, further enhancing its position as a global leader in the trade intelligence markets. The transaction is expected to close by the first quarter of 2025, subject to satisfying customary closing conditions.

ABS Wavesight has partnered with Noble Corporation, an offshore drilling contractor, to revolutionise its recordkeeping practices by adopting ABS Wavesight eLogs™ electronic logbooks on its entire fleet of offshore assets. This collaboration marks a major milestone for the offshore adoption of ABS Wavesight eLogs, a secure digital solution that succeeds paper logbooks, bringing a new dimension to compliance management in the maritime and offshore sectors. ABS Wavesight eLogs ABS Wavesight eLogs offers a comprehensive and streamlined approach to recordkeeping for both the maritime and offshore industries. The secure digital platform replaces traditional paper logbooks, delivering a more efficient, reliable, and user-friendly solution for record management. ABS Wavesight eLogs enables accurate and real-time data capture and helps overcome risks By leveraging advanced technologies, such as cloud computing, ABS Wavesight eLogs enables accurate and real-time data capture and helps overcome risks associated with inaccurate and incomplete data and lost logbooks. Advanced digital solutions "We are proud to be at the forefront of innovation in the offshore sector with the adoption of eLogs by Noble," said Staci Satterwhite, CEO of ABS Wavesight. Staci Satterwhite adds, "This collaboration underscores the growing demand and need for advanced digital solutions that improve efficiency, safety, and compliance, all while providing cost savings." Efficiency and accuracy "We are excited to adopt ABS Wavesight eLogs to help us further digitalise recordkeeping on our assets. This has been a welcomed change from the crews offshore with an increase in efficiency and accuracy," said Ben Sherwood, Supervisor of Marine Compliance and Inspection of Noble. Ben Sherwood adds, "We are estimating a possible reduction in error rate of 46 percent in just a single logbook using this platform." Performance and safety In addition to Noble’s adoption, ABS Wavesight eLogs has recently received flag State recognition from Brazil, further solidifying the company’s position and compliance with offshore regulations. This recognition underscores ABS Wavesight's commitment to working closely with regulatory authorities to support the highest standards of performance and safety in the industry.

Ahlsell Danmark ApS, through its subsidiary KJV A/S, has signed an agreement to acquire all shares in Herning Industri Lager A/S. Going forward; the company will become part of the industrial specialist - KJV A/S. Through this acquisition, the position and offering in the Danish industrial sector are strengthened. Herning Industri Lager A/S Herning Industri Lager A/S sells tools, fasteners, transmissions, machines, and other technical assortments to industrial companies in central Jylland. The company has 16 employees in Herning, where, in addition to a store, they also have a warehouse and head office. The turnover is 65 MDKK (2023). With this acquisition, Ahlsell is creating one of Denmark’s major suppliers of tools, transmissions, machines, and technical articles in Jylland. The acquisition is expected to be completed in November 2024.

ERMA FIRST GROUP has successfully completed the acquisition of Ecochlor, in a move that reinforces its position as a trusted provider of ballast water treatment and advanced decarbonisation solutions. Broadening the range of ultra-efficient ballast water treatment systems (BWTS), future-proof decarbonisation solutions, and related services under the ERMA FIRST GROUP umbrella, the acquisition consolidates the company’s status as one of the world’s largest BWTS providers. Marine ecosystem “ERMA FIRST GROUP is dedicated to protecting and preserving the marine ecosystem by continuously developing and expanding its portfolio of innovative and future-proof environmental protection solutions,” said Eleni Polychronopoulou, President, of ERMA FIRST GROUP. Eleni Polychronopoulou adds, “Over the last 15 years, ERMA FIRST GROUP has secured its reputation as a trusted BWTS partner, working closely with customers around the world to ensure access to the highest-quality services and solutions. A crucial part of our success has been our continuous investment in providing the best BWTS solutions, both through organic growth and acquisitions such as this, while simultaneously supporting customers before, during and after installation.” BWTS portfolio The second hybrid system deploys either a two-step filtration and ClO2 process or filterless ClO2-based operations Ecochlor’s BWTS portfolio comprises a filtration- and ClO2-based system and two versions of the EcoOne™ solution. The first is a filterless system that uses ClO2 alone and consumes just 10–20 kilowatts of power even at very high flow rates. The second hybrid system deploys either a two-step filtration and ClO2 process or filterless ClO2-based operations only, depending on shipowner requirements. EcoBlue The Ecochlor BWTS secured its market position by using a low dose of its proprietary chlorine dioxide (ClO2) solution, the EcoBlue, to treat ballast water in a highly efficient one- or two-step process. EcoBlue is the only chemical globally to be approved for use in Ecochlor systems under IMO and USCG Type Approval Certificates, which means that compliance is guaranteed for every operation, as well as compliance with IMO and USCG discharge standards. Safe operation Apart from ensuring compliance, EcoBlue secures the safe operation of the BWTS by the maker's operational manual and the BWTS warranty remains valid. ERMA FIRST GROUP’s global reach will further strengthen the system’s established chemical resupply and service network, which supports optimal Ecochlor BWTS performance wherever vessels sail. In addition to that, the use of ERMA FIRST GROUP genuine spare parts safeguards the flawless, efficient, and effective operation of every BWTS, prolonging its lifecycle without compromises, while ensuring warranty validity and full compliance with IMO and USCG Type Approvals. One-stop shop for green ship operations All installed Ecochlor systems were eligible for continuation of certified service post-acquisition, subject to verification Konstantinos Stampedakis, Co-Founder and Managing Director, ERMA FIRST GROUP emphasised that all installed Ecochlor systems were eligible for continuation of certified service post-acquisition, subject to verification that clients’ prior maintenance used original spare parts and EcoBlue. Failure to use approved components can render certifications null and void. “We are delighted to announce the acquisition of Ecochlor in a move that consolidates our position as a provider of BWTS and our continuing growth as a one-stop shop for greenship operations,” said Konstantinos Stampedakis. ClO2-based technology Konstantinos Stampedakis adds, “By combining the portfolios and service capabilities of ERMA FIRST GROUP and Ecochlor, the acquisition extends our reach as a future-proof partner equipped to help shipping meet its environmental obligations.” Ecochlor’s ClO2-based technology offers a simple yet highly effective means of treating ballast water, while at the same time helping to further reduce fuel consumption and emissions due to the system’s low power requirements.

A new report published by DNV reveals that the majority (61%) of maritime professionals believe the industry should accept increased cyber risk from digitalisation, if it enables innovation and new technologies. The sector’s appetite to take on emerging risks arising from digital transformation is notably higher than other critical infrastructure industries including energy, manufacturing, and healthcare.  Cybersecurity risk The industry’s increasing appetite for cyber risk comes at a time when it must manage a growing volume of vulnerabilities. Seven in 10 (71%) of the almost 500 maritime professionals surveyed by DNV believe their organisations’ industrial assets are more vulnerable to cyber-attacks than ever before, while the same proportion (71%) say the pioneers of their organisations consider cybersecurity to be the greatest risk their business faces.   Digital transformation and decarbonisation “In the maritime industry, we must match our ambitions for digital transformation and decarbonisation with a steadfast commitment to securing our people, the vessels, and the systems we rely on,” says Knut Ørbeck-Nilssen, CEO of Maritime at DNV. Knut Ørbeck-Nilssen adds, “Cyber-attacks represent a growing threat to the safety of the maritime industry today. We can innovate, progress, and take a lead in ensuring the resilience of our businesses and societies, but only if we truly manage cyber risk.”  Data analytics, IoT, AI & ML The entire maritime value chain is increasingly reliant on ever more connected digital technologies Ship owners, ports, and the entire maritime value chain are increasingly reliant on ever more connected digital technologies, as the industry transforms to become greener, safer, and more efficient. Maritime professionals point to advanced data analytics, the Internet of Things, AI & machine learning, high-bandwidth satellite communications, and autonomous operations, as presenting the greatest opportunities for their businesses in the coming years.   Challenges with cyberattacks While interconnectivity and new technologies bring opportunities, they also make the industry more vulnerable to cyber-attacks. Maritime professionals are confident the industry is managing the risk. More than eight in 10 (83%) say their organisation has a good cyber security posture, and seven in 10 (71%) are confident their organisation would quickly get back to business as normal following a cyber-attack.   Cybersecurity investments Contributing to this confidence, almost three-quarters of maritime professionals (73%) report that their organisation is increasing cybersecurity spending compared to last year. A majority say their organisation has prepared against potential outcomes such as asset downtime and disruption to operations, theft of sensitive data, physical injury or loss of life, and a grounded vessel.  False sense of security 53% of those surveyed are confident their organisation can demonstrate full visibility of supply chain vulnerabilities While industry awareness of cyber risk and cybersecurity investment has grown rapidly, there are signs of a false sense of security within the maritime industry. Only half (53%) of those surveyed are confident their organisation can demonstrate full visibility of supply chain vulnerabilities, a concern given the recent rise in cyber-attacks targeting supply chains.  Operational technology security Additionally, 68% believe their organisation’s IT security is stronger than its operational technology (OT) security – which is linked to physical assets like sensors, and programmable logic controllers (PLC), and enables automation, safety, and navigation systems. Some 76% say that the cyber security training that their organisation provides is not advanced enough to protect against sophisticated threats.  Protecting IT and OT “Organisations may feel they are prepared as more resources are being deployed to manage cyber risk, but the reality is more complex than that,” says Svante Einarsson, Head of Maritime Cybersecurity at DNV Cyber. Svante Einarsson adds, “Businesses have a sophisticated adversary to contend with, which complicates the picture significantly. We need to protect both IT and OT and be ready to respond should an attack be successful.”  Rise in ransomware attacks 79% of maritime professionals are concerned about profit potential from ransomware attacks Concerns are heightened among maritime professionals due to geopolitical tensions but also because of growing criminal activity. One notable trend is the increase in concern related to criminal gangs that have identified the huge profit potential from ransomware attacks: 79% of maritime professionals are concerned about this risk vector, up from 56% in 2023.   DNV’s new report Maritime Cyber Priority 2024/25 Managing Cyber Risk to Enable Innovation, identifies four key challenges for the sector:  Ensure access to experienced resources that know how to build and implement cybersecurity resilience in the design of new systems and vessels. Enhance detection and response capabilities to minimise the consequences of marine operational technology (OT) systems. Assign clear roles, responsibilities, and resources to handle OT cyber security continuously onboard and onshore.  Secure the many interdependencies and components in complex supply chains The vast majority of maritime professionals (95%) call for more collaboration on cybersecurity among organisations within critical infrastructure industries.   “The maritime industry and other critical infrastructure sectors need to take big steps forward in openly sharing cyber security experiences – the good, the bad, and the ugly – to collectively create security best practice guidance,” says Svante Einarsson.

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. 

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

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.

As the maritime industry accelerates its journey toward decarbonisation, the focus on alternative fuels has intensified. E-methane E-methane, a synthetic gas produced using renewable electricity and carbon capture, is emerging as a promising substitute for conventional natural gas. This innovative fuel offers a way to significantly reduce greenhouse gas emissions while leveraging existing liquefied natural gas (LNG) infrastructure. For maritime professionals, the potential benefits of e-methane extend beyond environmental gains, this fuel could revolutionise ship propulsion, enhance regulatory compliance, and help future-proof operations.  Understanding e-methane and its intent  E-methane is a synthetic, renewable fuel designed to mimic the properties of conventional methane E-methane, also known as synthetic methane, is a carbon-neutral fuel produced through the electrolysis of water using renewable energy sources, such as wind or solar power. The resulting hydrogen is then combined with carbon dioxide captured from industrial emissions or directly from the atmosphere to produce methane.  Unlike fossil-based natural gas, e-methane is a synthetic, renewable fuel designed to mimic the properties of conventional methane while minimising the carbon footprint of maritime operations.  Reducing fossil fuel dependency The primary intent behind the adoption of e-methane in the maritime industry is to reduce the sector's dependency on fossil fuels and contribute to global climate goals. The fuel’s carbon-neutral lifecycle, combined with the potential for net-zero operations, makes it an attractive option for ship owners and operators looking to meet increasingly stringent environmental regulations.  The technology behind e-methane production  The production of e-methane involves two critical technologies: electrolysis and carbon capture. Electrolysis is the process of splitting water molecules into hydrogen and oxygen using electricity. When this electricity comes from renewable sources, the resulting hydrogen is considered “green.” This green hydrogen is then synthesised with captured carbon dioxide to create methane, chemically identical to natural gas.  Carbon capture technology This approach creates a closed carbon loop where the CO2 produced during combustion is offset by the CO2 used Carbon capture technology is essential for e-methane production. CO2 can be captured from various industrial processes, such as cement production or power generation, or directly from the atmosphere through direct air capture (DAC) technologies. By using this captured CO2 in the production of e-methane, the process effectively recycles carbon that would otherwise contribute to atmospheric greenhouse gases.  This approach creates a closed carbon loop where the CO2 produced during combustion is offset by the CO2 used during fuel synthesis, making e-methane a potentially net-zero option for maritime fuel.  Applications in the maritime industry  E-methane offers significant advantages to the maritime industry, particularly in ship propulsion. The ability to use e-methane as a drop-in replacement for LNG makes it a highly versatile fuel. Existing LNG-powered vessels and bunkering infrastructure can be utilised with minimal modifications, reducing the need for expensive retrofits or new technologies. This compatibility makes e-methane a practical option for maritime operators who have already invested in LNG-fueled ships.  Reduction of methane slip Another key application is in the reduction of methane slip, a phenomenon where unburned methane is released into the atmosphere during combustion. Since e-methane is synthesised using captured carbon, its overall environmental impact is reduced, even when factoring in methane slip. In addition to ship propulsion, e-methane could play a role in port operations. Shore-based power generation, which often relies on fossil fuels, could transition to e-methane, reducing emissions from ports and contributing to the overall sustainability of the maritime supply chain.  Benefits for maritime stakeholders  Shipowners and operators stand to benefit from compliance with future environmental regulations E-methane offers distinct advantages for various maritime stakeholders. Shipowners and operators stand to benefit from compliance with future environmental regulations while continuing to utilise existing LNG technologies. This provides a clear path to decarbonisation without the need for significant capital investments in new fueling systems.  Fuel compatibility Port operators and shippers can also benefit from the widespread adoption of e-methane, as it supports cleaner, more sustainable port environments. The fuel's compatibility with LNG infrastructure ensures that ports will not need to invest in entirely new bunkering systems, making the transition to e-methane economically viable for all parties involved.  Engine design and fuel systems For manufacturers, the shift to e-methane could drive innovation in engine design and fuel systems, supporting the development of more efficient and environmentally friendly vessels. Additionally, e-methane aligns with the broader goals of regulatory bodies, which are increasingly pushing for the reduction of greenhouse gas emissions from international shipping.  Fostering collaboration across maritime Ship owners, manufacturers, port operators, and regulators can work together to create a seamless transition The adoption of e-methane could foster greater collaboration across the maritime ecosystem. Ship owners, manufacturers, port operators, and regulators can work together to create a seamless transition to this carbon-neutral fuel. By sharing data on fuel performance, operational efficiency, and environmental impact, stakeholders can collectively optimise the use of e-methane across the supply chain.  International partnerships Collaboration is particularly important when considering the global nature of the maritime industry. International partnerships can help develop standardised e-methane bunkering facilities and supply chains, ensuring that the fuel is available to vessels regardless of their trade routes. Furthermore, e-methane presents an opportunity for maritime stakeholders to align with broader industry initiatives, such as the International Maritime Organisation’s (IMO) decarbonisation targets. By embracing e-methane, the industry can contribute to global efforts to reduce shipping emissions and comply with upcoming regulations.  Challenges facing e-methane  Despite its potential, there are some misconceptions surrounding e-methane. One common belief is that e-methane production is too expensive or technologically unfeasible for widespread adoption. While the current production costs of e-methane are higher than those of conventional LNG, advances in renewable energy and carbon capture technologies are expected to bring these costs down over time.  Additionally, the existing LNG infrastructure reduces the need for new investments, making e-methane a more cost-effective solution than it might initially appear.  E-methane vs. ammonia One of the key challenges e-methane poses to ammonia is its ability to integrate with current systems As the maritime industry evaluates alternative fuels, ammonia has gained significant attention as a zero-carbon option. However, e-methane presents a compelling alternative, especially for operators with existing LNG infrastructure. One of the key challenges e-methane poses to ammonia is its ability to integrate with current systems, offering a more gradual transition to decarbonisation. While ammonia has the potential for significant environmental benefits, its widespread adoption would require new bunkering infrastructure and engines designed to handle its corrosive nature and toxicity. Balance of environmental goals The choice between e-methane and ammonia will ultimately depend on the balance of environmental goals, infrastructure costs, and regulatory pressures. E-methane’s compatibility with existing LNG infrastructure may give it an edge in the near term, but ammonia could emerge as a strong competitor as technology advances and regulations become more stringent.  E-methane and the future of sustainable shipping  Substituting e-methane for natural gas offers the maritime industry a path toward decarbonisation that leverages existing investments in LNG infrastructure while reducing greenhouse gas emissions. For maritime professionals, the transition to e-methane promises not only compliance with environmental regulations but also operational efficiency and cost savings. As the industry collaborates to scale up production and distribution, e-methane could play a critical role in the future of sustainable shipping, competing with other alternative fuels like ammonia in the race to a zero-carbon future.

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

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

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.

Cochin Shipyard Limited (CSL), the premier shipbuilding and ship repair company in India, has delivered the 10th Electric Hybrid 100 Pax Water Metro Ferry BY 125 to Kochi Water Metro. The occasion was marked by the Delivery Protocol Signing ceremony held at CSL, in the presence of Directors of KMRL and CSL, along with senior officials from KMRL, CSL, DNV, and IRS. Shri. Harikrishnan S, Chief General Manager - CSL, and Shri. Shaji P Jananardhanan, Chief General Manager - KMRL, signed the protocol document on behalf of their respective organisations. Both organisations worked closely towards the successful completion of this project, which contributes significantly to the sustainable development and modernisation of water transportation in Kochi, India. Electric Hybrid 100 Pax Water Metro Ferry BY 125 The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel The Electric Hybrid 100 Pax Water Metro Ferry BY 125 is a state-of-the-art vessel designed to provide efficient, eco-friendly, and convenient transportation options for the residents and visitors of Kochi. With a focus on sustainability and environmental responsibility, this ferry is equipped with electric hybrid technology, ensuring reduced emissions and minimised environmental impact. CSL and KMRL partner to advance India’s maritime capabilities By achieving the milestone of delivering the 10th Water Metro Ferry, CSL and KMRL have demonstrated their commitment to advancing the Nation's maritime capabilities, while prioritising eco-conscious transportation solutions. The collaboration between the two esteemed organisations is a testament to the potential for excellence within the Indian shipbuilding industry. CSL and KMRL officials conveyed their gratitude to all stakeholders, including DNV and IRS, for their support and partnership on the project.

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.

Spire Global, Inc. (‘Spire’ or ‘the Company’), a global provider of space-based data, analytics and space services, was selected by ESP Logistics Technology (‘ESP’), an internationally renowned company in supply chain productivity and sustainability, to provide wind data through its weather conditions API and real-time automatic identification system (AIS) vessel-tracking data. In the intricate supply chain industry, even the slightest disruption can lead to significant challenges and delays. This has led to a US$ 3.4 billion inventory optimisation, logistics, and visualisation and reporting market. ESP picks Spire’s comprehensive weather conditions API ESP also is utilising Spire’s AIS data to provide its clients with real-time tracking of their ships ESP Logistics Technology (ESP) has chosen Spire’s comprehensive weather conditions API to provide their helicopter customers with immediate, accurate wind data to make operational flight decisions. ESP also is utilising Spire’s AIS data to provide its clients with real-time tracking of their ships and estimated time of arrival at their destination, based on historical data of ships travelling similar routes. Enhancing supply chain efficiency “At ESP, we are committed to enhancing supply chain efficiency and ensuring our clients’ operations run smoothly,” said Jonathan Rosenthal, the Chief Executive Officer (CEO) of ESP, adding “With accurate wind data, our helicopter customers can optimise their flight operations, while real-time ship-tracking enables us to proactively manage deliveries, reducing delays and enhancing overall productivity.” He adds, “This collaboration with Spire reinforces our dedication to providing top-notch services and empowers us to make informed decisions in the face of the increasingly complex supply chain.”