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The International BoatBuilders’ Exhibition and Conference (IBEX), North America’s premier trade event for the recreational marine industry, has acquired Professional BoatBuilder magazine (ProBoat), the marine sector’s renowned technical publication and online information source.  The ProBoat purchase promises to marry the vitality of IBEX’s live trade event to the magazine’s depth of editorial coverage, creating an unparalleled platform for technical education, professional development, and independent editorial exploration of defining industry trends. Professional BoatBuilder magazine The magazine’s editorial staff has aided in producing the invaluable technical seminar series at the show Together, they will offer a seamless integration of the live, in-person IBEX experience with the expert insights and technical expertise readers have come to trust from Professional BoatBuilder magazine.  The combination builds on a history of partnership – the magazine’s editorial staff has helped produce the invaluable technical seminar series at the show since its launch in 1992. IBEX’s commitment The announcement assures the continuation of that collaboration and confirms IBEX’s commitment to deliver indispensable technical and trade information for boat designers, builders, and service technicians whenever and wherever they need it.  "This acquisition represents a powerful synergy between two pioneering and trusted brands in the marine industry," said Anne Dunbar, Executive Director, adding "By combining our annual event with Professional BoatBuilder's trusted technical journalism, we’re creating a robust, continuous pipeline of information and an opportunity for our entire community." Digital publishing environment IBEX hired ProBoat Editor - Aaron Porter as Editorial Director when the magazine’s prior owners announced they would cease publication of the magazine in September.  Aaron Porter said last Friday, "I welcome the chance to keep producing the essential boatbuilding information our readers have come to rely on and the challenge of pursuing that goal in a rapidly evolving print and digital publishing environment. We’ll be working with largely the same editorial contributors but with some changes to the delivery media." Integrate the technical content The IBEX team will be discussing initial plans for the editorial future at their stand (HF.01) at METSTRADE in Amsterdam this week. Plans are under way to integrate the technical content Professional BoatBuilder magazine is known for with IBEX 365, the show’s online platform for product promotion, education, and show-related news. Additional details will be available in early 2025, along with updates for ProBoat subscribers and advertisers.

In a remarkable endeavour to celebrate and revive India’s ancient maritime legacy, the Stitched Ship Project is recreating a 4th-century common-era vessel using traditional shipbuilding techniques. The initiative, led by the Ministry of Culture in collaboration with the Indian Navy, M/s Hodi Innovations, and other stakeholders, draws inspiration from historical references, such as Ajanta murals and ancient texts. Modern safety and design This project embodies India's long-standing connection to maritime trade and innovation. Indian Register of Shipping (IRS) is proud to play a critical role in this project by ensuring that the reconstructed ship conforms with modern safety and design standards. While maintaining historical authenticity, the vessel’s design has been refined to comply with appropriate stability and strength requirements for the intended sea voyage. Historic voyage The ship is currently under construction and is expected to be completed in 2025 The ship is currently under construction and is expected to be completed in 2025. Once finished, it will embark on a historic voyage retracing ancient trade routes, including a significant journey to Bali, celebrating the legacy of India’s cultural and economic exchange with Southeast Asia. "This project is a tribute to the ingenuity of India’s ancient shipbuilders and their significant contributions to global maritime history," said H V Ramesh, Divisional Head Plan Approval Centre, IRS. H V Ramesh adds, "We take pride in contributing to this historic reconstruction, ensuring the preservation of its traditional essence while upholding modern standards." Stitched Ship Project The Stitched Ship Project exemplifies India’s commitment to preserving its maritime heritage, while fostering contemporary innovation. IRS is privileged to be associated with this initiative, which represents a collaboration among multiple ministries and experts from diverse fields, blending tradition with modernity.

Hellenic Marine Equipment Manufacturers and Exporters is celebrating its 10th anniversary, a milestone for an organisation that has become one of Europe’s major supplier associations for international shipping. Established in 2014 to create a platform to unify the previously fragmented marine equipment manufacturing sector in Greece, the association initially served 15 member companies with a combined annual turnover of €178 million.  Industry practices and R&D Currently, HEMEXPO comprises over 30 members, while turnover has increased by close to 400% to €676 million, highlighting the association’s remarkable growth over the past decade. HEMEXPO’s strategy to drive best industry practices and support research and development has been clear from its proactive approach to forming alliances within and outside the maritime industry. As a member of SEA Europe – The Shipyards & Maritime Equipment Association of Europe – HEMEXPO also fully supports efforts to recognise the role of shipbuilding as a crucial component in the continent’s sustainability and security. Greek maritime technology “HEMEXPO has come a long way since 2014, but it continues to represent the best in Greek maritime technology and remains committed to its mission of promoting Greek innovation,” said Eleni Polychronopoulou, HEMEXPO President. She adds, “Through far-reaching collaboration, both locally and globally, we have formed an extensive network of agents and pioneering partnerships to ensure Greek manufacturers have a strong presence on the European and international stage.” Commercial, naval, and leisure vessels The collective portfolio includes the latest energy-saving devices to facilitate shipping’s green transition Technology from HEMEXPO member companies features a broad range of commercial, naval, and leisure vessel types all over the world,  across both newbuild and refit projects. The association’s collective portfolio includes the latest energy-saving devices to facilitate shipping’s green transition. It also offers a gateway to digitalisation, with several HEMEXPO members specialising in innovative digital solutions that enable smarter vessel operations to enhance safety, efficiency, and profitability, while minimising the burden on the crew. Talent-acquisition programme Eleni Polychronopoulou states, “As the challenges facing the maritime industry continue to evolve, a greater variety of competencies and knowledge will be needed to overcome them.” She adds, “HEMEXPO is committed to investing in the human factor, which lies at the core of Greece’s marine equipment manufacturers. To this end, we are working to establish a talent-acquisition programme that will use training and educational partnerships to equip new entrants into shipping, as well as the current workforce, with the skills to thrive in the green and digital economy.”  HEMEXPO’s 10th-anniversary celebration event takes place on 3rd December 2024 at Skaramangas Shipyards, Greece.

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

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

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

Maritime communications came a long way before they could deliver the first Global Maritime Distress and Safety System (GMDSS). Still, it is fair to say that their forward march has only accelerated in the two-and-a-half decades since. Today, shipping companies rely on satellite connectivity to protect their vessels and people and enable the digitalisation, decarbonisation, and crew-welfare initiatives on which its successes rely.  Low-Earth orbit (LEO) networks Against this background, the new generation of low-Earth orbit (LEO) networks has entered the maritime market to great fanfare and expectation from ship owners, and their excitement is justified: LEO satellite coverage has the potential to span the globe, providing exceptional reliability and speed even during long voyages in the most remote locations. This facilitates real-time communication and efficient coordination between vessels and onshore personnel, ultimately supporting more profitable and sustainable fleet operations. Level of connectivity Moral obligations and regulatory requirements aside, providing high-quality crew internet LEO’s introduction into the maritime sphere has been equally well received by seafarers, who stand to benefit from a level of connectivity that keeps them better connected to family and friends than ever before, and to richer entertainment options at sea. Moral obligations and regulatory requirements aside, providing high-quality crew internet represents a wise investment from a competitive standpoint, enhancing as it does an organisation’s ability to attract and retain the brightest talent.   Another advantage to seafarers and their employers, LEO connectivity offers stable onboard access to non-leisure services including mental-health support, telemedicine, and online learning resources, helping to keep a crew happy, healthy, and up to speed with the evolving requirements of their job.   Limitations  For all the benefits of LEO networks, it is important to acknowledge their limitations. For instance, LEO’s promise of delivering worldwide coverage remains to be realised, with certain countries yet to authorise its use in their territorial waters. This means that, depending on the trading route, a ship may encounter multiple LEO-coverage blackspots during its voyage. Susceptible to interference Regardless of the network type being used, vessels still need to compress and throttle data Like many satellite technologies, LEO networks are also susceptible to interference from atmospheric conditions that can disrupt communications, while network congestion at hotspots and drop-out at satellite handover may present additional connectivity challenges. Regardless of the network type being used, vessels still need to compress and throttle data on certain occasions, such as while in port, but LEO networks currently cap utilisation and therefore limit connectivity and availability further.  Crew and commercial use In addition, maritime organisations should consider whether their LEO system is for both crew and commercial use. For a vessel deploying LEO connectivity to cover crew and business communications simultaneously, even a terabyte of data is unlikely to go far.  Divided among a crew of 25, it equates to 40 gigabytes per person, enough for 13 hours of HD streaming with nothing remaining for commercial requirements.  The solution  Maritime software including critical communications-based services will need to be compatible with LEO To ensure reliable and consistent connectivity, support enhanced GMDSS communications, and meet the bandwidth needs of all stakeholders, a vessel will require multiple satellite provisions. This means that maritime software including critical communications-based services will need to be compatible with both LEO and more traditional, low-bandwidth networks and be able to switch between connections automatically to ensure uninterrupted service.   GTMailPlus GTMaritime’s GTMailPlus, for example, is compatible with all major network types, regardless of bandwidth. Developed with optimisation in the maritime environment in mind, it provides secure and efficient data transfers irrespective of the service or combination of services a shipowner or manager uses. If disruptions do occur, GTMailPlus resumes data transmission from the point of interruption.   Risk of a cybersecurity breach There have already been several reported cases of ship owners falling victim to significant cyber incidents As crew freedoms on the Internet increase and more onboard devices are connected to the network, the risk of breaches to cybersecurity is also rising dramatically: effectively, the vessel becomes a larger attack surface. There have already been several reported cases of ship owners falling victim to significant cyber incidents having adopted LEO systems without taking the necessary security precautions.  Robust, intelligent, and scalable network Given that ships transfer diverse types of data that often involve critical and sensitive information, the consequences of any breach of vessel operations, safety, and privacy can be severe. Here too, the GTMaritime portfolio is continuously evolving to ensure robust, intelligent, and scalable network protection for owners.  AI-based next-gen anti-virus technology In addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach In the latest partnership with CrowdStrike, GTMaritime’s cyber-security offering combines AI-based next-generation anti-virus technology with end-point detection and response capabilities. This, in addition to the enhanced security features included in all GTMaritime solutions, enables a holistic approach to vessel security.  Conclusion  LEO networks undoubtedly present a considerable opportunity for the maritime industry and have the power to transform connectivity at sea. However, there are several factors to consider before adopting an LEO system and regardless of advances in technology, optimised solutions for critical communications, security, and data transfer remain essential.

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

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

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

The Jones Act, also known as the Merchant Marine Act of 1920, has been in the news recently, both as an element in the supply chain muddle and related to the U.S. ban on Russian oil and gas. The Jones Act requires that ships operating between ports in the United States of America be constructed in the U.S., fly the U.S. flag, be owned by U.S. citizens, and be crewed only by U.S. citizens and U.S. permanent residents. The Jones Act The law was introduced by Senator Wesley Jones (R-Wash.) and became effective in June of 1920. It was established to create a secure network of American vessels, after the German navy sank U.S. ships during World War I. The Jones Act was created to protect the U.S. shipping industry, but today is sometimes seen as an outdated law that disrupts supply chains. Perversely, the law encourages dependence on foreign oil. It is seen as an impediment to the current effort to end the flow of Russian oil and gas into the United States of America. Exemption for the U.S. Defense Department The act is seen as protectionist and has hindered trade negotiations with other countries There is a Jones Act exemption for the U.S. Defense Department, which can waive the requirement and allow foreign-built ships to operate in U.S. waters for national-security reasons. Language in the National Defense Authorization Act in 2021 enables the Defense Department to waive Jones Act compliance, in the interest of national defence, in order ‘to address an immediate adverse effect on military operations.’ Non-DOD agencies, including the Department of Homeland Security, do not have the same leeway. The act is seen as protectionist and has hindered trade negotiations with other countries, and relaxing it would provide leverage for future trade negotiations. Act restricts access to goods in the U.S. The Jones Act has impacted recent current events and restricted access to goods in the U.S. For example, the law restricted the ability of the U.S. State of New England to buy energy from U.S. suppliers, when a polar vortex forced Americans to spend hundreds of millions of dollars more on natural gas from other countries. No ships capable of transporting liquid natural gas are built in the United States of America. A waiver was considered, but it was never granted and got bogged down in politics. ‘Jones-capable’ ocean fleet has reduced In effect, the Jones Act requires most U.S. freight to travel over land, even though water shipping would be less expensive. The ‘Jones-capable’ ocean fleet has decreased to only 95 ships. The U.S. State of Hawaii requested a temporary one-year waiver of the Jones Act In wake of the executive order to block Russian oil imports, the U.S. State of Hawaii requested a temporary one-year waiver of the Jones Act. The island state previously bought as much as a third of its oil from Russia. Hawaii’s only refinery announced it will suspend purchase of Russian crude oil, which supports the need for the one-year waiver. The U.S. Virgin Islands already have a permanent Jones Act waiver. Another example is Puerto Rico, whose shipments of goods to and from the U.S. mainland is limited by the need to use expensive protected ships, rather than opening the routes to global competition. A temporary waiver, granted after the deadly Hurricane Maria devastated the island, has expired with no expectation of a continuation. Eliminating the Jones Act could lower fuel costs Eliminating the Jones Act could lower fuel costs to the public, curb American reliance on foreign oil and gas imports, and encourage the domestic shipping industry to compete with foreign vessels, say proponents of eliminating the law. Several bills in the U.S. Congress propose to loosen the Jones Act and/or to exempt foreign-flagged ships, if they meet other requirements on labour, cargo, the environment, and trade. Relaxing restrictions on shipping between U.S. ports would also help the domestic steel industry and any business that manufactures heavy goods or those transported in a container. However, the law restricts issuance of waivers, which have been issued over the years mostly in the face of natural disasters, for example. Not enough ships to install and maintain turbines Offshore wind energy projects are also delayed, because there are not enough specialised ships to install and maintain turbines. Defenders of the Jones Act say it is critical to U.S. military strategy, which relies on a shipyard industrial base (which the law encourages), to support national defence.

Pollution from microplastics poses a threat to the marine environment and synthetic ropes used by maritime vessels are a source of the contamination. Research is ongoing into the specific impact of pollution. Meanwhile, the development of biodegradable fishing gear is one solution, but greater awareness is needed to tackle the problem holistically. The impact of ropes on the ocean The University of Plymouth’s International Marine Litter Research Unit is studying the impact of ropes on maritime vessels and oceans, which could result in billions of microplastic fragments entering the oceans annually. Older ropes can release significantly more microplastic fragments Older ropes can release significantly more microplastic fragments when compared to ropes that are one year old or less. Research shows that newer ropes release around 20 microplastic fragments per metre of rope into the ocean when compared with around 720 fragments per metre for two-year-old ropes and 760 fragments per metre for ropes that are 10 years old. Older ropes release more microplastic fragments Depending on the size and type of vessel, and the depth of the ocean, ropes used in fishing activities can be up to 220 metres in each haul. However, even based on only 50 metres of rope, between 700 and 2,000 microplastic pieces could be released by new ropes and up to 40,000 microplastic fragments could be released by used or old ropes. Given that there are 4,500 active fishing vessels in the United Kingdom (UK) currently, the University of Plymouth’s International Marine Litter Research Unit estimates between 326 million and 17 billion microplastic pieces can enter the ocean annually, from the UK vessels fleet alone. Developing bio-degradable fishing gear The University of Plymouth is part of an ongoing project to develop bio-degradable fishing gear for use across the maritime industry. Broadly speaking, marine litter is a global problem with a negative impact on wildlife, economics and on human health. Most litter affecting marine life is plastic and up to 12 million tons of plastic litter could enter the ocean every year. A global approach is needed to counter this. Understanding the impact of litter on the environment Collective expertise has guided the industry, informed educational and artistic initiatives to raise awareness The International Marine Litter Research Unit of the University of Plymouth seeks to further understand the impact of litter on the environment, oceans and society, in order to identify solutions and to determine how to achieve them. The research unit was the first to reveal the widespread occurrence of microscopic particles of plastic debris at the sea surface and on shorelines. Collective expertise has guided the industry, informed educational and artistic initiatives to raise awareness, and provides evidence for international organisations, including the United Nations (UN). Pervasiveness of microplastic debris contaminating shorelines Work by the International Marine Litter Research Unit has shown the pervasiveness of microplastic debris, contaminating shorelines worldwide, including at remote locations, such as the deepest ocean and the Arctic. Various marine organisms can ingest these pieces and the harmful effects have been shown in laboratory studies. Microplastics can be ingested by corals, planktons, fish, seabirds and marine mammals. They are then transferred along the food chain. Various plastic polymers incorporate chemical additives and stabilisers, and they absorb toxic contaminants and pollutants from the environment. The MINIMISE project The MINIMISE project combines the efforts of four UK universities and two government agencies to address the impact of nanoplastics, species-environment interactions, monitoring programmes and international activities. To date, research activities in this developing field have been fragmented and greater cohesion can promote better understanding.

San Francisco-based maritime technology company - Sofar Ocean announces a partnership with the U.S. Naval Meteorology and Oceanography Command’s (CNMOC) Fleet Weather centres in Norfolk (FWC-N) and San Diego (FWC-SD).  Wayfinder platform FWC-N and FWC-SD, the Navy’s two primary weather forecasting centres, are piloting Sofar’s Wayfinder platform to support the routing of naval vessels at sea. The FWCs are utilising Wayfinder to identify safe and efficient route options powered by real-time ocean weather data for Military Sealift Command (MSC) ships.  Situational awareness Tim Janssen, Co-Dounder and CEO of Sofar, said, "Wayfinder will empower the Navy to enhance situational awareness at sea and leverage data-driven optimisation to continuously identify safe and efficient routing strategies." He adds, "Powered by our real-time ocean weather sensor network, Wayfinder will help the Navy scale its routing operations to support a heterogeneous fleet operating in conditions made more extreme by the effects of climate change."  CRADA The platform displays real-time observational data from Sofar’s global network of Spotter buoys The Navy is evaluating Wayfinder under CNMOC and Sofar’s five-year Cooperative Research and Development Agreement (CRADA) signed in July 2023. Wayfinder reduces manual tasks for forecasters and routers by automatically generating a forecast along a vessel’s route. The platform displays real-time observational data from Sofar’s global network of Spotter buoys to reduce weather uncertainty for route optimisation, and predict unwanted vessel motions during a voyage.  Real-time wave and weather observations The availability of accurate real-time wave and weather observations helps Captains and shoreside personnel validate forecast models and examine multiple route options more efficiently, streamlining a historically complex and arduous process.  Lea Locke-Wynn, Undersea Warfare Technical Lead for CNMOC’s Future Capabilities Department, said, "A key focus area for the Naval Oceanography enterprise is fostering a culture of innovation through collaboration with our commercial partners." Vessel-specific guidance Lea Locke-Wynn adds, "Our ongoing CRADA with Sofar Ocean is a perfect example of how our partnerships can leverage the leading edge in industry to further Department of Defence operations." As the number of naval vessels at sea, including experimental and autonomous ships, continues to increase, forecasters and routers will have less time to spend manually producing vessel-specific guidance. Automated forecast-on-route guidance More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks Wayfinder helps fill this operational gap, enabling FWC-N and FWC-SD to more efficiently support a large fleet in real-time with automated forecast-on-route guidance. More efficient routing empowers FWC personnel to focus on challenging, mission-critical tasks that require their unique expertise.  Streamlined decisions Captain Erin Ceschini, Commanding Officer, FWC-SD, stated, "By using Wayfinder, we’re able to better visualise our ships’ routes, and make safer and more streamlined decisions on route, speed, and heading." Captain Erin Ceschini adds, "Wayfinder has the potential to be a critical component of our day-to-day operations and a key driver of safe routing as we contend with an increasingly unpredictable weather landscape."

Strengthening trade relations and promoting collaboration between Valenciaport and China. This is the objective with which the Port Authority of València has traveled to China to participate in the 8th edition of the Maritime Silk Road Port International Cooperation Forum 2024, held from June 26 to 28, 2024 in Ningbo (China). The value proposition of the Valencian enclosure as a green, intelligent and innovative HUB of the Mediterranean has been the common thread of the presentation of the PAV in this forum. Advantages of Valenciaport as a strategic port Mar Chao has also described the strategic importance of Valenciaport for the Chinese market During the event, Mar Chao, President of the PAV, had the opportunity to present the competitive advantages of Valenciaport as a strategic port in the center of the Mediterranean (through which 40% of Spanish import/export is channeled) at the service of the business fabric of its area of influence and a link in the logistics chain. Mar Chao has also described the strategic importance of Valenciaport for the Chinese market as a key point of direct connection with Europe that promotes a green growth, market-oriented, with maximum efficiency in services and a complete logistic and multimodal integration. Commercial capacity of Valenciaport During her conference, the President also highlighted the commercial capacity of Valenciaport, with an area of influence of more than 2,000 kilometres that maintains a direct relationship with the main international ports. Cristina Rodríguez, Head of Containers of Valenciaport, accompanies Chao in the forum. Both have held business meetings with Asian companies and institutions, including the new president of the Port of Ningbo, Tao Chengbo. In the framework of this meeting, the representatives of Valenciaport and the Port of Ningbo have signed a memorandum of understanding (MOU) with the aim of strengthening their commercial collaboration. Silk Road Port and Maritime Cooperation Forum The Silk Road Port and Maritime Cooperation Forum of Ningbo (China) in which Valenciaport participates is a platform for open exchange and mutual learning in port development and maritime transport, within the framework of the Belt and Road Initiative. From a respect for the uniqueness of each participating port, the Forum is seen as a tool to foster collaboration in various fields to build bridges between supply and demand in business, investment, technology, talent, information, ports and cultural exchange.

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

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

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

Swiss marine power company - WinGD will deliver ammonia-fuelled X‑DF‑A engines for a series of two 46,000m3 LPG/ammonia carriers to be built for EXMAR LPG BV, a joint venture of EXMAR and Seapeak, at Hyundai Mipo Dockyard. The two 52-bore X52DF‑A engines will be delivered in Q2 2025 and will be among the first of WinGD’s ammonia-fuelled engines to enter service. The order represents WinGD’s entry into an emerging market for ammonia-fuelled gas carriers. Such vessels have traditionally been early adopters of new power technology using their cargoes as fuel, and the ammonia transport market is projected to surge over the next few years as global demand for the carbon-free fuel and hydrogen carrier accelerates. Ammonia set to become a mainstream sustainable marine fuel Ammonia is set to become a mainstream sustainable marine fuel and energy carrier by mid-century" WinGD Director of Sales, Volkmar Galke, said: “Ammonia is set to become a mainstream sustainable marine fuel and energy carrier by mid-century, and we are delighted to be working with EXMAR to ensure that the vessels carrying the cargo will be among the first to use it.” Volkmar Galke adds, “Thanks to close cooperation with the owner, shipyard, engine builder - Hyundai Heavy Industries and other stake holders, WinGD’s X52DF‑A will be available soon – not just for ammonia carriers but also for a range of other vessel types that can benefit from ammonia as a fuel.” WinGD to power EXMAR LPG’s first ammonia-fuelled vessels EXMAR’s Deputy Director - Shipping, Carl-Antoine Saverys, said: “As global leader in maritime Ammonia and LPG transportation, we have a long history of innovative ship designs and floating infrastructure platforms.” Carl-Antoine Saverys adds, “With four decades of experience in handling ammonia cargoes we are confident in our ability to safely and effectively use this innovative zero-carbon shipping fuel. This journey continues to shape the maritime industry, and we're pleased with the strong collaboration with WinGD and the other partners to drive sustainability forward.” X-DF-A range X-DF-A range will feature high-pressure ammonia injection supplemented by a low targeted dose of pilot fuel The X-DF-A range will feature high-pressure ammonia injection supplemented by a low targeted dose of pilot fuel, around 5%. Its performance and fuel efficiency will be similar to that of WinGD’s equivalent sized diesel-fuelled X‑Engines, in both ammonia and diesel mode.  No after-treatment for N2O emissions is foreseen, with selective catalytic reduction assuring Tier III NOx compliance on either fuel. X‑DF‑A range will span WinGD’s entire portfolio The X‑DF‑A range will span WinGD’s entire portfolio, with early orders also received for the 72-bore variant. The entire range has been approved in principle by Lloyd’s Register, meaning that owners can already incorporate X‑DF‑A engines into their newbuilding plans today.