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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.

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

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

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

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

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

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.

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

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

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.

Offshore wind farms are a major component of the future of clean energy, and the share of electricity generated by offshore wind turbines will increase as the global community works to minimise carbon emissions to achieve net zero by 2050. Current expectations for the vast expansion of energy production from offshore wind farms may lead to environmental impacts and ecological risks to marine ecosystems. Maritime consequences The increase in offshore wind farms will also have broad consequences for the maritime industry. Building, operating, and maintaining the wind farm facilities offer a lucrative new stream of revenue for shipbuilders and maritime equipment manufacturers. Government subsidies or tax breaks to support the domestic shipbuilding industry, particularly related to offshore wind projects, can reduce costs for shipbuilders and increase profit margins. With around 40% of the world's population living within 60 miles of the ocean, offshore wind farms enable the location of a clean energy source close to where it is needed most. Shipyards key to offshore wind farm projects  The added expense of building the specialised vehicles can increase profit margins Shipyards take center stage and employ their technical prowess to ensure offshore wind farm structures are assembled safely and efficiently in demanding maritime environments. Specialised vessels and complex engineering will drive construction of the large projects over multi-year timespans. Technology innovation to achieve the mission will ensure shipyards have a competitive edge and attract premium contracts. Growing demand for specialised ships will provide a workload for shipyards. The added expense of building specialised vehicles can increase profit margins. Equipment used Equipment used for the installation of offshore wind farms includes wind turbine installation vessels (WTIV), which use powerful cranes to handle the heavy lifting of transporting and installing the massive wind turbines to the offshore location. There are also crew transfer vessels (CTV), and high-speed catamarans that ferry personnel and lighter equipment between the shore base and the wind farm site. For fixed-bottom wind farms, there are subsea rock installation vessels (SRIV), which precisely position and secure the heavy rock foundations on the seabed. Floating service operation vessels (SOVs) The growth of offshore wind farms presents an opportunity for shipbuilders to increase their profitability After offshore wind farms are installed, floating service operation vessels (SOVs) provide living quarters, workshops, and storage for spare parts and tools needed for ongoing maintenance of the turbines. Overall, the growth of offshore wind farms presents an opportunity for shipbuilders to increase their profitability through building specialised vessels, technology innovation, and potential government support.  Considering the impact on the maritime ecosystem  On the downside, there are unanswered questions about the impact of wind farms on the delicate balance of the maritime ecosystem. Will the new structures be destructive to marine life, or might they somehow help to improve the habitats and even offset the effects of climate change? It is likely that tall wind turbine structures, some reaching heights of more than 850 feet, will have some effect on the ocean environment. Reducing local wind speed, impacting the surrounding climate, and even causing disturbances in the water will likely affect marine life, although more research is needed to document the exact impact. Ecosystem-based approach More attention is needed to such concerns as offshore wind farm construction accelerates Might underground elements of offshore wind turbines provide “artificial reefs” that could enhance the environment for marine life?  There are gaps in scientific knowledge concerning how marine species and habitats may coexist alongside new devices and habitats. An ecosystem-based approach should ensure that the pressures of maritime activities do not compromise a resilient marine ecosystem and a healthy ocean. More attention is needed to such concerns as offshore wind farm construction accelerates. Exclusion zones Exclusion zones around offshore wind farms can restrict traditional fishing grounds, thus impacting the livelihoods of fishermen. Displacement of fishing vessels, particularly those using bottom trawling gear, may be necessary.  Shallow waters that support a rich variety of sea life also tend to be good locations for wind turbines. Some have suggested that wind farms could negatively impact the growth of phytoplankton, single-cell plants, and organisms that form the basis of the oceanic food chain. Collaboration and communication among stakeholders  New routes can add time and distance to journeys, thus impacting shipping costs Specialised vehicles needed for the construction and maintenance of wind farms can increase traffic in certain areas. Might the resulting underwater infrastructure and cabling needed for offshore wind farms require additional maneuvering and increase the complexity of maritime routes? New routes can add time and distance to journeys, thus impacting shipping costs. At the very least, high levels of collaboration and communication among stakeholders will be required to minimise the impact. Wind farm developers, energy experts, shipbuilders, shipping companies, insurers, and fishermen will need to cooperate through the planning and construction phases. Limited visibility Occupying a significant amount of sea area, wind turbines can reduce navigable space, particularly considering large vessels that require wider turn circles. Additional congestion may result, especially in areas with pre-existing heavy traffic.  Limited visibility due to fog or bad weather can aggravate the need to maneuver around the equipment, and sudden course changes can be risky.  Interfering radar signals Some wind turbine structures could interfere with radar signals used by ships, which requires new navigation procedures and a need to upgrade existing equipment. Solutions include locating wind farms away from heavily trafficked areas and establishing shipping lanes.  Also, spacing turbines strategically (and further apart) can leave more navigable channels for ships. Looking ahead, the impact of offshore wind farms should be weighed carefully. Monitoring existing wind farms and those being built can increase understanding of their broad impact. 

Marine equipment regulations include a requirement for certification of various systems used on board ships in the United Kingdom. Previously, the “Ships Wheel,” or “Wheelmark,” designated that equipment had required accreditation and safety certificates issued by, or on behalf of, the Member States of the European Union. Marine equipment assessment Resulting of Brexit, the UK Maritime and Coastguard Agency (MCA) has implemented new regulations to establish UK conformity assessment procedures for certification of marine equipment, designated by a “Flag” mark that is now affixed to certified marine equipment. Conformity assessment is through an accreditation company, such as BSI Group. Marine equipment requiring assessment includes life-saving appliances, marine pollution prevention, fire protection, navigation equipment, and radio-communication equipment. In some cases, both the “Flag” and a UKCA mark are required (e.g., fire extinguishers on board a ship). The UKCA mark indicates conformity with the applicable requirements for products sold in Great Britain. Product safety and performance With Brexit came the need to create UKCA, the UK-only mark that serves a similar purpose to the customary CE mark Before Brexit in 2020, regulations on product safety and performance in the United Kingdom had been aligned with the European Union since 1974. Emblematic of that alignment was the use of the traditional CE mark on a variety of manufactured goods throughout the European Union, including the UK. With Brexit came the need to create UKCA, the UK-only mark that serves a similar purpose to the customary CE mark. However, transitioning to the new mark has not been easy, and the government has delayed the deadline four times on the path to implementation. Economic issues and the global pandemic were among the factors contributing to the delays. New UKCA mark As it stands, as of Jan. 1, 2023, new products sold in the United Kingdom must use the new UKCA mark. Existing products have five more years to complete the transition, by 2027. Along with the new UKCA mark comes a new framework of standards and regulations on hundreds of products. Initially, the new framework is almost identical to the EU regulations relating to the CE mark. However, as time passes, the two marks will represent diverging paths reflecting the differing priorities in the EU and the UK. For example, the EU will focus more on environmental issues and sustainability, while the UK will shift its focus to fire safety, driven by changing trends after the Grenfell Tower disaster. Approved bodies A factor slowing the implementation of the UKCA mark has been fewer “approved bodies,” companies that can evaluate products and manufacturers and award the mark. Currently, there are only four approved bodies in the United Kingdom, far fewer than the 48 “notified bodies” previously available to award the CE mark. The lower capacity could cause bottlenecks as the 2023 deadline approaches.   Office for Product Safety and Standards The OPSS rarely takes enforcement action against a company that makes a genuine mistake The UK’s Office for Product Safety and Standards (OPSS) enforces the use of the mark. Enforcement is not particularly aggressive and is mostly driven by complaints. Legal repercussions of non-compliance generally amount to a fine. The OPSS rarely takes enforcement action against a company that makes a genuine mistake. The emphasis is to provide education about the benefits of the mark.   Certifications “It’s difficult to know how many companies still need to get the mark, although thousands of UKCA certificates have been issued,” says Graham McKay, Global Head of Energy Products for BSI Group. “Companies like certainty, and many of them are taking the approach to get the certificate." "We had a huge rush before the first deadline, less by the second and third (following postponement). There have been no big spikes as the new deadline approaches.” McKay admits that some companies have delayed pursuing the required UKCA certificates because they “hope it might all go away.” But he reiterates that the reality is that it is not going to go away and therefore, companies need “to be planning for and taking the necessary steps to obtain the mark for their products”. “The easiest solution is to get the piece of paper certifying your product,” says McKay. BSI Group BSI has driven best practices in organisations around the world, working with over 77,500 clients BSI Group is a business improvement and standards company that enables organisations to turn standards of best practice into habits of excellence. BSI has driven best practices in organisations around the world, working with over 77,500 clients across 195 countries. They have assessors in 90-plus countries to evaluate products.   The company operates both inside and outside the European Union. For example, they are a “notified body” in the Netherlands and can provide a company with both UKCA and CE certificates in a single “package” based on one product evaluation and factory inspection. Whether a product receives the CE or the UKCA mark depends on where they want to sell their products. British Standards Institution British Standards Institution (BSI) is the national standards body of the United Kingdom. BSI produces technical standards on various products and services and supplies certification and standards-related services to businesses. For companies that do not want to have their products retested for the UKCA mark, BSI proactively made “mutual recognition” agreements with similar organisations, including IMQ Group in Italy and DVGW in Germany. The move helps to minimise the need for duplicate or repeat testing.

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."

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.

GEM elettronica is proud to announce the conclusion of a strategic project to strengthen Lithuania’s defense capabilities, during which cutting-edge surveillance radars with airspace monitoring function were installed on four patrol ships of the Lithuanian Navy. The contract was executed successfully and within the agreed-upon timelines, thanks to the collaboration between the Italian defence companies Leonardo and GEM elettronica. Advanced radar system The heart of the system is the Columbus MK2 3D multi-mission radar developed and produced in house by GEM Elettronica, specially designed for coastal surveillance and naval applications, made with the latest technologies, which guarantee high detection performances for search and tracking of small and fast targets at both air and sea surface space, high reliability and availability with low maintenance and life cycle costs. It is a compact and lightweight advanced radar system for short- and medium-range detection performing all the functions of surveillance, self-defence, IFF capabilities and weapon designation. The new radar systems were installed on the Lithuanian Flyvefisken (Standard Flex 300) class offshore patrol vessels (OPVs) Žemaitis (P11), Dzūkas (P12), Aukštaitis (P14) and Sėlis (P15). Working effectively together The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages The main role of the new equipment is to ensure the safety of ships when navigating in narrow passages (e.g., straits, port channels) and in the open sea, as well as in search and rescue missions. The systems will allow objects to be detected up to 100 kilometers away. The Commander of the Lithuanian Naval Forces Sea, Captain Giedrius Premeneckas underlined: “The successful implementation of this project represents a significant step in strengthening the capabilities of the Navy’s patrol vessels and significantly increasing our ability to carry out assigned tasks and work effectively together with NATO allies.” The President of GEM elettronica Ing. Antonio Bontempi answered “We are delighted to have successfully contributed to the realization of this strategic project. We are also proud of what achieved by our R&D and Production teams who worked together with passion and tenacity to ensure the project was achieved within the expected timescales.”

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.