Rising costs

Ahlsell Sverige AB has entered into an agreement to acquire all shares in Inseco AB. Inseco provides industrial fastening products and services for the engineering industry as well as the power and energy sectors. Industrial fastening products Through this acquisition, Ahlsell strengthens its offering in industrial fastening, gaining increased expertise, a broader product range, various VMI (Vendor Managed Inventory) solutions and enhanced availability in a new geographic area. Additionally, Ahlsell expands its market position and can offer an even more comprehensive service in fastening to industrial customers. Inseco AB has twelve employees and generates an annual revenue of approximately 50 MSEK. The company is based in Söderhamn, where it has its warehouse and office. The acquisition is expected to be completed in December 2024.

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

Change is on the horizon. On 1 January 2025, FuelEU Maritime arrives, and with it a whole new approach to measuring, and reducing, the fleet emissions. To ensure compliance, flexibility and strategic business advantage they have to act now. But how? What are the foundations for success in a new regulatory reality? How can they turn complexity into smooth sailing, and profitable decision making? NAVTOR’s Jacob Clausen has some easy answers. 1. Ensure they Are Collecting the Right Data The framework measures the GHG intensity of energy used by ships trading within the EU Every regulation demands data, but none quite like FuelEU Maritime. The framework measures the GHG intensity of energy used by ships trading within the EU and the European Economic Area (EEA) across the full “well-to-wake” spectrum.  This means you need systems to accurately track fuel consumption and emissions data across the entire lifecycle of the fuel (not just on a “tank-to-wake” basis, as with EU MRV). This requires sophisticated data collection way beyond basic manual inputs. Forget Excel; intelligent data capture is the way forward. 2. Track Fuel Usage by Source to Compute GHG Intensity Those intelligent systems should be integrated not just across the fleet, but also the fuel suppliers. To ensure compliance they must have a deep understanding of their fuel sources, tracking all consumed energy step-by-step, all the way from initial extraction right through to onboard combustion. A joined-up approach is essential, for both compliance and optimal business value (nobody wants to pay unnecessary penalties). 3. Understand the Fleet's Current GHG Intensity With a 2% reduction target for 2025, operators should aim to cap GHG intensity at 89.34 gCO2e/MJ by that year They can only plan the voyage when they know the point of departure. So understanding where the fleet currently stands in relation to the 91.16 gCO2e/MJ regulation baseline is absolutely essential. By calculating the fleet's GHG intensity now, they can better plan for the necessary reductions.  With a 2% reduction target for 2025, operators should aim to cap GHG intensity at 89.34 gCO2e/MJ by that year. And remember the scale continues sliding, with a 6% reduction by 2030, tapering down to an 80% cut by 2050. 4. Evaluate the Compliance Options Each fleet and operation is unique, meaning that the most cost-effective compliance solutions vary. That means you need to evaluate options based on the specific situation: Fuel Mix: Transitioning to low-carbon fuels, such as biofuels or LNG, can reduce GHG intensity. Shore Power: Using shore power when docked can minimize onboard fuel consumption and emissions. Wind-Assisted Propulsion: Installing wind-assist technologies, such as suction or rotor sails, can cut fuel use, contributing to reduced GHG emissions. Banking, Pooling, or Borrowing: These mechanisms allow for strategic management of emissions allowances. Operators with surplus allowances can bank or pool them for future use, while those facing deficits can borrow allowances to avoid penalties. Penalty Consideration: When alternative fuels or technology investments are too costly, evaluating the cost of non-compliance penalties may provide a stopgap measure. 5. Plan Ahead now to Manage Cost Exposure Legally, compliance with FuelEU Maritime comes into force on 30 April 2026, when 2025’s figures are digested Legally, compliance with FuelEU Maritime comes into force on 30 April 2026, when 2025’s figures are digested. This can create the illusion that there’s plenty of time. There’s not. Delaying decisions to the last minute will leave operators vulnerable to higher costs and fewer options, while planning ahead creates insight and opportunity. Those with surplus emissions reductions can consider banking or pooling their allowances, while those anticipating compliance challenges must plan ahead for alternatives such as biofuels, shore power, or borrowing allowances. A proactive strategy not only reduces risk, but positions the fleet for long-term sustainability – both commercially and environmentally. Advent of FuelEU Maritime There is a great deal of confusion, and some consternation, with regards to the advent of FuelEU Maritime. However, with the right solutions, partners and planning they can simplify this complex regulation and sail compliantly into a more sustainable, and profitable, future. But the time to act is now. Get in touch with NAVTOR to find out more about safe, secure and cost-effective compliance.

The push towards decarbonisation is slowing down rather than speeding up. With ambitious global goals looming ever larger on the horizon, what can they do to re-invigorate collective efforts? And profit from that push?   Ahead of next year’s Nor-Shipping, Knut Ørbeck-Nilssen, CEO Maritime DNV, says efficiency, timing and people are critical to “getting this show on the road.” Reduction by 2030 The scale is the IMO goals of a 20% emissions reduction by 2030, a 70% cut by 2040 Given the subject matter, Knut Ørbeck-Nilssen seems remarkably optimistic. “I’m a glass-half-full kind of guy,” comments the man in charge of maritime at the world’s pioneering classification society with a smile. “But I’m also a realist, and that means I’m aware of the scale of what lies ahead, and the need for pragmatic decision-making.” What lies ahead is decarbonisation, and the scale is the IMO goals of a 20% emissions reduction by 2030, a 70% cut by 2040, and full-scale decarbonisation by or around 2050. Competitive advantage Goals that, on the trajectory, Ørbeck-Nilssen says they have “very little” chance of making. There’s a need, he stresses, for the industry to “get its foot on the accelerator.” However, he’s also keen to paint a picture that isn’t exclusively coloured green: “The fact of the matter is it makes as much commercial as environmental sense. There’s competitive advantage waiting for those owners and operators prepared to think differently and adopt innovation here.” Green fuel challenge Total global production of these energy sources is only expected to reach between 44 and 63 Mtoe Starting in the slow lane, the DNV chief nods to low scrapping volumes as a key indicator of glacial fleet renewal. This is unsurprising, he opines, in the context of high charter rates, continued uncertainty over long-term solutions (and the scale of investment required in those) and the lack of adequate progress in green fuel supply. Here he points to DNV’s recent Maritime Forecast to 2050, which details that for shipping to meet its 2030 target, the industry will need to secure between 7 and 48 Mtoe of carbon-neutral fuels. However, total global production of these energy sources is only expected to reach between 44 and 63 Mtoe by that juncture. “The cross-sector demand will be huge,” Ørbeck-Nilssen states, “from other transport modes, manufacturing, domestic supply, further industrial consumers, and more. Shipping has to stand in line here, so what can we do?” Small steps, huge gains Ørbeck-Nilssen is a long-time exponent of a “don’t let perfect be the enemy of good” philosophy, actively supporting the adoption of “less emitting” fuels, such as LNG, instead of waiting for shipping’s next silver bullet. He’s pleased by the growth of dual-fuel solutions on the order book for the years to come, but they want to shift focus to what can be done “right now, today” to start making the gains – both green and ‘greenback’ – all stakeholders want to see. Fuel consumption The Maritime Forecast report stressed that active and technical energy efficiency fuel consumption “Reducing energy losses, in other words, greater efficiency, is the most straightforward way for the global fleet to cut fuel consumption, emissions, and, by extension, energy costs,” he says. Here he refers back to the Maritime Forecast report, which highlighted that operational and technical energy efficiency measures could cut fuel consumption by between 4 and 16% by 2030. “Which, in itself, is a very large step on the way to that first IMO goal,” Ørbeck-Nilssen stresses. Carbon-neutral fuel Just to put those percentage figures into context, 16%, on the scale of the world fleet, is the equivalent of operating the 55,000 smallest ships, or the 2,500 largest vessels, with completely carbon-neutral fuel. In other words, a giant slice of 120 MtCO2 out of the current emissions pie. Or, from a bottom-line perspective, almost a fifth of current fuel costs. It’s time, he suggests, to “harvest the low-hanging fruit.” Carrots not sticks Wind-assisted propulsion, for example, hangs heavy on the bough, with proven solutions able to deliver There’s plenty of technology, Ørbeck-Nilssen states, that’s ripe with opportunity. Wind-assisted propulsion, for example, hangs heavy on the bough, with proven solutions able to deliver immediate gains from a readily available, free and inexhaustible energy source requiring zero infrastructure or supply development. Air lubrication on hulls also delivers powerful energy efficiencies, as does waste heat recovery systems, battery hybridisation and greater utilisation of shore power. Unlocking significant benefits Digitalisation is, of course, enduringly high on the agenda, with speed, route and performance optimisation, as well as ‘just in time arrivals’ capable of unlocking significant benefits. However, rather than listing everything, he prefers to stress the “menu” of choices, noting: “Clearly, not everything will be suitable for every vessel or business, so it’s up to the owners to gauge what solutions are the best fit for their individual assets, operations and strategies. Getting that combination right can pay huge dividends.” Smarter to frame discussions Retrofitting new bulbous bows on container ships enters the panel, with these alone capable of giving efficiencies As proof of this, retrofitting new bulbous bows on container ships enters the conversation, with these alone capable of delivering efficiencies of up to 10-15%. “You can choose to look at that as an environmental issue,” he says, “but shipping is a business, and that should provide a strong business case for any owner.” It is, he suggests, sometimes smarter to frame discussions around the carrot of commercial gain, rather than the stick of penalties, or guilt for that matter. “Payback time on these solutions is often very short,” he adds, “and from there on in it’s pure savings, and competitive advantage.” Corridors of opportunity In terms of impact, Ørbeck-Nilssen says onboard carbon capture (OCC) may not get the column space, or interest levels, it deserves, as, in his words, it’s “arguably the most effective single way to decarbonise shipping.” However, as with the aforementioned green fuels, it’s not as straightforward as the smorgasbord of available efficiency measures. “There’s an infrastructure requirement that needs to be satisfied,” he comments. “The technology for onboard capture is already maturing, but we need to have the reception facilities, and other handling infrastructure, in place. This could be vital taking the pressure off of green fuel supply, so this should be a prioritised area of focus.” Carbon capture corridors He’s sees ‘carbon capture corridors’ as a means of facilitating greater development, with agreements between key hubs to create the required infrastructure, thus opening up major green routes and showcasing potential to the rest of the industry. “We have to invest in these first steps for the sake of wider future progress,” he stresses, “and for that we need stronger headline collaborations.” Nor-Shipping partnership One of the key reasons DNV continues to play such a prominent role in Nor-Shipping With multiple pathways of opportunity ahead of them, continuing uncertainty (both energy-wise and geopolitically) and the pressing need for collaboration, Ørbeck-Nilssen says they need to turn to the industry’s greatest asset – it’s people. This, he says, is one of the key reasons DNV continues to play such a prominent role in Nor-Shipping, where it is one of the two main partners (along with DNB) for the 2025 programme. Future with confidence “Firstly, I have to say Nor-Shipping has a knack of staying relevant,” he states, “and I think that is kind of summed up by the theme of the 2025 show (#future-proof). That sits perfectly with what I’ve been discussing today – the solutions that can help our industry navigate the future with confidence." “But I think one of its prime strengths is its capacity to bring such a broad range of international stakeholders together in the same place, to discuss the issues that really matter. When facing the challenges we do today, knowledge sharing, partnerships and accessing innovation are absolutely critical to progress. I mean, shipping moves the world forwards – look at our spirit of discovery and innovation – and platforms like Nor-Shipping are essential for enabling that.” Important challenges Finishing on the future-proof focus, Ørbeck-Nilssen also stresses the need to attract the right new people to the industry to make good on the potential he so clearly identifies. “Recruiting talent from the next generation is perhaps one of the most important challenges ahead,” he says. “Young people will be essential to finding solutions, both on vessels and on shore, that will, I hope, allow us to accelerate towards those all-important goals.” And, given the competition from other industries, does he believe this is possible? “Absolutely,” he says, “this is a fascinating career, with huge opportunities. And, of course, I’m a glass-half-full kind of guy.”

From 23-25 October 2024, the international maritime exhibition Europort Istanbul celebrated its long-awaited return to reconnect national and international shipping companies, shipbuilders, equipment & service suppliers. This 7th edition was held in the modern facilities of Yenikapi Expo Centre on the European side of the Marmara Sea and hosted more than 400 exhibiting companies from 35 countries.  International vibe The international vibe was also reflected by the various country pavilions from The Netherlands During three exhibition days, 5,734 maritime professionals passed through the doors; 84% were of Turkish origin, with 52 countries represented by the remaining 16% of visitors.  The international vibe was also reflected by the various country pavilions from The Netherlands, Greece, China and Poland and by trade delegations from Romania and Iran, among others. Big renovations of Panamax ships Mr. Christos Stampoulopoulos, 1st Counsellor of the Hellenic Republic Consulate General in Istanbul, expressed his appreciation. “This is an important event for Greek equipment suppliers and we are ready to support future editions”, he said. Mr. Christos Papakis, Executive Director of HEMEXPO, Hellenic Marine Equipment Manufacturers & Exporters added: “I am happy to see that so many of our members have joined Europort this year; the atmosphere was really great”. Ms. Monika Kozakiewicz, President of Nauta Shiprepair Yard from Poland, said: “Istanbul is a highly attractive market for us. In the past year our company has been involved in multiple Turkish projects with big renovations of Panamax ships and installations of Ballast Water Treatment Systems. During this exhibition, we had many valuable meetings with ship owners and potential new customers.” Modest expectations Turkish exhibitor NEMO Marin participated together with many of its international brands. Mr. Tarihmen, Managing Partner of NEMO Marin, stated: “We came here with modest expectations, but the exhibition turned out to be a great success for our company and our stakeholders”.  The Europort week kicked off on Tuesday evening 22nd of October during the SHIPROUTE Gala Dinner where more than 600 special invitees, shipowners and Europort exhibitors gathered in the luxury Divan Hotel in Kuruçeşme. This year, SHIPROUTE organisers KOSDER had chosen The Netherlands as its guest country. New cross-border partnerships On this event, the famous Dutch/Turkish singer Karsu gave an impressive skit live on stage On this occasion, the famous Dutch/Turkish singer Karsu gave an impressive performance live on stage. During the evening, Ms. Annet Koster, Director of the Royal Dutch Ship Owners Association, underlined the remarkable histories and contributions of Turkey and The Netherlands to the international shipping industry. On the second and third day of the exhibition, Europort featured MariMatch, coordinated by the Enterprise Europe Network. This matchmaking event facilitated speed dates between national and international maritime participants aiming to boost innovation and establish new cross-border partnerships. Sea shuttle service In order to provide easy access to the exhibition, a free sea shuttle service was arranged during all exhibition days. Many visitors from the nearby Yalova and Tuzla shipyard zones embarked on the Europort ferry boat allowing them to reach the exhibition in just 45 minutes. Europort Istanbul is organised by Rotterdam Ahoy and Bonn Fairs. The next edition of Europort Istanbul is scheduled for 2026, with exact dates to be confirmed soon.

bound4blue has consolidated its position at the forefront of shipping’s revolution with a landmark contract with Maersk Tankers. The agreement is the largest wind-assisted propulsion system (WAPS) agreement for bound4blue to date, with 20 of the company’s type-approved eSAIL® suction sails to be installed on five MR tankers in 2025 and 2026. Turnkey efficiency Maersk Tankers identified the eSAIL® as a solution of choice in partnership with green technology catalyst Njord, who assessed and evaluated a broad range of wind-assisted propulsion systems to ensure optimal environmental and commercial impact on the target project vessels and their expected future trading. Maersk Tankers identified the eSAIL® as a solution of choice in alliance with green technology catalyst Njord The autonomous eSAILs® work by dragging air across an aerodynamic surface to generate lift and exceptional propulsive efficiency, reducing fuel consumption, OPEX and emissions. Four of the turnkey units will be installed on the Maersk Tankers vessels - The Maersk Tacoma, Maersk Tampa, Maersk Tangier, Maersk Teesport, and Maersk Tokyo - and are expected to deliver double-digit percentage reductions in fuel consumption and CO2 emissions per vessel. Proven performance José Miguel Bermúdez, CEO and co-founder at bound4blue, describes the order as a “key milestone”, adding: “The trust Maersk Tankers has placed in our technology reinforces the proven capabilities of our solution in reducing fuel consumption and emissions, while contributing to CII and FuelEU regulatory compliance." “Designed to operate safely in challenging conditions, our system is particularly well-suited for safe, high performing and cost-efficient operation on tankers. We’re excited to work alongside Maersk Tankers as they progress in their decarbonisation efforts.” Accelerating adoption The contract marks another high point in a successful year for bound4blue, joining fresh orders from high-profile owners and operators such as Klaveness Combination Carriers, Eastern Pacific Shipping, Odfjell, Marflet Marine, Amasus, and Louis Dreyfus Company, amongst others.

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.

Ports around the UK continuously command media attention, and most recently, the ongoing disruption to supply chains globally has had a great impact on the day-to-day running of our ports. One example is Felixstowe, the UK’s largest container port, which has been forced to turn away ships from Asia because of a lack of capacity. The severe lack of HGV drivers is adding to the problem too. It has been reported that the amount of time goods spend inside Felixstowe port, known in the industry as ‘dwell time’, has doubled since last year from 4.5 days to 9. High-gain strategy There are plans in play to increase the number of ports in the country in the coming years. This was unveiled in the March 2021 Budget, where according to Chancellor Rishi Sunak, sites including Liverpool and Hull are becoming special economic zones, expected to ‘exemplify the future economy.’ Maritime freight cargo theft continues to be a low-risk, high-gain strategy for organised crime gangs Despite more than 90% of the world’s goods being shipped by sea, maritime freight cargo theft continues to be a low-risk, high-gain strategy for organised crime gangs. Reported thefts are on the rise, with criminals responding and changing their behaviour to adapt to COVID lockdown measures. More recently, ‘hook up’ thefts, whereby perpetrators steal entire loaded trailers from premises have been taking place, underlining the need for physical barriers to protect goods and assets. Harsh coastal environment There’s an urgent need to ensure the perimeter security selected to protect these ports from opportunistic criminals is robust enough to deter attack, and also withstand the inevitable wear and tear that the exposure to the harsh coastal environment will cause. Safety and security issues need to be carefully managed to protect property, cargo, and lives at sites where shipping delays are commonplace. While there are measures in place to ensure security at ports, more needs to be done to provide adequate levels, to keep pace with upcoming growth plans. Specifying robust security measures for maritime sites can be challenging - keep reading for our key considerations. Perimeter security projects The best suppliers will advise on what’s needed to meet certain standards As with all perimeter security projects, the process should begin with a thorough assessment of the site. This will flag important considerations including the choice of aesthetic and will help decipher the best suited security barriers for the site. Make a conscious effort to ensure you’re meeting the safety and sustainability compliance requirements. The best suppliers will advise on what’s needed to meet certain standards, so if in doubt, ask the experts. Next, consider the lifetime value of the specified products. Opting for durable and high quality materials will guarantee longevity, and help mitigate budgetary cost pressures later down the line. For ports and coastal environments, marine coatings are worth investigating. These will have been specifically designed to provide a long lasting, tough coating for exterior applications. Typical airborne pollutants In addition to being more durable in adverse weather conditions and salt spray, the marine coat is also resistant to stress cracking, detergents, and typical airborne pollutants. These properties ensure excellent adhesion to the metal substrate without the need for a separate primer. Whatever the application, marine coat has undergone long-term field tests to prove that it can provide: A long life with superior corrosion and abrasion protection. Excellent grip, feel, and electrical insulation. Resistance to chipping and attack from light, pollutants, chemicals, and vandals. An attractive, environmentally friendly finish. It is also worth doing your research and looking into more innovative products on the market. Tamper-proof panel connectors with fixings on the secure side of the fence provide a simple solution for securing mesh panels to posts that is often overlooked. Piezoelectric sensor cable PIDS are a discreet security measure and are ideal when used as part of an integrated security strategy One project we worked on recently in this industry was for Tilbury, here a fence-mounted Perimeter Intrusion Detection System (PIDS) was specified and consisted of a piezoelectric sensor cable. This is attached to the fence, and detects attempts to cut, climb, or vandalise the system, sending audible signals and vibrations to a seismic analyser. It has exceeded the required standards for tests by UK Home Office and other Government tests for reliability, false alarms, and detection, and is approved for use on CNI and HM Prison sites. The Jaktronic PIDS can be installed on most types of security fencing, including chain link, welded mesh, and vertical bar railings, to provide early warning of any intrusion attempt. The system also has no topographical limitations. PIDS are a discreet security measure and are ideal when used as part of an integrated security strategy as a highly reliable form of detection. Combining perimeter fencing Investing in the longevity of the chosen security fencing will also save money on costly repairs and deterioration in the long term. Ongoing maintenance of fencing and gates must be regular and thorough, particularly in maritime environments. Ongoing maintenance of fencing and gates must be regular and thorough We often refer to an integrated approach to security, and combining perimeter fencing with additional surveillance and alarm technology where required will help achieve this. Systems combining security fencing with CCTV cameras, and anti-intrusion detection alarms and monitors are recommended to provide a secure holistic perimeter security solution. Robust security measures Perimeter fencing will only ever enhance a security strategy, and when specified correctly, alongside electronic security systems, it will create a robust level of physical protection, making the site far less appealing to intruders. Consulting with manufacturers will aid a full understanding of the available solutions. We advise investing time in making use of suppliers’ website information, product videos, NBS Source, and expert advice. With valuable and essential goods passing through our ports daily, robust security measures must be installed. This will help to ensure the facilities continue to run smoothly and reduce delays.

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

Backlogged ports, a shortage of shipping containers and not enough workers are among the factors contributing to supply chain disruptions that have led to shortages of various goods and are likely to impact availability of merchandise, during the upcoming holiday season. Demand is growing rapidly as the impacts of the COVID-19 global pandemic have diminished. However, lingering consequences of the pandemic are continuing to impact the container shipping market. With each element in the system tightly intertwined, any changes tend to ripple with additional repercussions. Slow circulatory movement of containers A direct upshot of the COVID-19 pandemic was to slow the circulatory movement of containers globally. To increase productivity and save time, some vessels began making their return journeys empty, in effect leaving more empty containers at the delivery destination and fewer at the source of shipments. The varied timing of the pandemic in Asia and the West compounded the problem At one point, Asian containers could not be sent back to Asia, because of COVID-19 restrictions in place. The varied timing of the pandemic in Asia and the West compounded the problem. With empty containers stacking up in the West and a shortage in the East, slower circulation of containers and higher demand have led to sharp increases in costs. Millions of TEU dry container units added A lack of new equipment is not the problem. Last year, the industry added about 2.8 million twenty-foot equivalent (TEU) units of dry containers, in line with the 10-year average. Congestion at ports has been going on for months and still continues. Recently, in the San Pedro Bay region, near the Port of Long Beach, in California, there were 144 ships, including 85 ships that were waiting to unload. In Savannah, Georgia, more than 20 container ships were waiting to dock. Ports in the US states of New Jersey, New York and Texas have also seen record backlogs. Majority of influential global ports face backlogs According to one report, 77% of the most influential ports in the world reported above-average wait times this year. The turn-around time for a container in ports has nearly doubled in 2021, in comparison to 2019. A worker shortage at the ports is aggravating the problem and container ships now carry about 30% more goods, which require more labour to unload. Ports are also doing the additional work with fewer people. There is also reduced labour productivity at warehouses and marine terminals. Investment in workforce training to counter bottlenecks Some port bosses expect the bottlenecks to last through the summer of 2022. To address the problem, some ports are investing in workforce training and scheduling night-time appointments to pick up goods. Although a lot of attention is focused on the ports, they are just one element in the troubled supply chain. Even if the ports could increase their capacity, downstream processes would also have to increase their labour force, to accommodate the higher volume. Difficult to absorb impact of global supply chain disruptions In the best of times, the global supply chain operates like a well-oiled machine In the best of times, the global supply chain operates like a well-oiled machine, despite its complexity and the inter-relatedness of various stakeholders. However, the sheer size of the system makes it difficult to absorb the impact of any disruptions. Turning the system around takes time, and a burgeoning global demand for goods, in the aftermath of a global pandemic, makes recovery even more difficult. The Biden Administration in the U.S. has established a Supply Chain Disruptions Task Force, to monitor and address short-term supply issues. This task force is convening meetings of stakeholders in industries with urgent supply-chain problems, such as construction and semiconductors, to identify the immediate bottlenecks, as well as potential solutions. Role of global supply chain more critical now There have been supply chain disruption and staff shortages in several countries, including the United Kingdom (UK), Germany and New Zealand, according to business surveys. As the economy recovered and demand increased, businesses have not yet been able to bring inventories fully back to pre-pandemic levels, causing inventory-to-sales ratios to fall. The role of the global supply chain has never been more critical.

If the ocean were a national economy, it would be the seventh largest in the world. Contributions of the oceans to energy production, transport and sustainable food production are essential to the global economy. In the global ‘blue economy,’ environmental protection and economic growth are intrinsically linked, especially in the maritime industry. The European Union has detailed a realistic agenda for the blue economy to play a major role to achieve the objectives of the European Green Deal, seeking to replace unchecked expansion with clean, climate-proof and sustainable activities that tread lightly on the marine environment. Preserving marine ecosystems “A sustainable blue economy will create tangible opportunities for new jobs and businesses,” says a European Commission report. “They will be created by work to mitigate the impacts on oceans and coasts to build a resilient economic model based on innovation, a circular economy and a respectful attitude to the ocean.” Businesses that use or generate renewable resources, preserve marine ecosystems, reduce pollution and increase resilience to climate change will be incentivised, while others will need to reduce their environmental footprint. A sustainable blue economy offers many solutions to achieve European Green Deal objectives A sustainable blue economy offers many solutions to achieve European Green Deal objectives. Many of the current activities need to reduce their carbon footprint, while new, carbon-neutral activities need to take centre stage. The blue economy can contribute to carbon neutrality by developing offshore renewable energy and by greening maritime transport and ports. Greenhouse gas emissions The European Green Deal calls for a 90% reduction in greenhouse gas emissions from all modes of transport, and this includes maritime transport. The world’s sea lanes are a key link to the global trading system. Though it generates comparatively fewer emissions than transport by road or air, maritime transport generates both carbon and other polluting emissions due to the volumes and a heavy reliance on fossil fuels. To support the decarbonisation and depollution of energy production, maritime transport and ports, the European Commission will create a Blue Forum for users of the sea to coordinate a dialogue among offshore operators, stakeholders and scientists engaged in fisheries, aquaculture, shipping, tourism, renewable energy and other activities. It will develop synergies between their activities and reconcile competing uses of the sea. Greening port services The blue economy can help alleviate pressure on the climate and on natural resources for food production It will also pursue the objective of zero-emission ports, including through its work with the sustainable ports sub-group of the European Ports Forum, to discuss with relevant stakeholders and share and promote best practices and bottom-up initiatives in greening port services. Biodiversity conservation and protection should be considered as foundational principles of maritime economic activity. By using marine resources better and by choosing alternative sources of food and feed, the blue economy can help alleviate pressure on the climate and on natural resources for food production. Better knowledge of the ocean and its ecosystems, together with free access to data, will enable industry, public authorities and civil society to make informed decisions. Sharing marine data Through common standards and open access principles, the European Marine Observation and Data Network (EMODnet) collates the measurements of hundreds of institutions to make the EU a model of best practice in sharing marine data and ocean observations. The Copernicus marine environment service provides satellite data and forecasting services in the EU sea basins and in the world. Since 2018, the blue economy report has mapped the blue economy in the EU Work is ongoing to improve the digitalisation of the ocean, the resolution and usability of the data and to transform this data into knowledge and tools for the benefit of a range of stakeholders. Socio-economic data are important inputs for policymakers and for businesses, who have to make snap decisions in a rapidly evolving environment, especially in times of crisis. Since 2018, the blue economy report has mapped the blue economy in the EU. Marine biological resources A user-friendly blue economy indicators tool tracks economic progress. The European Market Observatory for Fisheries and Aquaculture and the Blue Bioeconomy Report have collected, curated and disseminated data on the fishery and aquaculture markets and on innovative uses of marine biological resources. The commission proposes a maritime policy for this decade that will make the transition envisioned in the European Green Deal a reality in the ocean economy. The Commission will work with the European Parliament, the Council and other EU Institutions, where appropriate. It will reach out to all maritime stakeholders to engage with them in shaping a sustainable blue economy in a fair and equitable way.

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

At Scheveningen Harbour in the coastal city of The Hague in the Netherlands, an AI-based video security system from Bosch Building Technologies is now ensuring that every single ship or boat entering or leaving the harbour is logged. The customised solution developed by Bosch together with its partner BrainCreators automatically registers and classifies shipping traffic. Intelligent security solution Until now, employees at the port control centre had to keep an eye on shipping traffic around the clock from the window of the control centre and manually record the 80 or so vessels that pass through the port every day. The city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen  The reason for the investment in the intelligent security solution was the fear that criminals would seek alternative routes via smaller ports such as Scheveningen, now that large Dutch or Belgian ports such as Rotterdam and Antwerp have been more secure against smuggled goods for some time. This was reason enough for the city council of The Hague to quickly find a tailor-made solution for the port of Scheveningen. Challenging task in Scheveningen Special conditions require individual solutions Most boats and ships entering the port of Scheveningen are not required to register and, unlike purely commercial ports such as Rotterdam, the port cannot simply be closed off. In addition to cargo ships, there are also fishing boats and private sailing yachts at anchor, with small dinghies and rowing boats cruising between them. Keeping track of the movement of goods in particular is therefore a challenging task in Scheveningen, where the video security system with intelligent video analysis installed by Bosch provides welcome support. Author's quote The requirements for this project were very specific because the shipping traffic not only had to be filmed" "The requirements for this project were very specific because the shipping traffic not only had to be filmed, but also registered and classified. The solution also had to provide information about the speed of travel," says Niels van Doorn, Senior Manager Solutions & Portfolio at Bosch Building Technologies in the Netherlands. "Standard software can't do that. Together with our partner, we have therefore developed an AI that can identify and classify ships of all kinds–from passenger ships and freighters to sailing yachts and inflatable boats." This data aids in identifying suspicious shipping movements. Flexidome IP starlight 8000i cameras No sooner said than done – and in the shortest possible time Development, planning and implementation only took around 12 months. Two intelligent video cameras at the mouth of the harbour now record the traffic. The specially developed AI classifies the ship types and registers them in a file. Due to the difficult lighting conditions in the port, the Flexidome IP starlight 8000i cameras from Bosch were chosen. They deliver detailed images even in challenging weather and lighting conditions and enable the staff in the control centre to see every detail, even in very bright or dark image sections. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen All boat identifiers are recorded, documented, stored and automatically provided with additional information on date and time, direction of travel and speed around the clock using AI. The streams from the cameras are fed directly into a video management system. Ships that are not seen in real-time by the personnel on duty appear as still images on the screen. By analysing all the data, peak times, ship types, trends and deviations from the norm are determined. New video documentation "The dashboard gives staff an overview of all activities in the port. The software protects the privacy of the people recorded by making their faces unrecognisable. The new video documentation now provides solid evidence and helps to identify suspicious and unusual situations more quickly and effectively," says Ferry Ditewig, Business Development Manager at Bosch Building Technologies in the Netherlands. The video solution is also well equipped for future challenges and can be flexibly expanded as required: for example, additional information from external sources could be integrated, such as meteorological data, tides or the automatic identification system (AIS) for exchanging ship data.

Internacional Marítima is a Brazilian company leader in marine and port support services, with over 35 years in the market and for over five years using WEG paints in its fleet. The vessel - BLG 2, originally destined to launch jack-ups of up to 8000 tonnes and reclassified to support work in ocean navigation, will be receiving a new paint job for restoration and protection in a 9,000 m² area of side, bottom and deck. WEG supplies paint for the vessel - BLG 2 WEG is supplying more than 11,000 litres of paint for painting the ship WEG is supplying more than 11,000 litres of paint for painting the ship. These are high performance paints, which offer resistance and durability. Among the products supplied to Internacional Marítima, WEG have Shop primer from WEGZINC 401 line, the epoxy finishing primer WEGPOXI WET SURFACE 89 PW, paints from WEG TIE COAT line, and the anti-fouling paint W-ECOLOFLEX SPC 200. All of WEG's products are ideal solutions for marine applications. WEG and Internacional Marítima partnership “WEG already has a long partnership with Internacional Marítima and the group’s shipyards were one of the determining factors for choosing WEG paints for this major project,” said Richard Ferraz - Unit Manager INC (Catarinense Naval Industry) of Navegantes, Santa Catarina - Brazil.

Peel Ports is working with a consortium led by the University of Liverpool to bid for the UK’s flagship national Clean Maritime Research Hub. As part of a wider partnership with the University of Liverpool’s School of Management, Peel Ports has committed to participating in workshops, sharing operational port data and insights and allocating staff time to the project. UK SHORE programme The designation is part of the government’s UK SHORE programme, which aims to decarbonise the maritime sector by exploring key challenges and barriers, and encouraging research and development opportunities. The programme is set to provide funding grant schemes for early research projects by UK universities. If successful, the University-led project will receive a total of £7.4m of funds over the course of the next four years. The research hub would make Liverpool the UK centre of excellence for clean maritime research and facilitate further academic and industrial cooperation. Author's quote University-led project will receive a total of £7.4m of funds over the course of the next four years Lewis McIntyre, Managing Director Port Services at Peel Ports said: “Peel Ports has received numerous industry accolades for its efforts in reducing its environmental impact, including this year’s prestigious Clean Maritime Operator award by Maritime UK. This reflects our efforts in decarbonising our port operations as a top priority, and we are delighted to support the University of Liverpool in its efforts to bid for projects of this nature, which align to our own net zero 2040 strategy.” Professor Dongping Song from the University of Liverpool’s Management School said: ”Peel Ports’ support and participation is extremely valuable for the application to establish the hub and for the future research in decarbonising maritime industry and beyond.” Newly created hub The newly created hub will address a number of issues including low and zero-emission fuels for the maritime sector, energy sources, vessel technology and landside infrastructure. The winning bid will be announced before the end of the summer by the awarding and funding bodies: the Engineering and Physical Sciences Research Council and the Department of Transport.

Up to 20% of salaries in shipping, equal to more than $10 billion annually, are paid in cash. It’s an insecure, expensive way to do business, with employers charged as much as 5%-12% of the underlying value to get cash on board.  And it’s just as expensive to manage the complexity of their payroll, with excessive time and costs spent paying salaries across the globe, dealing in cash, and tax reconciliation, plus processing hefty fees and administration costs. As for the Seafarers themselves, they end up paying commissions and bank charges with poor, unpredictable exchange rates, with no certainty of when and how they can change money or how much it will cost them. User-Friendly platform Kadmos - a platform that specialises in powering secure payments to seafarers across the globe - recognised the need to develop a secure salary payments platform that would make paying crew members more efficient and drastically reduce administration and transfer costs. Rapyd enables international payments by combining various payment methods To do this, it needed a payments partner that could navigate the world’s complex and fractured financial infrastructure and operate seamlessly across multiple jurisdictions, integrating multiple payment providers and systems, while also meeting local tax, licensing and regulatory standards. Rapyd, a global fintech company, enables international payments by combining various payment methods, including bank transfers, local debit cards, digital wallets, and even cash into one user-friendly platform.  Cost-effective mobile app Using Rapyd, businesses can efficiently handle payments across different countries, meeting each market's unique needs and requirements and making significant time and cost savings in the process. Kadmos is using Rapyd’s technology and payments network to underpin its new salary payments platform. It allows Kadmos to pay seafarers via a secure, functional, and cost-effective mobile app, giving them access to their money, regardless of whether they’re at sea or in port, through a digital wallet, which can be used to pay bills, send money home and make online purchases. They can also use a Visa debit card to make purchases at ports and withdraw cash. Cross-Border employees There are 180 million migrant workers worldwide travelling and working across the globe Seafarers can track payments and spending on the app, keep the salary in their wallet in stable currencies such as US dollars, euros or British pounds, and save money on transfers and exchange rates. The whole system is protected by European e-money regulations. Paying seafarers may be a uniquely tough problem to crack, but it is clear that there are other parts of the logistics supply chain which could also benefit from adopting a new approach to payments. There are 180 million migrant workers worldwide travelling and working across the globe, and cross-border employees working in industries such as construction, healthcare, and hospitality face all similar challenges when it comes to salary payments. New breed of payments technology David Rosa, General Manager of Wallets, Disburse and FX at Rapyd said: “By providing a secure, user-friendly platform that transcends borders, Rapyd and Kadmos are making a real impact on the lives of seafarers and their families around the world, reducing their financial burdens, and streamlining the entire salary payment process for employers, their workers and their families.” A new breed of payments technology is emerging to provide a much better service to seafarers and many other industries, with the ability to get paid quicker and more efficiently. For Kadmos, powered by Rapyd, it is a ground-breaking solution that has reshaped the organisation’s approach to cross-border payments.

GPS Group, growing storage and logistics provider, announced the successful completion of its LPG storage terminal in Port Klang, Malaysia. With Equinor as an anchor tenant, the terminal began its first commercial operation on 10th May 2022. Fully automated facility Located in Port Klang, Malaysia’s busiest port with more than 10 million teu of throughput, this new infrastructure will enable cost-advantaged shipments of fully laden VLGCs into Malaysia and the region. The fully automated facility will make it possible to re-export pressurised shipments into the region and domestic distribution within Malaysia by truck and cylinders. The terminal is also equipped for direct transfersofr LPG by pipeline to other LPG distribution facilities in the Port. VLGC and pressurised LPG vessels capacity The 135,000 cubic metre terminal began commercial operation in early May of 2022 Equinor has taken the full capacity of the terminal on a long-term basi, and will be able to take advantage of the terminal’s strategic location to increase sales of LPG in Asia. The terminal can accommodate an annual throughput of approximately 1.2 million tons per year, and will be able to handle very large gas carriers (VLGC) and pressurised LPG vessels at its jetty. The 135,000 cubic metre terminal began commercial operation in early May of 2022. VLGC freight economics GPS, an independent storage and logistics company, is the majority shareholder of the project and owns and operates the LPG facility. Eric Arnold, Executive Chairman and CEO of GPS, said, “The completion of the new terminal is a game-changer for LPG shipments into the Region. It is the first time that an independent player has the advantage VLGC freight economics into South East Asia.”  Improving energy infrastructure This terminal will provide a good economy of scale for the import of LPG" “Delivering this asset is another important milestone in the relationship between Equinor and GPS. We’re thrilled that together we have been able to improve the energy infrastructure of our region.” Magne Hovden, President of Equinor Asia Pacific Pte. Ltd., said, “We would like to take this opportunity to congratulate GPS on the successful completion of the terminal. This terminal will provide good economy of scale for import of LPG and we look forward to working together with GPS to optimise LPG supply in the region.” Infrastructure GPS’s focus is on developing the infrastructure that suppliers of gas and petroleum like Equinor need to access the global marketplace. This is the latest example of how the technical team, which supports GPS and sister organisation GES, and operational expertise combined with the financial resources of the shareholders to deliver industry-changing projects.