Rising costs

The world’s first commercial-use ammonia-fueled vessel, Sakigake, has successfully completed a three-month demonstration voyage, during which the vessel engaged in tugboat operations in Tokyo Bay and achieved a GHG-emission reduction of up to approximately 95%. The vessel was completed by Nippon Yusen Kabushiki Kaisha and IHI Power Systems Co., Ltd., in cooperation with Nippon Kaiji Kyokai as part of a Green Innovation Fund Project under Japan’s New Energy and Industrial Technology Development Organisation. NEDO will continue to promote research and development of next-generation fuel vessels, including developing an ammonia-fueled ammonia gas carrier and working toward achieving carbon neutrality in the shipping industry.  Background The development project of this vessel started as part of NEDO’s Green Innovation Fund Project To achieve net-zero emissions in marine transport, it is essential to switch from existing heavy fuel oil to gas fuels such as hydrogen, ammonia, and carbon recycling methane. Developing marine machinery for hydrogen-fueled ammonia-fueled vessels is also necessary. The development project of this vessel started in October 2021 as part of NEDO’s Green Innovation Fund Project; 'Development of vessels equipped with domestically produced ammonia-fueled engines'. It was completed in August 2024, becoming the world’s first commercial-use ammonia-fueled vessel. Afterward, NYK Group company Shin-Nippon Kaiyosha engaged the vessel in a three-month demonstration voyage while conducting tugboat operations in Tokyo Bay. Project Results NYK and IPS analysed the ammonia co-firing and GHG-reduction rates during vessel operations and confirmed them to consistently exceed 90% and rise to approximately 95% in each of the main engine load ranges, as shown in the table below. The demonstration tests while in tugboat operation is the world’s first trial, confirming that ammonia is one of the most viable and promising options as a next-generation fuel for vessels. A commemorative ceremony was held at the port of Yokohama to mark the successful completion of the vessel's three-month demonstration voyage and celebrate this Green Innovation Fund Project milestone. Representatives from NEDO, NYK. IPS, ClassNK, Ministry of Land, Infrastructure, Transport and Tourism, Ministry of Economy, Trade and Industry, and the city of Yokohama attended the ceremony. Future plans The vessel will continue to be used for tugboat operations in Tokyo Bay, and we will continue to accumulate knowledge related to the development and operation of ammonia-fueled vessels. In addition, NYK, Japan Engine Corporation, IPS, and Nippon Shipyard Co., Ltd. are working together to develop an ammonia-fueled ammonia gas carrier, which is scheduled to be delivered in November 2026, also as part of NEDO’s Green Innovation Fund Project; 'Development of vessels equipped with domestically produced ammonia-fueled engines'. NEDO will promote research and development of next-generation fuel vessels, including ammonia-fueled vessels, and will work towards achieving carbon neutrality in the shipping industry.

Fincantieri and TUI AG signed a Memorandum of Agreement (MoA) for the design and construction of two new cruise ships for the Marella Cruises brand. The value of this agreement, subject to financing and other typical terms and conditions, is considered as very important. This agreement represents a major step for Marella Cruises, which is venturing into newbuilding for the first time and has chosen Fincantieri as its strategic partner for this transformation. Customer relationship for Fincantieri At the same time, it establishes a new customer relationship for Fincantieri, expanding its client base with a fresh brand in the cruise sector. The ships will be designed specifically for the English market and have a focus on environmental sustainability. They will redefine premium cruising through refined design, high-quality materials, and a variety of spacious accommodations. The two vessels will be delivered in calendar years 2030 and 2032. Fincantieri’s ability to forge strategic alliances The ships will be designed specifically for the English market and have a focus on environmental sustainability Pierroberto Folgiero, CEO and Managing Director of Fincantieri, commented: “We are proud to welcome Marella Cruises as a new customer and to support its vision as it enters the newbuild segment. This agreement is a testament to Fincantieri’s ability to forge strategic partnerships with an expanding client base, reinforcing our long-term visibility and ensuring a high level of capacity saturation for our shipyards." "The project will bring together our expertise in ship design, innovation, and sustainability to deliver vessels that meet the evolving expectations of modern cruise passengers." Relationship with TUI Cruises Fincantieri has built a solid and successful relationship with the brand TUI Cruises, a joint venture between TUI AG and Royal Caribbean Cruises.  This year in February, the Group delivered the cruise ship “Mein Schiff Relax”, the first of two InTUItion class new concept cruise ships dual-fuel powered (Liquid Natural Gas - LNG and Marine Gas Oil - MGO), while the second unit, “Mein Schiff Flow”, is currently under construction at the Monfalcone shipyard, with delivery scheduled for 2026.

Achilles, a pioneer in supply chain risk management solutions, and Procureship, the world’s pioneering e-procurement platform, have agreed on a long-term partnership to enhance the ESG capabilities of the shipping industry’s procurement processes.  The latest agreement will bring efficiencies to the supply chain assessment and purchasing process for Procureship members. Procureship provides streamlined purchasing for more than 100 fleet owners and operators, including BW LNG, Angelicoussis Group, Oldendorff Carriers, Starbulk Group, TB Marine and Technomar. Benefit from standardised processes Achilles Maritime Network provides a forum for shipowners and chiefs to team By leveraging advanced analytics, machine learning tools, and a unique supplier recommendation engine, Procureship simplifies the procurement process between buyers and suppliers. The Achilles Maritime Network provides a platform for shipowners and managers to collaborate, reduce risks, and enhance supply chain visibility while lowering costs and administrative burdens. Suppliers and contractors benefit from standardised processes and pre-qualification, fostering stronger relationships and business growth. Users of the Procureship platform The network supports transparency, sustainability, and responsible business practices in the maritime industry. Members of the Achilles Maritime Network include BW LNG and LPG, Odfjell, Seapeak and Seasourcing. Through this agreement, users of the Procureship platform can access the Achilles service to improve visibility of their suppliers’ sustainability performance. Procureship will also offer its supplier network the opportunity to demonstrate their Achilles score and standout through a rigorous, independent assessment. Procureship’s supplier profiles Buyers are able to check the suppliers’ Achilles scores on the spot during the evaluation of quotes The Achilles Sustainability Score will be reflected in Procureship’s supplier profiles and displayed in supplier search engine results. Additionally, buyers will be able to check the suppliers’ Achilles scores on the spot during the evaluation of quotations. This will allow maritime purchasers to easily source products from companies that align with their standards, providing greater transparency and confidence in their procurement decisions. ESG module to marketplace services “Procureship identified the need for an ESG module to complement our existing marketplace services and recognised the expertise we would gain through this partnership with Achilles,” said Grigoris Lamprou, Co-Founder and CEO of Procureship.  “For our clients, the ability to easily access information on supplier sustainability practices reinforces trust across the supply chain.” Shipping sector purchasing process “The aim of Achilles is to ensure that procurement professionals within the shipping sector have a streamlined purchasing process that improves visibility, drives ESG metrics and increases process efficiency,” said Paul Stanley, CEO, Achilles. “Including supplier sustainability data within an e-commerce platform like Procureship, cements this strategy with a simplified, yet robust process.”

The Industry Associations of BIMCO, ICS, IMCA, INTERCARGO, INTERTANKO & OCIMF, supported by over forty maritime stakeholders, have released a consolidated and enhanced publication, Best Management Practices (BMP) for Maritime Security (MS). As an interactive online publication, BMP Maritime Security consolidates previously published regional publications into a single, comprehensive publication with actionable insights and advice. It focuses on providing a threat and risk management process and, recognising the dynamic nature of regional security situations, provides signposts to direct users to the most up-to-date security intelligence and risk assessment information. BMP MS is now available to view on the industry website. Range of maritime security threats Seafarers operating ships around the world encounter a range of maritime security threats Seafarers operating ships around the world encounter a range of maritime security threats, which often involve aggressive state and non-state actors.  Although these threats vary across regions and in their severity, they can have a traumatic effect on seafarers who face unwarranted physical and mental harm. In some cases, being held as hostages and subjected to violence and ill-treatment for extended periods. BMP Maritime Security To counter the threat, existing BMP guidance has greatly improved the industry’s ability to understand, detect, and deter maritime security threats in recent years, but the advice needs to keep pace with the rapidly evolving threat environment. In BMP Maritime Security, users can navigate easily to different sections and link directly to external sources. Additionally, the publication includes various diagrams that provide valuable learning opportunities. The publication includes a significant section detailing global authorities and, importantly, appropriate contacts and tools for seafarer welfare support. How the threats will develop in 2025 and beyond Additionally, the publication includes various diagrams that provide valuable learning opportunities BIMCO – David Loosley, BIMCO Secretary General & CEO, said: “2024 saw an unprecedented spike in attacks against merchant ships. Ships were attacked with weapons of war in the Black Sea and in the Southern Red Sea more than one hundred times, and four innocent seafarers lost their lives." "Globally, 126 seafarers were held hostage during pirate attacks and armed robberies, and 12 seafarers were kidnapped. BMP MS will reduce risks and save lives. While we cannot control how the threats will develop in 2025 and beyond, we can make sure that we have the best tools available to help protect our seafarers and world trade.” New BMP shipping industry ICS – Guy Platten, Secretary General, said: “Recent years have shown the stark security threats that seafarers and the industry can face in the service of world trade. From the conflict in Ukraine to the Red Sea Crisis, the dangers faced by shipping have increased to a severity not seen in two generations." "This new global BMP continues the shipping industry’s unswerving commitment to protecting seafarers and mitigating threats to the trade on which we all depend.” Enhance maritime security resilience IMCA – Iain Grainger, Chief Executive, said: "The maritime industry faces an ever-evolving landscape of security threats, making it essential for seafarers to have access to the most up-to-date and practical guidance. BMP Maritime Security provides a consolidated resource that helps vessels proactively manage risk, safeguard the welfare of crews, and enhance maritime security resilience worldwide." "People are our key asset, so IMCA is proud to support this initiative, ensuring that best practices continue to evolve alongside the challenges our industry faces." Safety and well-being of seafarers INTERCARGO – Kostas G. GKONIS, PhD, Director/Secretary General, said: “The new consolidated BMP guidance, developed by the maritime industry in coordination with naval forces, addresses escalating global threats to the safety and well-being of seafarers. INTERCARGO proudly supports this vital collaboration which cuts across traditional sector boundaries to deliver clear, actionable security protocols to protect those working at sea." "Through our joint work, we should collectively ensure that these practices reach and empower every vessel, requiring sustained cooperation between frontline crews, whose dedication keeps global trade moving, and security resources and expertise.” Revised BMP and related threat overviews BMP Maritime Security publication replaces previously published issues or supported guidance INTERTANKO – Tim Wilkins, Managing Director, said: “As seafarers navigate conflict and armed threats, it is our duty as shipowner representatives to provide them with the most up-to-date information and guidance to ensure their safety." "The revised BMP and related threat overviews reflect the collaborative efforts of many of our members, drawing on the hard-earned experience of the maritime industry. INTERTANKO considers BMP as being a vital reference for every vessel.” Unprecedented security challenges OCIMF – Karen Davis, Managing Director, said: “In the current heightened threat environment, where seafarers face unprecedented security challenges, the maritime community needs clear advice on how to manage threats, the risks, and the best mitigations to implement." "This publication builds on a successful series of BMPs consolidating the best information available in one publication, BMP Maritime Security.” Best Management Practice (BMP) Maritime Security publication replaces previously published issues or supported guidance.

For an unprecedented fourth time in a row, GAC will be The Ocean Race’s Official Logistics Partner, extending a successful collaboration that has been in place since 2014. For the first time, GAC will support all three major events on The Ocean Race calendar: The Ocean Race Europe 2025, The Ocean Race Atlantic in 2026, and the flagship around the world race starting from Alicante, Spain, in 2027. Comprehensive logistics support Services provided will include a raft of total logistics support, including feasibility planning Services provided will include a raft of comprehensive logistics support, including feasibility planning, transportation of event infrastructure, and on-site material handling and operational support at host cities around the world. The partnership will also include commitment from GAC to support The Ocean Race’s award-winning Racing with Purpose sustainability programme. Next generation of ocean advocates The company will play a key role in supporting The Ocean Race’s decarbonisation ambitions – in line with its Sports for Climate Action and Race To Zero goals – with pre-event carbon budgeting and post-event carbon reporting for all freight movements under its control, including on-site operations.  GAC will also contribute to the expansion of the Race's learning programme, inspiring the next generation of ocean advocates. Shipping, logistics and marine services GAC will also contribute to the expansion of the Race's learning programme “GAC’s partnership with The Ocean Race marks a new chapter – one defined by greater ambition, investment and purpose,” says Nicholas Browne, Managing Director, GAC UK.  “We will drive meaningful change through our Environmental, Social and Governance initiatives with an activation programme built to champion ocean health and sustainability, creating a lasting positive impact for the sectors we support with our shipping, logistics and marine services, as well as the sport of sailing.” Three upcoming global race events Andrew Lamb, The Ocean Race’s Director of Partnership Development, adds: “Logistics are at the heart of the operation of The Ocean Race as our events take us around the world." "For three consecutive editions, GAC has provided world-class solutions to the event, its teams and stakeholders and we are pleased to have them with us through this critical period in our cycle for our three upcoming global race events."  Impact of operations Lamb added: “The support and commitment we share towards sustainability and reducing the impact of our operations is an important pillar of our relationship as we look forward to a fourth consecutive partnership.” The Ocean Race Europe 2025 starts from Kiel, Germany, on 10 August, continuing through Portsmouth, UK; Cartagena, Spain; Nice, France; and Genova, Italy before the Finale in Boka Bay, Montenegro on 21 September.

ABS Wavesight™, the ABS-affiliated Software-as-a-Service company, proudly hosted its Vision and Value Summit in Singapore. The event brought together users of ABS Wavesight software products, industry stakeholders, and regional experts for a dynamic day of collaboration, innovation, and forward-thinking discussions. ABS Wavesight’s commitment Attendees engaged in interactive sessions focused on addressing critical issues The event served as a platform for users and other industry stakeholders to connect with pioneers and product teams across ABS and ABS Wavesight. Attendees engaged in interactive sessions focused on addressing critical issues—such as regulatory compliance, operational efficiency, and sustainability—while exploring how cutting-edge software can drive smarter, more resilient maritime operations. The event underscored ABS Wavesight’s commitment to fostering a collaborative ecosystem where ideas flourish and solutions take shape. Commitment to the APAC region “We’re thrilled to have hosted this event in Singapore, a hub of maritime excellence,” said Staci Satterwhite, Chief Executive Officer of ABS Wavesight. “Bringing our users and stakeholders together is about more than software—it’s about building a shared vision for a safer and more sustainable maritime future. Our commitment to the APAC region has never been clearer, and we’re excited to keep pushing the boundaries of what’s possible.” How advances can seamlessly integrate into daily operations ABS Wavesight unveiled product updates, showcasing enhancements to its software portfolio During the summit, ABS Wavesight unveiled recent product updates, showcasing enhancements to its software portfolio, consisting of Nautical Systems, Carbon Diligence and eLogs, designed to empower users with greater insight, efficiency and performance. These innovations reflect the company’s ongoing dedication to delivering intuitive, impactful tools that meet the evolving needs of the maritime community. Live demonstrations highlighted how these advancements can seamlessly integrate into daily operations, reinforcing ABS Wavesight’s role as a trusted partner in navigating industry complexities. Innovative technology solutions The event also spotlighted ABS Wavesight’s deep ties to the Asia-Pacific region, with a focus on delivering innovative technology solutions tailored to local needs.  From thought-provoking panels to hands-on product sessions, this event demonstrated how ABS Wavesight is paving the way for a more connected and capable maritime industry across APAC and beyond.

When the Ballast Water Management (BWM) Convention came into force in 2004, it was in response to a crisis we couldn’t afford to ignore—one where invasive aquatic species, carried silently in ships’ ballast tanks, were devastating marine ecosystems. Now, two decades later, compliance with this environmental safeguard is no longer optional—and yet, as recent industry findings reveal, record-keeping failures account for 58% of compliance issues. That’s not a technology problem. That’s a documentation problem —one rooted deeply in data management practices and crew training, where small oversights lead to documentation issues, that may cascade into costly compliance failures. And that’s precisely where digital systems excel, guiding crews clearly to avoid mistakes in the first place. New ballast regulations At the IMO’s 82nd Marine Environment Protection Committee (MEPC 82), new ballast water record-keeping regulations were approved, coming into effect from 1 February 2025. These updates mark a significant tightening of documentation standards—and they could catch unprepared shipowners off guard if not acted on promptly. Why ballast water record-keeping is back in the spotlight These new updates aim to change that—and they’re stricter, smarter, and more detailed than before While MEPC 82 made headlines for advancing decarbonisation policies and ECAs in the Arctic and Norwegian Sea, it also honed in on ballast water—a topic that has quietly regained importance. The committee approved critical updates to how ballast water operations and ballast water management system (BWMS) maintenance are recorded.  The goal: Enhance transparency, reduce ambiguity, and reinforce environmental protection by making records more structured, traceable, and actionable. This renewed focus is both a warning and an opportunity. In recent years, too many Port State Control detentions and inspection delays have stemmed not from hardware failures, but from poorly maintained or unclear ballast water records. These new updates aim to change that—and they’re stricter, smarter, and more detailed than before. What’s changing: Bypass scenarios and maintenance logging The revised guidelines introduce two new scenarios for vessels dealing with challenging water quality (CWQ) in ports: Scenario 3: A reactive bypass of the BWMS due to unforeseen poor water quality. Scenario 4: A pre-emptive bypass based on anticipated CWQ conditions. These additions are essential for vessels operating globally, particularly those above 400GT. They ensure that alternative operations—like ballast water exchange plus treatment (BWE + BWT)—are clearly documented. Without accurate records, even legitimate actions can fall short of compliance. Ballast Water Management Plan and OEM manuals MEPC 82 also mandates that BWMS care procedures must now be recorded directly in BWRB MEPC 82 also mandates that BWMS maintenance procedures must now be recorded directly in the Ballast Water Record Book (BWRB), in line with the ship’s Ballast Water Management Plan and Original Equipment Manufacturer (OEM) manuals. Responsible crew members must sign off on these records, ensuring traceability and crew accountability. This step isn’t just regulatory housekeeping—it aligns ballast water maintenance with how other onboard systems are already tracked, from engines to emissions. It’s a logical, overdue move toward consistency across compliance. Paper or digital: The format dilemma While the BWRB can still be maintained on paper or electronically, the burden of new structured data fields and stricter reporting timelines will be felt most by those still tied to manual systems. Each additional layer of documentation increases the chance of human error—and with nearly 6 in 10 compliance failures already stemming from admin issues, that’s a risk many operators can’t afford. This is where digital solutions can offer real relief. At NAPA, we’ve already implemented the latest IMO guidelines into our electronic logbook, so crews can comply with MEPC.369(80) requirements out of the box. With ready-made entry templates and smart input validation, data entry is quick, accurate, and audit-ready. NAPA implemented the latest IMO guidelines into an electronic logbook. Better still, once updated, operators can apply for the BWM Convention Electronic Record Book Declaration from their flag—ensuring that compliance is recognised internationally under MEPC.372(80). Less admin, more assurance Electronic logbooks don’t just streamline compliance—they enable better decision-making. When connected to onboard systems, they automatically pull operational data into the BWRB, reducing manual work and error margins. This frees up the crew to focus on operations and safety, rather than paperwork. From a management perspective, real-time visibility into ballast operations and maintenance records helps shore teams stay ahead of inspections and identify potential compliance gaps early. One logbook, many regulations While ballast water is the focus today, it’s not the only regulation demanding attention While ballast water is the focus today, it’s not the only regulation demanding attention. At NAPA, we’ve designed our logbook to support a wide range of evolving compliance frameworks—including MARPOL, EU-ETS, EU-MRV, CII, and the Garbage Record Book. This unified approach removes silos, reduces duplicated effort, and gives operators a more holistic view of vessel performance and compliance. A smarter way forward With decarbonisation and environmental regulations shifting at breakneck pace, even the most experienced crews and fleet managers can struggle to stay up to date. That’s where technology has a crucial role to play—not to replace expertise, but to support it. At NAPA, we work closely with shipowners and operators to configure regulatory record book templates according to their fleet workflows and each vessel’s specific operational profile. This ensures accuracy, ease of use, and most importantly, continuous compliance—even as the rules keep changing. Because in today’s compliance landscape, staying ahead isn’t just about meeting the minimum. It’s about building systems that help you adapt, respond, and thrive. And that starts with getting the record-keeping and data management right.

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

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

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

The Dark Fleet refers to a network of vessels that operate outside of standard maritime regulations, often used to transport sanctioned goods such as oil. These shadowy vessels are also referred to by terms such as Parallel Fleet and/or Shadow, Gray or Ghost fleet. The terms are all manifestations of the same thing – ships that are owned, structured, and operated to avoid exposure to sanctions. Fleet of ships “In fact I would prefer that we use the term Parallel Fleet because it more accurately describes what it is,” says Mike Salthouse, Head of External Affairs, of NorthStandard, a Protection and Indemnity (P&I) insurer. “Specifically, it is a fleet of ships operating in parallel to mainstream shipping while avoiding use of service providers that are subject to sanctions legislation.” Modern shipping sanctions Sanctions were to be enforced not just against the sanctions-breaking vessel but also the services Modern shipping sanctions can be traced back to the introduction of the U.S. Comprehensive Iran Sanctions Accountability and Divestment Act 2010 or “CISADA”.  Under CISADA for the first time, sanctions were to be enforced not just against the sanctions-breaking vessel but also the services (for example insurance, class, flag, banks) that the vessel used. EU/G7 Coalition adopting sanctions As a result, all maritime service providers sought to distance themselves and introduce contractual termination clauses in their service contracts forcing such vessels to either trade without such services or to access them from non-sanctioning jurisdictions. This led immediately to the creation of mainly Iranian ships that could continue to carry cargoes subject to western economic sanctions – such as Iranian oil. However, the fleet has grown exponentially following the EU/G7 Coalition adopting sanctions targeting Russian shipping. Today the majority (but not all) of the Dark Fleet is engaged carrying Russian cargoes – but other trades include Iran, North Korea, and Venezuela. Protection of the marine environment Dark Fleet undermines transparent governance policies that ensure the welfare and safety “It might be that a removal of Russian sanctions would remove the need for such a fleet,” adds Salthouse. “But for so long as nations use maritime sanctions as a foreign policy tool, my own view is that the Dark Fleet phenomenon will continue to facilitate sanctioned trades.” The Dark Fleet undermines transparent governance policies that ensure the welfare and safety of those on board and the protection of the marine environment. In recent years, the safety of tankers has improved significantly. These improvements have been driven by factors such as greater operational oversight from the oil majors, younger double hull vessels, greater operational scrutiny, and more rigorous legislation. Safety has been prioritised over all else. Transport oil using ships and services “The commercial dynamics that apply to the Dark Fleet are very different,” says Salthouse. “The overwhelming commercial imperative is not safety but to transport oil using ships and services to which sanctions legislation does not apply. As such, the customer and regulatory oversight is much reduced.” The vessels used by the Dark Fleet also tend to be older. Even if it were possible to find shipyards that were prepared to build for use carrying sanctioned cargoes (and so risk secondary sanctions depriving them of access to western financial markets and insurers), the long build times mean that such ships would not become available for several years. As such, the vessels that comprise the Dark Fleet tend to be end-of-life and aged 15 years or older. Commercial reinsurance markets The insurers of the ship will likely have been unable to access commercial reinsurance markets used If and when an accident happens, the ability of the insurer to respond by using commercial salvors and pollution responders will be curtailed by sanctions legislation, and the insurers of the ship will likely have been unable to access commercial reinsurance markets commonly used to access the high levels of cover required to fully compensate victims. Sanctioning individual ships is an effective way of addressing the Dark Fleet because shipping that trades internationally invariably needs access to western financial and service markets, which a designation deprives them of. Collaboration with mainstream shipping EU/G7 Coalition States to date have designated over 100 vessels, but in practical terms, the Dark Fleet is much larger than this – somewhere in the region 600 to 1000 vessels – so more needs to be done, says Salthouse. Thought also needs to be given as to how to dispose of old designated tonnage (as designation will prevent scrapping) whilst at the same time addressing the supply side so that designated ships cannot simply be replaced. “That can only be achieved in collaboration with mainstream shipping which should be consulted and partner with governments to achieve their aim,” says Salthouse. Majority of shipowners and service Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of foreign policy goals Without concerted state action delving with the existing fleet and its access to new ships, the Dark Fleet will thrive for so long as maritime sanctions are deployed by states as a means of achieving their foreign policy goals. The cost of compliance to mainstream shipping is huge. The vast majority of shipowners and service providers deploy significant resources to avoid inadvertently contravening applicable sanctions. EU/G7 Coalition partners should recognise that and work with the shipping industry to marginalise the commercial space served by the Parallel/Dark Fleet rather than simply imposing ever greater and more complex compliance requirements, comments Salthouse. Use of EU/G7 Coalition service In a majority of cases, the Parallel Fleet is not breaking any laws. With the exception of the UN sanctions programme directed at North Korea, the Parallel/Dark Fleet can trade perfectly lawfully. For example, it is not illegal for a Russian flagged ship, insured in Russia, classed in Russia and trading with non-EU/G7 Coalition partners to transport Russian oil sold above the price cap through international waters to non-EU/G7 Coalition states provided the trade does not make use of EU/G7 Coalition service providers. Use of established service providers The Parallel/Dark Fleet is bad for shipping and undermines EU/G7, and on occasions, UN sanctions programmes, says Salthouse. States cannot control a trade when the ships carrying the cargoes and the service providers involved are not subject to the jurisdiction of that State. Similarly, when ships sink and cause pollution, the whole shipping industry suffers by association, and the additional complexities involved in responding to a casualty that cannot make use of established service providers could make a bad situation much worse.

Carbon capture and storage (CCS) can contribute to decarbonisation of the maritime industry, especially when combined with other approaches. CCS allows ships to continue using fossil fuels while capturing and storing the emitted CO2. It’s a helpful interim approach if a vessel’s immediate transition to alternative fuels is not feasible due to infrastructure limits or technology constraints. CCS can extend a vessel’s operational lifespan, both reducing emissions from existing vessels while avoiding premature scrapping and associated environmental impacts. Technology challenges  There are technology challenges, such as higher fuel consumption and process costs for ships As the industry works toward the use of zero-emission fuels such as green hydrogen, ammonia and methanol, CCS offers a more gradual and realistic pathway to decarbonisation. CCS is also an attractive option for long-haul shipping routes where alternative fuel infrastructure may be limited. However, there are technology challenges, such as higher fuel consumption and operation costs for ships. Space constraints are another obstacle considering the needs to operate and install CCS equipment on board ships. Clear and supportive regulation More work is needed to provide secure and reliable long-term storage of captured CO2, which is still under development. Technology advancement and government incentives are also needed to increase the economic viability of Carbon Capture and Storage for ships operators. Clear and supportive regulation paves the way for widespread adoption of CCS in the maritime sector, including standards for capture, transport, and storage.  Carbon capture and storage The amine solution, now loaded with CO2, is then sent to a regenerator (stripper) In a CCS system, carbon dioxide (CO2) is captured from a ship’s exhaust gases after the fuel has been burned. This often involves chemical absorption, in which the exhaust gases pass through a solvent that absorbs the CO2. A contactor (absorber) uses an amine solution to react chemically with the CO2, forming a carbamate compound. This effectively removes the CO2 from the flue gas. The amine solution, now loaded with CO2, is then sent to a regenerator (stripper). Heat is applied to the solution, causing the carbamate to decompose, releasing the captured CO2. Onshore storage sites The CO2 is then separated and stored onboard in high-pressure tanks as a liquid, and later offloaded at designated ports for transport to onshore storage sites.  There is an energy penalty in the process, since CCS itself requires energy, which can increase fuel consumption and operating costs for the ship. Because onboard storage capacity for captured CO2 can be limited, frequent offloading is required. Adoption timeline for CCS Most CCS projects in the maritime sector are still in the research and development phase In the near term (5 to 10 years), initial deployments of CCS on select vessels will likely focus on niche applications or specific routes. Most CCS projects in the maritime sector are still in the research and development phase. Some pilot projects and demonstrations are underway to test the feasibility and effectiveness of CCS technologies, but large-scale commercial deployments of CCS systems on board ships are still to come. If technological advancements and economic viability improve, CCS could see more widespread adoption in the maritime sector within the next 10 to 20 years, particularly for vessels where alternative fuel options are limited or not yet feasible. The development of a robust infrastructure for the transport and storage of captured CO2 will be crucial for the large-scale deployment of CCS in the maritime. Requirements of CCS systems for maritime use Looking long-term (20 years or more), CCS could become a mature technology integrated into the broader maritime decarbonisation landscape, potentially playing a role alongside other technologies like alternative fuels and energy efficiency measures. Continued research and development will aim to improve the efficiency, cost-effectiveness, and space requirements of CCS systems for maritime use. The development of more efficient and compact CCS systems is crucial for their widespread adoption in the maritime sector. Reducing the costs, including capital expenditures and operational expenses, is also essential. Clear and supportive regulations, including carbon pricing mechanisms and incentives for CCS deployment, will encourage its adoption. Complementary technologies toward decarbonisation Another option is using fuel cells to convert hydrogen or other fuels into electricity for propulsion CCS can be used in conjunction with transitional fuels like Liquefied Natural Gas (LNG), capturing and storing CO2 emissions from LNG-powered vessels to reduce the carbon footprint while the industry transitions to zero-emission fuels. CCS can be particularly valuable for sectors where zero-emission alternatives may not be readily available or feasible, such as long-haul shipping. CCS can also serve as a backstop technology, providing a potential solution for residual emissions from alternative fuel pathways, even if they are considered low-carbon. A range of alternative fuel scenarios drive research and development into new technologies such as biofuels, green hydrogen, ammonia, and methanol. Another possibility is using fuel cells to convert hydrogen or other fuels into electricity for propulsion. Better battery technology, including better capacity and charging infrastructure, is needed. And ship designs must be optimised for alternative fuels, including storage and handling systems. Next stages for CCS The next stage in the development of carbon capture and storage (CCS) for maritime vessels will likely involve full-scale demonstration projects, moving beyond small-scale prototypes and lab tests to real-world applications on commercial vessels. More compact and lightweight systems will be developed to reduce the weight and space requirements on board ships. Viable business models and financial mechanisms are needed to make CCS economically attractive for ship owners. A clear and consistent regulatory framework can incentivise CCS adoption and ensure compliance with environmental standards. There also needs to be more public awareness and understanding of the role of CCS in decarbonising the maritime sector.

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.