Security

The ULSTEIN® POWER Variable Speed Generator (VSG) has been designed to optimise power generation on marine vessels by dynamically adjusting its speed to match load requirements. Together with technical measures and overall ship design, the operational results on the CSOV Olympic Boreas show a record-low 2.7-tonne fuel consumption per 24 hours during a week of DP operations. Vessel’s energy demand Running the engines at variable speed optimises power production based on the vessel’s energy demand. Technical measures onboard have reduced power demand to 250-300 kilowatts under certain conditions. With such low power requirements, variable speed is significantly more efficient than constant speed, contributing to greatly reduced energy consumption per kWh produced. Ulstein Design & Solutions AS The process started with an energy-efficient hull and thorough evaluations of systems and components The process started with an energy-efficient hull and thorough evaluations of systems and components. Once elements like main dimensions, seakeeping properties, and uptime were in place, Ulstein Design & Solutions AS analysed how the ship could become as energy efficient as possible, considering various system and propulsion solutions to achieve the best energy use and recovery results. ULSTEIN POWER VSG Developed by Ulstein Power & Control, the ULSTEIN POWER VSG redefines the standards of efficiency, sustainability, and performance in marine AC power systems. It substantially improves fuel consumption, emission reduction, overall system performance, and lower maintenance costs. The AC system is based on known robust technical solutions, giving the shipowners a reliable solution. Big fuel savings on the Olympic Boreas The Olympic Boreas achievement represents close to a 50% reduction in fuel consumption compared to other CSOVs.  This highlights how the ULSTEIN POWER VSG, the technical measures, and the overall ship design can effectively enhance fuel efficiency and reduce operating costs, setting a new standard in the maritime industry. Implemented in a wide range of vessels ULSTEIN POWER VSG's versatility makes it suitable for a wide range of marine vessels, including offshore The ULSTEIN POWER VSG's versatility makes it suitable for a wide range of marine vessels, including offshore, expedition cruise, and aquaculture vessels.  Key components of the system include a powertrain, energy storage solutions, and a state-of-the-art power and energy management system. Modern maritime operations' demands The ULSTEIN POWER VSG represents a groundbreaking advancement in marine power solutions. Ulstein has delivered a solution that meets and exceeds maritime operations' demands by combining variable speed generation with cutting-edge automation and energy management applications. As the industry prioritises sustainability and efficiency, the Ulstein Power VSG stands out as a key enabler in navigating the future of green marine power solutions. Ulstein Power VSG Ulstein Power VSG dynamically adjusts its speed to match load requirements The Ulstein Power VSG is a sophisticated Variable-Speed Generator system designed to optimise power generation on marine vessels. It includes an advanced load-sharing strategy between fixed-speed and variable-speed generators operating in parallel.  Unlike traditional fixed-speed generators, which operate at a constant speed regardless of demand, the Ulstein Power VSG dynamically adjusts its speed to match load requirements, delivering power to the grid within the sweet spot of energy efficiency. This significantly improves fuel consumption, emission reduction, and overall system performance. Key components The Ulstein Power VSG system comprises several critical components: Powertrain: The core of the system,  adapting the generator’s rotational speed to provide optimised power output based on real-time demand. Energy storage solutions: Instant power for quick response, supporting dynamic power demand for challenging operations. Power and energy management system: An advanced control solution that monitors and controls the generator’s speed and energy storage, ensuring simple operation, superb performance and efficiency. Benefits of the Ulstein Power VSG The Ulstein Power VSG offers a multitude of benefits that set it apart from conventional power systems: Enhanced fuel efficiency: By adjusting the generator’s speed to match the exact power demand, the Ulstein Power VSG minimises fuel consumption, resulting in significant savings in fuel costs. Reduced emissions: Optimising fuel usage directly translates to lower emissions, helping vessels comply with stringent environmental regulations. Improved system reliability: Integration with a battery energy storage system ensures a dynamic and stable power supply, even during peak demand or generator fluctuations. Lower maintenance costs: Variable speed operation improves combustion and reduces mechanical stress on the diesel engine and associated components, resulting in a longer lifespan and lower maintenance requirements. Operating at a variable speed can potentially increase the time between services by 50-70%. The best of both worlds: Combining a robust low-voltage AC solution with cutting-edge power conversion and energy storage systems, the ULSTEIN® POWER™ VSG ensures unparalleled reliability and sets a new benchmark for efficiency in the maritime industry. Applications The versatility of the Ulstein Power VSG makes it suitable for a wide range of marine vessels, including: Offshore vessels: Provides reliable, dynamic, and efficient power for DP-operated vessels like SOVs, subsea, and support ships. Expedition Cruise vessels: Ensures a smooth and efficient power supply, enhancing passenger comfort and operational reliability. Aquaculture vessels: Highly variable power demands depending on the type of operation will have great benefit from the Ulstein Power VSG, ensuring a significantly reduced environmental footprint.

Advanced boat-handling systems supplied by Vestdavit have been installed on the newbuild CSOV Olympic Notos delivered for Olympic by Norway’s Ulstein Verft, which is raising the bar in terms of sustainability and operational efficiency for such vessels employed in the offshore energy sector. MOB and lifeboat davit “We are honoured to have been selected by Ulstein for participation in this ground-breaking newbuild project based on our well-established track record of reliable davit deliveries for the offshore wind and oil & gas markets, with systems designed for optimal performance to maximise the operational window of support vessels working in this space,” says Vestdavit Managing Director - Rolf Andreas Wigand. The renowned Norwegian supplier provided a total package of five davits for the vessel, including two H-9001 davits - one dedicated lifeboat davit and the other a combination of MOB (man overboard) and lifeboat davit. Additionally, it supplied two L-3500 liferaft davits and a dedicated PL-3600 MOB davit. Tailored for operational needs Davits were manufactured and tested at Vestdavit’s state-of-the-art show facility in Redziokowo The davits were manufactured and tested at Vestdavit’s state-of-the-art production facility in Redziokowo, Poland, with components sourced from its network of trusted European suppliers. Each davit has been tailored to meet the specific operational needs of the vessel and delivered in full compliance with the latest standards and regulations, ensuring an efficient installation process at the Norwegian shipyard to facilitate a smooth-running delivery on schedule. TWIN X-STERN® solution The Olympic Notos, together with the previously delivered sistership Olympic Boreas, are the first CSOVs designed with Ulstein’s pioneering TWIN X-STERN® solution with four main propellers located fore and aft. This allows precise dynamic positioning with minimal use of thruster power to achieve a reduction in fuel consumption of close to 50% versus other operational vessels, resulting in a significant cut in emissions. The innovative CSOV concept, developed by Ulstein and Olympic to set a new standard for such vessels, incorporates a hybrid diesel-electric propulsion system - allied with variable speed, battery storage and smart energy management - and a unique dual-stern hull shape. The result is a significantly lower environmental footprint, enhanced operability, and reduced fuel and maintenance costs. Compact solution The PL-3600 is a versatile davit that can be adapted for various types of boats and equipment According to Ulstein, the main reason for the selection of Vestdavit was that its davit solution was the only one compact enough to fit on the Olympic Notos. The H-9001 supplied for the Olympic Notos is a cutting-edge davit system engineered with adaptability for lifeboats and rescue boats of different sizes, providing multi-functional capability to support diverse marine operations. The precision-designed L-3500 is a highly specialised and robust system for efficient launch of liferafts even in harsh marine environments, while the PL-3600 is a versatile davit that can be adapted for various types of boats and equipment, including rescue boats and workboats. Sophisticated davit features Vestdavit has been able to meet strict client requirements for safety and flexibility of such systems through its offering of high-specification davits capable of reliable launch-and-recovery of a wide range of craft in variable sea states, demonstrated through decades of efficient operations worldwide across the naval, coastguard and offshore sectors. Its systems have sophisticated features such as anti-pendulation and failsafe constant tension for enhanced safety and stability, as well as Programmable Logic Control for automated operations. This is based on many years of innovative product development in collaboration with clients that has enabled Vestdavit to provide a high level of customisation to deliver tailor-made davit solutions.

Indian Register of Shipping (IRS) and the Technology Innovation Hub (TIH) Indian Institute of Technology (IIT) Guwahati have successfully completed India’s first training and certification program in deep diving and underwater welding, underscoring a pioneering milestone in the country’s efforts to build a skilled workforce for underwater asset maintenance. Following the agreement between IRS and TIH IIT Guwahati in 2023, the training was held at the Neel Diving Academy, Kochi, where trainers from both IRS and TIH IIT Guwahati jointly conducted the theoretical and practical sessions. Series of technical evaluations Participants underwent rigid underwater welding drills, which included a series of technical evaluations Participants underwent rigorous underwater welding exercises, which included a series of technical evaluations. Their work samples were subsequently tested, and upon meeting stringent quality and safety standards, the participants were awarded certificates recognising their proficiency in underwater welding. “This course is a pioneering effort to equip our workforce with underwater wet welding capabilities along with deep water diving, which will be instrumental in supporting India’s critical oil, gas, and shipping infrastructure,” said Dr Asokendu Samanta, Divisional Head of R&D at IRS. Advancing specialised maritime skills Chair Professor, Technology Innovation and Development Foundation, IIT Guwahati: Prof. N R Mandal added: “The program's success marks a critical step forward for IRS and TIH IIT Guwahati, both in advancing specialised maritime skills and enhancing India’s capabilities in underwater asset maintenance.” IIT Guwahati Director Prof. Devendra Jalihal said, “This is an important and first-of-its-kind skill development program in India that combines academic rigour with practical expertise. We are delighted to partner with IRS to foster capabilities essential for the nation’s maritime and energy sectors.”  This initiative aligns with the vision of ‘Atmanirbhar Bharat’ (Self-Reliant India), providing India’s oil and gas and shipping sectors with vital underwater wet welding expertise.

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

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

Aiming to establish minimum requirements for the cyber-resilience of newbuild vessels and their connected systems, IACS unified requirements (URs) E26 and E27 provide a new benchmark for shipping’s response to its growing exposure to cyber-attacks. Officially in force from 1 July 2024 and broadly welcomed by industry, the new URs represent another step forward in strengthening Maritime's resilience to the evolving cyber threat. However, according to a thought-provoking discussion recently hosted by Edwin Lampert, Executive Editor of Riviera in partnership with Inmarsat Maritime (a Viasat company), shipping companies must still conduct comprehensive risk assessments and implement appropriate mitigation measures. Vessel’s cyber security They ensure all stakeholders are responsible for the vessel’s cyber security Kostas Grivas, Information Security Officer, Angelicoussis Group told the ‘IACS URs E26 & E27: Bridging the gap between regulation and implementation’ session that the URs bring “obvious benefits” such as eliminating “scattered requirements”. They provide “common and crystal-clear ground for auditing and control purposes”, and establish “a solid description of the minimum technical, procedural, and other criteria that govern a vessel’s cyber resilience,” he said. Finally, they ensure “all stakeholders are responsible for the vessel’s cyber security”. Makiko Tani, Deputy Manager, Cyber Security at classification society ClassNK, also acknowledged that the new requirements will “contribute to the visibility of ever-digitalising shipboard networks and their assets”, however, as there is no one-size-fits all cybersecurity solution to all, she continued, “additional controls beyond those specified in the requirements may be necessary, depending on the vessel’s connectivity”. Digital transformation strategy To properly address the cyber risks that a specific vessel is exposed to, she said, “shipowners must conduct a thorough cyber-risk assessment. This relies on a ‘C-level commitment’ to establishing a cyber-security programme that facilitates compliance with URs E26 and E27 and any other future industry requirements while supporting the organisation’s digital transformation strategy”. The importance of looking beyond the IACS URs was also emphasised by Laurie Eve, Chief of Staff, Inmarsat Maritime, who proposed three key areas where companies should “focus and invest not only to meet new requirements but also to go beyond compliance and build good cyber resilience”. Quality management system and standards The firm should focus on training and grasping, managing user rights, investing in a regime system “The first key area, ‘people and culture’, addresses the notion that people are the weakest link in cyber security. According to a 2023 report from the United States Coast Guard as well as findings from Inmarsat’s security operations centres, phishing is the most common initial access vector in cyber-attacks. Investing in people, therefore, should be an absolute no brainer”, commented Eve. Specifically, he continued, a company should focus on training and awareness, managing user privileges, investing in a quality management system and standards such as ISO 27001, assessing suppliers’ risk-management practices, and embedding cyber-security in the organisation’s continuous improvement culture. Risk-management approach The third and final key area according to Eve is an ‘incident response plan’ (IRP). The second key area is ‘network-connected systems and services’. Given the number of attack surfaces on board a vessel and the ever-growing volumes of data moving between systems, many companies lack the time and resources to address all possible weaknesses. The solution, Eve said, is a risk-management approach in which the organisation assesses the risks, sets its risk appetite, and implements security measures according to the costs it is willing and able to bear. The third and final key area according to Eve is an ‘incident response plan’ (IRP). It’s prudent to assume that at some point there will be failures and a breach, an IRP comprises a robust set of contingencies to keep the cost of business disruption to a minimum. It requires investment in backup and data systems as well as regular staff training. “Having a plan is good; training, rehearsing, and improving the plan is better,” explained Eve. Cyber-security requirements While these recommendations apply to all ship owners, Eve acknowledged that there are differences from small to large operators in terms of the budget and internal capability invested in cyber resilience. “Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements which makes it a particularly good fit for “smaller operators without the in-house capability to put together their own solutions”, he said. Inmarsat’s Fleet Secure offers a ‘one-stop shop’ for cyber-security requirements Combining three powerful components – Fleet Secure Endpoint, Fleet Secure Unified Threat Management, and Fleet Secure Cyber Awareness Training – the Fleet Secure portfolio provides the tools and facilitates a risk-management approach, supporting “compliance with the new requirements” and, more broadly, “increasing cyber resilience”, Eve added.

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.

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

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

A ransomware attack at a commercial and defence shipbuilder in Wisconsin highlights the vulnerabilities of manufacturing operations, including shipbuilders, to the threats of cybersecurity.  Fincantieri Marinette Marine was targeted by a cyberattack in the early morning hours of April 12, 2023. Large segments of data on the shipyard’s network servers became unusable because of the efforts of an unknown professional group. In ransomware attacks, offenders encrypt information on a server and then set terms, including monetary payments, to provide a ‘key’ to unlock the data. Computer numerical control Systems impacted at Marinette Marine included data that drives the shipyard’s computer numerical control (CNC) manufacturing machines, knocking them offline. CNC machines translate specifications developed using design software into instructions to operate manufacturing devices such as welders, cutters and other computer-controlled tools. CNC machines translate specifications developed using design software into instructions Fincantieri Marine Group “Immediately isolated the systems, reported the incident to relevant agencies and partners, and brought in additional resources to investigate and to restore full functionality of the affected systems,” says the company. Industrial control systems The company’s email and other networked operations remained off-line for several days. “This [incident] highlights the potential impact of cyber-attacks on industrial control systems and the need for robust detection mechanisms to identify and respond to such threats promptly,” comments Carol Volk, Chief Marketing Officer of BullWall, a cybersecurity solution provider specialising in ransomware containment. “Even if data theft did not occur, the disruption caused by the attack can have significant operational and financial implications,” says Volk. The shipyard in Wisconsin builds the U.S. Navy’s Freedom-class Littoral Combat Ship and the Constellation-class guided missile frigates. The yard is currently under contract to build four combatants for Saudi Arabia and three frigates for the U.S. Navy. First visible risk The implications for a possible broader impact of the attack on the U.S. Navy is a concern The implications for a possible broader impact of the attack on the U.S. Navy is a concern. “In addition to seeing ransomware groups with financial gain as their main goal, we also see ransomware applied as a way to divert attention when attackers are creating a ‘smoke screen’ with different objectives in mind,” says Roy Akerman, Co-Founder and CEO, Rezonate, another cybersecurity firm. Other objectives include propagating through the network and creating backdoors for other, more lucrative motivations. “Especially here, in the case of the U.S. Navy, there is an increased risk of ransomware being the first visible risk while other true intentions remain stealthy,” adds Akerman.  Employee personal information Fincantieri Marine Group is part of Fincantieri SpA, based in Trieste, Italy. However, the cybersecurity incident was limited to U.S.-based locations and systems, which include shipyards in Marinette, Sturgeon Bay and Green Bay, Wisconsin. However, the cybersecurity incident was limited to U.S.-based locations and systems The locations combined employ about 2,300 people, but there is no indication that employee personal information was compromised. A cyberattack, as defined by the National Institute of Standards and Technology (NIST), is a digital attack that targets an organisation to disrupt, disable, destroy, take information, or take control of computers, networks or digital systems. Detection and containment capabilities Lockheed Martin, the Freedom-class prime contractor, issued a statement on the incident: “We face threats every day from sophisticated adversaries around the world, and we regularly take action to increase the security of our systems and to protect our employee, customer and program data.” “While preventative measures are crucial, it is important to acknowledge that motivated cybercriminals are constantly evolving their tactics and can often stay one step ahead,” adds Volk. “As such, detection and containment capabilities should be considered as ‘must have’ defences in addition to preventative measures.”

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

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

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

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