Skills

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

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

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

Babcock are pleased to have joined the UK manufacturers’ trade association, Made in Britain. As a world-renowned manufacturer producing a range of defence equipment across the UK, partnering with the 2,100 UK manufacturers in the Made in Britain community will bring them closer to the long-term goal of ensuring the UK has a robust sovereign defence capability. Social and economic sustainability British Army has the vehicles and weapons it needs or carry out the deep care of nuclear submarines As the second largest supplier to the UK Ministry of Defence, they contribute over £3.3bn a year to UK GDP, and work with the Ministry of Defence across more critical programmes than any other company. Whether they’re building warships, ensuring the British Army has the vehicles and weapons it needs or carrying out the deep maintenance of nuclear submarines, they’re committed to making a positive contribution to the communities in which they operate, providing high-quality jobs and delivering social and economic sustainability across the UK. UK industrial supply chain Ewan Sime, Global Director of Procurement and Supply Chain, Babcock, said: "As a Sovereign British Defence company, we are delighted to be joining the Made in Britain community." Ewan Sime adds, "Engaging with this extensive network of companies will only serve to increase the resilience of the UK industrial supply chain. Made in Britain stands for innovative, agile manufacturers here in the UK producing for the good of the British economy. It’s a group in which Babcock belongs." Manufacturing innovation and excellence John Pearce, CEO of Made in Britain, stated: "Made in Britain is proud to welcome a company of Babcock’s stature as an accredited member." John Pearce adds, "Their world-class engineering and production capabilities represent the very best of what British manufacturing has to offer – the association with the 2,100 licence holders, more than 300 of which are in the engineering sector – using the Made in Britain Trademark will further highlight the UK’s reputation for precision manufacturing innovation and excellence across the world."

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

DM Consulting and Syncrolift AS, global pioneers in drydocking technology, are urging shipyards to adopt modern innovations to enhance speed, safety, and cost-efficiency in vessel drydocking. With many shipyards still relying on outdated 20th-century methods, DM Consulting and Syncrolift emphasize that embracing new technologies is essential for shipyards in highly regulated regions to remain competitive internationally. By combining forces, DM Consulting and Syncrolift aim to bring advanced drydocking solutions to the North American market, helping shipyards leverage automation, improved methods, and advanced materials to meet regulatory standards and reduce risks. Speed, safety, reliability, and costs Shipyards should take advantage of the technological advances that are available to this industry. In recent years there have been several exciting developments that show great promise to improve the speed, safety, reliability, and costs of drydocking techniques. Shipyards Stuck in the 20th Century, the latest innovations available allow shipyards to be more competitive in the maritime industry. By comparison, frenzied adoption of modern technologies has permeated nearly all industries in this modern age, but one industry that remains relatively unchanged by new advances is the drydocking industry. New advances in drydocking "Highly regulated countries can only compete in drydocking by embracing technology." "Automation, improved methods, and better materials are essential to enhancing speed, safety, and cost-efficiency, allowing shipyards to stay competitive in the global maritime industry." Levels of regulations Shipyards will forgo these changes for the more familiar options, which hinders dry dock and drydocking In drydocking, vessels are handled and supported out of the water, which puts the vessel at risk for damage. This is a large liability, and so changing procedures, or testing new supports is putting a lot at risk. Shipyards will forgo these changes for the more familiar options, which hinders dry dock and drydocking technological advancements, leaving the drydocking industry with 20th-century technology. The urgency to take on these modern technologies has to do with the current state of international affairs. Countries with higher levels of regulations are losing work to countries without regulations. Safer evolutions for vessel and crew Regulations result in safer evolutions for the vessel and the crew, although they also drive up costs. For example, cleaning and painting the hull of a vessel can require a trained union worker with mandatory breaks, scaffolding, shrouding, and more. Without regulations, poorly trained hourly employees can achieve a similar result with just a ladder -but it is not as safe, the labor is not paid as fairly, and the ecological damage is completely ignored. Automation and improved methods The only way for highly regulated countries to compete is with the use of technology. Automation, improved methods, and better materials are examples. It is time to start thinking smarter.  DM Consulting and Syncrolift AS are the world's pioneers in drydocking technology. The two companies are going to combine forces to better service the North American market.

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

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

Seafaring is often deemed a ‘risky occupation’ when it comes to both physical and mental health, involving highly demanding work alongside long working hours, often poor social support, and extended periods at sea. In the Sailors Society’s recent 2022 Cadet Report, they found 57% of Generation Z, those born between 1996-2010, cadets from around the world had submitted scores suggesting anxiety, and that most believed loneliness would be the main cause of any mental health issues they faced. 79.5% also said their choice of shipping company would depend on how it treats seafarers.  Seafarer well-being The need for improved seafarer well-being has led to the UK government’s allocation of £2.4 million for projects supporting seafarers’ mental health, maritime skills, diversity, and careers. This investment has been made following the Maritime 2050 report, which highlights that the high incidence of mental health conditions is primarily due to the pressures, nature, and isolation of working at sea and suggests changing technology be utilised to improve sea connectivity. Is LEO services the solution? Satellites have been imperative for both operational and welfare services, in addition to positioning and navigation Satellites have enabled communications at sea for over 50 years. They have been imperative for both operational and welfare services, in addition to positioning and navigation. Generally, communications for major maritime platforms have been provided by Geosynchronous Orbit (GEO) satellites, delivering a “broadband” style service from a few Kbps to multiple Mbps. However, Low Earth Orbit (LEO) satellites are not a new proposition. Early LEO satellites, such as the Soviet Sputnik 1 launched in 1957, provided low single-digit Kbps, while more recent Iridium NEXT satellites provide hundreds of Kbps of resilient service.  New services Thanks to significant investments in ‘broadband’ high throughput LEO satellites, new services offering ‘fibre-like’ high-speed low-latency connectivity of about 100 Mbps have become available. These services enable high throughput at a reasonable cost and, if configured as part of a hybrid solution, allow for operational and welfare services to be separated. This protects welfare services for seafarers, offering more access to services like messaging and video communications, streaming platforms, and gaming. The importance of on-board connectivity  The surge in demand for LEO connectivity reflects growing expectations from seafarers, and better awareness from employers, around social well-being. With long periods of separation from families and friends and work that often involves high-risk situations, seafaring can lead to a combination of anxiety, stress, and isolation. A lack of access to mental health support services can contribute to depression and increases seafarers’ risk of unhealthy coping strategies resulting in serious personnel issues and retention difficulties. Addressing communication issue The survey highlighted that 63% would consider moving to another shipping company that offered better connectivity The seafarers’ trade union, Nautilus International, further demonstrated the importance of connectivity in 2017 when it published a survey showing that 80% of its members considered communications the second most important integral collective bargaining issue. It also highlighted that almost two-thirds (63%) would consider moving to another shipping company that offered better connectivity.  Need for LEO services These demands have since been exacerbated. The COVID-19 pandemic saw many seafarers facing longer periods of isolation due to imposed restrictions and extended contracts, made worse for those unable to call or message their loved ones. Generation Z crews have also grown up accustomed to having instant access to connectivity and can be reluctant to accept a job that takes this away. Together, these forces have pushed the need for LEO services to the forefront of maritime considerations, as a viable solution that meets welfare and operational needs. The benefits of LEO services  LEO services offer high throughput connectivity combined with low latency, allowing crew members to access Wi-Fi and download speeds similar to those provided by home broadband. This, in turn, provides numerous benefits for physical and mental well-being: Real-time communication: Personnel can stay in touch with their loved ones and support networks while at sea, helping to reduce feelings of isolation and loneliness. Mental health support: Improved access to support services allows crew members to connect with mental health professionals and receive support for conditions like depression, anxiety, and PTS. Enhanced safety: Better connectivity allows for real-time tracking and the monitoring of location, weather data, and emergency response services, which can help prevent accidents and ensure quick response times in the event of an emergency. Remote monitoring of seafarers' health and well-being through wearable technology can also be used to monitor vital signs and detect early indications of health issues. Training: LEO services provide potential for crews to engage in virtual training, which is especially useful in cases where members are at sea for extended periods. On-demand access to training resources allows crew members to develop their skills and knowledge at sea, encouraging career advancement. Virtual training also helps establish best practices that promote onboard safety.  Overcome risks with a hybrid strategy The combination of LEO and VSAT services allows large quantities of data to be exchanged at broadband speeds Relying solely on LEO satellites is a risky strategy, putting operational priorities in conflict with crew welfare, as using data for one negatively impacts the data available to the other. To avoid this, LEO services can be paired with a guaranteed VSAT solution offering a committed information rate (CIR), to ensure mission-critical operations are not compromised and to protect the high-throughput connectivity most suited to provide well-being support services. The combination of LEO and VSAT services allows large quantities of data to be exchanged at broadband speeds, and enables real-time communications and remote monitoring for operational matters, all without affecting crew services.  The key to choosing the right hybrid solution A vessel and the needs of its crew members must be considered before choosing a service. For instance, maritime operators need to consider whether they require a solution with built-in access to ports, as some network operators don’t manage regulatory access. Using such a solution in ports without pre-approval can lead to significant consequences. They also need to think about the operational conditions, ensuring their equipment has been built to withstand the environments it will be used in. Additionally, a CIR is crucial for most professional-grade operations, ensuring connectivity for operational and welfare purposes is never compromised.  Resilience, support, and assurance Emerging LEO constellations provide new options for maritime operators that enable operational efficiencies When delivered with the right resilience, support, and assurance and fused with a network service that guarantees connectivity emerging LEO constellations provide new options for maritime operators that enable operational efficiencies, increased safety, and security, greatly improved on-board morale, and support longer-term retention. This means they can invest in both their crew and long-term planning. Safety and career advancement Officers and crew will be able to see that they are working for an employer that cares about their welfare. Contact with home will only be restricted when operational tasks dictate, rather than because the vessel doesn’t have the bandwidth.  Seafarers will also have the ability to catch up on entertainment, access social media, video and voice calling, and remote training that promotes safety and career advancement. 

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

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.”

Millions of cargo containers are transported each year, and only a tiny fraction are lost at sea. However, the number of lost containers has increased in recent years, propelled by high-impact incidents that skewed the numbers upward. Factors impacting the higher number of lost containers include more violent weather events (due to global warming) and rough seas. Stresses on the global supply chain have led to higher numbers of containers loaded per ship and possibly less care being taken when securing them. Ships are getting larger, and containers are being stacked higher. Port congestion, a symptom of supply chain problems, is adding stresses that can cause human error. Poorly maintained equipment Circumstances impacting container losses also include rare events such as ship groundings, structural failures, and collisions. Damaged containers, worn-out constraints and poorly maintained equipment are other factors. Human error can include failure to follow guidelines, poor distribution of weight, cargo improperly packed, and human fatigue. Damaged containers, worn-out constraints and poorly maintained equipment are other factor According to the World Shipping Containers Lost at Sea Report for 2020-2021, the number of containers lost overboard represents less than one thousandth of 1% (0.001%) of the millions that are transported. However, in the last couple of years, the percentage (although remaining small) has increased by 18%. For example, the winter of 2021 saw an unusually high number of incidents — 3,113 container losses, many weather-related, compared to 779 in the previous period. Container shipping industry In all, during the period of the study, international liner carriers managed 6,300 ships to deliver $7 trillion in supplies inside approximately 241 million containers. Only a tiny few were lost. Losses of containers can range from a single container that is not mounted correctly to a major disaster in which an entire ship sinks. The average shipping container represents about $50,000 in value, which translates into millions of dollars lost at sea each year. Even so, the loss is negligible compared to the massive scale of the container shipping industry. There are also environmental considerations: Lost containers can add pollutants, including plastics, to the oceans. Shipping container losses Between 2008 and 2019, there was an average of 1,382 containers lost at sea each year Between 2008 and 2019, there was an average of 1,382 containers lost at sea each year. Skewing the average upward was a shipping accident in June 2013 in which the MOL Comfort broke in two and sank about 200 nautical miles off the coast of Yemen. Some 4,293 containers sank into the Indian Ocean. 2021 saw the largest spike in shipping container losses since 2013. Between November 2020 and April 2021, an estimated 3,000 containers were lost in the North Pacific in five incidents, double the annual average within a matter of weeks. Exceptional container losses Parametric rolling movement (PRM) has been a factor in some incidents with exceptional container losses that occurred during the winter season 2020-2021. The PRM phenomenon can cause a ship to roll at extreme angles of up to 30-40 degrees The PRM phenomenon can cause a ship to roll at extreme angles of up to 30-40 degrees or more and may in extreme cases lead to capsizing of the vessel. PRM mainly affects modern container vessels and car carriers that have hull forms with flared fore and aft decks. Rolling motion can cause containers to break free from their lashings and be tossed overboard. The ONE Apus ship lost more than 1,800 containers during a storm in the Pacific Ocean northwest of Hawaii in November 2020. Just a couple months later, the Maersk Essen lost 689 containers overboard during a routine voyage from China to Los Angeles. In the Maersk event, an investigation determined that heavy rolling was most likely a result of parametric rolling. Modern container ships The loss of containers and their impact on the marine and coastal environments has raised public and political concerns about the safety and environmental impact of modern container ships. The three-year Top Tier project involves active participation of major stakeholders In response, the MARIN maritime institute’s Top Tier Joint Industry Project seeks to evaluate container securing processes and to improve regulations and practices to avoid such loss of containers at sea amid an increase in the size of deep-sea container ships over the past decades. The three-year Top Tier project involves active participation of major stakeholders, including the World Shipping Council and member lines. Phase 1 reviewed current practice and incidents and identified gaps. Container lashing equipment Phase 2, beginning in mid-2022, engaged six working groups to conduct detailed technical research and investigations. Phase 3 will combine the results into practical safety improvements and specific, actionable recommendations to reduce the risk of losing containers overboard. Improvements to the Safety of Life and Sea (SOLAS) convention have previously reduced risks of lost containers, including creation and communication of the Code of Practice for Packing of Cargo transport units (CTU Code) and ISO standards for container lashing equipment and corner castings.

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.”

Korea Marine Transport Company Ship Management (KMTC SM) has reported annual fuel savings worth approximately US$540,000 in total after installing Accelleron’s digital engine optimisation solution Tekomar XPERT on 12 Panamax vessels. The fuel savings enabled KMTC SM to reduce its CO2 emissions by about 4,200 tons. Tekomar XPERT delivers engine optimisation recommendations based on thermodynamic insights that aim to bring engines back to the operating performance achieved at “new” conditions. The solution can be applied to any engine and turbocharger make. KMTC SM followed the advisory from Tekomar XPERT, tracked engine performance and benchmarked engines and vessels through Tekomar XPERT’s web portal (Loreka).  Carbon Intensity Indicator (CII) ratings The reduced emissions will translate to better CII ratings and lower exposure to carbon pricing KMTC Ship Management General Manager of Environmental Technology, Jin-Seob Lee, said: “Based on the big savings on fuel cost and emission reduction, we aim to install Tekomar XPERT on our remaining 16 self-managed vessels, and will be recommending its installation on 22 other vessels managed by third parties.” Accelleron anticipates that KMTC’s fuel bill will be reduced by around US$1.3 million a year when Tekomar XPERT is deployed across all 50 vessels. The reduced emissions will translate to better Carbon Intensity Indicator (CII) ratings and lower exposure to carbon pricing, including the EU Emissions Trading System, which will apply to shipping from 2024. KMTC SM’s own measurements KMTC SM was able to track improvements in performance thanks to intuitive indicators and actionable insight from Tekomar XPERT. The reduced fuel consumption at the end of the 12-month period highlighted a significant increase in vessel performance over the year. This was verified by KMTC SM’s own measurements. Accelleron Global Head of Sales & Operations, Shailesh Shirsekar, said: “Efficient engines are one of the keys to reducing fuel costs, emissions and carbon price exposure, enabling optimisation without impact on vessel operation. With simple guidance from Tekomar XPERT, ship operators can ensure that the engines are running at their very best, laying the foundation for lower lifecycle costs as well as regulatory compliance.”

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.

From its foundation in 1959, Mitsubishi Ore Transport (MOT) has been committed to upholding the highest standards in maritime safety and security, and to delivering premium-quality marine transport services using advanced ship management technologies. Inmarsat’s Fleet Xpress As part of NYK, the future-oriented organisation operates a fleet of 17 vessels and seeks to harness the vast potential of an increasingly connected maritime ecosystem to realise its digitalisation and decarbonisation objectives.  It was in line with these goals, and to accelerate the adoption of digital services on board its vessels, that MOT adopted Inmarsat’s Fleet Xpress across its fleet. Simple, convenient, and fast communication MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy Combining the high speeds of Inmarsat’s Global Xpress Ka-band network with unlimited backup from its FleetBroadband L-band service, Fleet Xpress provides the continuous connectivity MOT needs to deliver high-quality services to its customers while advancing its digital transformation strategy.  Captain Gregario C. Ogatis, Master of the MOT-managed bulk carrier Santa Isabel, described Inmarsat’s connectivity solution as “very simple, convenient and fast”, adding that it allows onboard personnel to “communicate easily with shore”.  Quick information exchange Building on Ogatis’s remarks, Tesuro Ideguci, Chief Engineer, MOT, commented, “Inmarsat’s Fleet Xpress has allowed us to communicate with external parties and receive information very quickly, which is extremely beneficial." "Thanks to Fleet Xpress, I believe the way we work on land and sea will change significantly in the future, and we will see improvements in all aspects of information exchange.”  Synthetic virtual networks Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its route As well as supporting fast and seamless business communications, Fleet Xpress helps crew members make the most of their free time by allowing them to keep in touch with family and friends and enjoy online entertainment on their own devices without interfering with mission-critical connectivity. Using synthetic virtual networks, Fleet Xpress delivers bandwidth in segregated pipelines, with each essential service allocated its own dedicated route to the user. The bandwidth used outside of these essential services also receives its own pipeline, ensuring connectivity for both business and leisure, and achieves the highest standards in speed, reliability, and security.  Enhanced efficiency, reduced fuel consumption  Santa Isabel also benefits from Inmarsat’s Fleet Data, a maritime Internet-of-Things (IoT) platform that provides full data ownership and access from a single customisable dashboard. Fleet Data transforms the way ship owners and managers collect, transfer, analyse, store, and share vessel data for quick performance-based and historical benchmarking across the fleet. These insights support enhanced decision-making for more efficient and sustainable operations. Fleet Data is available on the Fleet Edge platform – a versatile, fully integrated modular solution giving Santa Isabel a path to operational efficiency, decarbonisation, and enhanced crew welfare over the Fleet Xpress network.  Improving operational efficiency IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule Shunsuke Miyazaki, General Manager, of Mitsubishi Corporation (MC) Shipping, which owns Santa Isabel among other MOT-chartered or managed ships, commented, “In the trend towards global decarbonisation, the key is how to operate vessels more efficiently to reduce fuel consumption. We use Fleet Data to send information from the ship in real-time, and we leverage these insights to improve operational efficiency.”  For the two MC-owned vessels already deploying Fleet Data, Miyazaki added, the IoT platform has reduced fuel consumption and helped to ensure operations run according to schedule.  Connectivity with certainty  As the maritime industry becomes increasingly digitalised, more and more shipping companies are embracing new technologies and upgrading their satellite communications services to enable digitalisation, decarbonisation, and crew connectivity. This is why so many shipping companies rely on the Fleet Xpress suite of services, all delivered through our world-pioneering satellite network.  Digital service adoption Inmarsat’s services are built to deliver control over the entire connectivity ecosystem" “We are delighted to support Mitsubishi Ore Transport solutions in driving the adoption of digital services on board,” said Gert-Jan Panken, Vice President of Sales, Inmarsat. “Inmarsat’s services are built to deliver control over the entire connectivity ecosystem." Build-in competitive advantages "With Fleet Xpress, shipping companies like MOT gain access to a host of opportunities to optimise and drive efficiency, the ability to attract and retain the most talented crew, and the capacity to future-proof operations and build-in competitive advantages."  "By providing a clear view of what satellite communications mean to your business today and tomorrow, Inmarsat offers connectivity with certainty.” 

Rodman Polyships S.A.U., a Rodman Group shipyard specialised in the building of all types of GRP (Glass Fibre Reinforced Polyester) boats, has delivered a new professional boat to the Maritime Service of the Spanish Civil Guard. She is the new Rodman 66, a monohull, cabin type construction, with an aluminium hull and deck and a superstructure in glass fibre reinforced polyester (GRP) using hybrid multi-axial materials of aramid and E-glass and other synthetic and mineral fibres. New Rodman 66 all-weather patrol boat The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions The new Rodman 66 is an all-weather patrol boat, specially designed to carry out patrol missions, anti-illegal immigration tasks, and protection of the marine environment, surveillance and anti-drug trafficking activities, as well as other specific duties of the Spanish Civil Guard. Main features of the new Rodman 66 patrol boat: With an overall length of 22 metres and a top speed of almost 44 knots, she has been created by the shipyard’s design, technical and engineering teams, perfectly combining high performance, reliability, building quality and seaworthiness. The propulsion consists of two MAN engines of 1,400 HP each and two Hamilton Waterjets. The boat can accommodate a maximum of 5 crew members, with two cabins. The accommodation is complete with galley, dining room, living area and complete toilet. Providing a range of more than 800 nautical miles, the new Rodman 66 offers great versatility in surveillance and intervention operations. Completing the equipment of the Rodman 66 patrol boat, we highlight a 4.5 m. TarpónPro tender and a deck crane for boat services. New model developed to meet specific needs This new model has been developed to meet the specific needs of the owner, in addition to the various technical and construction quality requirements of Rodman’s standard, optimising the safety and comfort of the crew and people on board. The construction of this new patrol boat model consolidates Rodman’s position as one of the world leaders in the construction of professional crafts. Boats and vessels built by Rodman recognised globally All the professional and leisure boats and vessels built by the shipyard are widely recognised and highly valued by the most demanding owners, as well as by organisations and governmental administrations all over the world.