Baltic Transport Journal 6/2024

bimonthly-daily companion

Baltic Transport Journal

SUSTAINABILITY

How to create a net-zero port decarbonisation framework

MARITIME

Baltic and European shipyards’ performance in 2022-23

TECHNOLOGY

Ocean-based carbon removal

Unlocking GenAI’s full potential in terminal operations with real-time data

The Port of Opportunities

The Port of HaminaKotka is a versatile Finnish seaport serving trade and industry. The biggest universal port in Finland is an important hub in Europe and in the Baltic Sea region.

Welcome to the Port of HaminaKotka!

Dear Readers,

Another year found its way under our belt – a round 20th in our publication’s journey! Are there any other reasons for it to make history? Some may say that shipping becoming part of the European Union Emissions Trading System was such a happening. In this context, we reported this year on the many future-oriented developments from across the Baltic Sea region, on- and offshore, especially green ones as encapsulated in our Baltic Green Map and its Catalogue (updated seven times this year, which gives a pretty good understanding that our corner of the world makes hay while the sun shines in a time when one increasingly needs to embrace change).

Talking of change, the Legal column houses two articles on marine insurance and how it’s impacted by climate change and geopolitics. Sustainability focuses on decarbonisation of the port and shipping industries – first, by crafting a strategy, then by implementing concrete measures, such as green methanol for bunkering or using simulators for training (here with the bonus of heightened safety). This theme follows in Technology, including a piece on removing carbon dioxide from seawater (on a gigatonne scale!). This section also digs into the use of artificial intelligence (AI) in mobility & logistics – and specifically how Europe intends to make the use of this revolutionary tech efficient, safe, and ethical. Another AI-focused read starts by citing a claim that this technology will result in changes beyond our imagination (no worries, the article itself goes through more tangible applications of the different AI types). Technology also features what I believe is BTJ’s second article from Japan, this time on learning from nature how to create a hull paint that helps shipowners & operators cut fuel consumption, hence their carbon footprint (and if I remember correctly, that first made-in-Japan read was about using modern sails as auxiliary propulsion; lo-and-behold, a few years later and several companies, also from the Baltic, are producing such equipment; what’s more, wind-assisted propulsion comes with a bonus in EU regulations aimed at making shipping greener).

The Maritime column hosts the comeback of our Roving Editor and his summary of Baltic and European shipyards’ performance in 2022-23. Here, heavyweight keywords are “cruise,” “cruise,” and “cruise” (with a healthy pinch of fishing, at least in the Baltic). In this section, we also celebrate our partner’s anniversary, with 2024 marking the 50th birthday of Liebherr’s mobile harbour cranes. Congrats!

We wish you a peaceful end of the year and a favourable wind in 2025! Oh, and nothing but a good read, too!

Przemysław Myszka

Baltic Transport Journal

Publisher BALTIC PRESS SP. Z O.O. Address: Aleja Zwycięstwa 96/98 81-451 Gdynia, Poland office@baltictransportjournal.com

www.baltictransportjournal.com www.europeantransportmaps.com

Board Member BEATA MIŁOWSKA

Managing Director PRZEMYSŁAW OPŁOCKI

Editor-in-Chief

PRZEMYSŁAW MYSZKA przemek@baltictransportjournal.com

Roving Editor MAREK BŁUŚ marek@baltictransportjournal.com

Proofreading Editor EWA KOCHAŃSKA

Contributing Writers EMIL BERLIN, ARNAUD DIANOUX, JEROEN DIERICKX, ALEXA IVY, LARS LANGE, ROBERT MACKAY, KAZUAKI MASUDA, EIRIK OVRUM, MONIKA ROGO, MONIKA ROZMARYNOWSKA-MROZEK, FITZWILLIAM SCOTT, JOHANNA STAPELBERG, DEVON VAN DE KLETERSTEEG, CHAD VAN DERRICK, JIN WANG, MARTIN WHITE

Art Director/DTP DANUTA SAWICKA

Head of Marketing & Sales PRZEMYSŁAW OPŁOCKI po@baltictransportjournal.com

If you wish to share your feedback or have information for us, do not hesitate to contact us at: editorial@baltictransportjournal.com

OPŁOCKI tel.: +48 603 520 020

Fishing Boats Returning to Yabase by Utagawa Hiroshige; photo: The Metropolitan Museum of Art

3 REGULAR COLUMNS

3 Editorial 8 BTJ calendar of events

10 Safety news by TT Club

12 Market SMS

14 What’s new?

16 Map news

18 Venture forth

22 What’s in the Cabinet

24 Chart of the issue: Map of Green Shipping Corridor initiatives

70 Who is who

26 LEGAL

26 Adapting to great change(s)

Present & future challenges facing marine underwriting by Lars Lange

28 Enabling confidence – Climate and geopolitical shifts require a rethinking of marine insurance by Robert Mackay

30 SUSTAINABILITY

30 Detect > decide > deploy

– How to create a net-zero port decarbonisation framework by Ewa Kochańska

34 Unlocking the code

– Strategies for meeting upcoming decarbonization targets by Eirik Ovrum

38 Sustainability in numbers

– How EU regulations will boost the economic value of renewable methanol in shipping by Jeroen Dierickx

42 Smarter ports = cleaner & safer future

– Leveraging simulation for efficiency, sustainability, and safety by Devon Van de Kletersteeg

44 MARITIME

44 No option but to change – New approach to seafarer training for new fuels by Martin White

46 Less is more (and vice versa) – Baltic and European shipyards’ performance in 2022-23 by Marek Błuś

50 Half a century of excellence – Celebrating the Liebherr mobile harbour crane by Fitzwilliam Scott

52 Baltic Ports for Climate Conference 2024 – compete less, cooperate more! by Monika Rogo

53 Impact of the war in Ukraine on the Baltic port market by Monika Rogo

54 TECHNOLOGY

54 Seeking (a revolutionary) change – AI-powered solutions for present & future challenges in logistics by Satish Gutta

58 Maritime’s next great revolution – How data standardisation will change shipping by Arnaud Dianoux

60 Beyond imagination –

Unlocking GenAI’s full potential in terminal operations with real-time data by Chad Van Derrick

62 Smooth sailing

Exploring lessons from nature to develop sustainable products by Kazuaki Masuda

64 Potential disruptor – Assessing the viability of nuclear power systems in ship, port and fuel production applications by Jin Wang

66 Yesterday’s fossil fuel infrastructure – tomorrow’s climate solutions – Ocean-based carbon removal by Alexa Ivy

68 Into perspective – The role of AI in transforming European mobility by Emil Berlin and Johanna Stapelberg

Advertisement

Transport Week , 18-19/03/25, PL/Gdynia, transportweek.eu

Day 1 will focus on addressing the Europe – a leader or a follower? question, while Day 2 will house the Baltic Ports for Climate Conference organized with the Baltic Ports Organization. The 2025 edition of the event will tackle the topic of the impact of European policies on the transport sector as well as highlight port investment strategies, including investing in electrification, onshore power supply, and the digital twin technology.

Net Zero Maritime Conference , 23-24/04/25, SE/Gothenburg, leaftinevents.com/events

The two-day event will focus on various aspects and areas of decarbonization to meet the IMO’s regulations, including alternative marine fuels, collaboration and best practices, innovation in shipping, financial considerations, sustainable port operations, digital solutions.

ESPO Conference , 8-9/05/25, GR/Thessaloniki, espo.be/events

The next annual meeting of the European seaport industry will take place in Thessaloniki on 8-9 May 2025. We are looking forward to seeing you – as well as some 200 other port professionals – there!

Baltic Ports Conference 2025, 6-8/10/25, PL/Gdańsk, balticportsconference.com

After a very successful and well-attended Baltic Ports Conference (BPC) in Klaipėda, the Baltic Ports Organization (BPO) already welcomes you to the 2025 edition to be held in Gdańsk on 6-8 October 2025 under the auspices of the Port of Gdańsk. As always, BPO’s BPC will touch on the most topical issues facing the port and shipping businesses in the Baltic and beyond. Stay tuned for more info before long!

BTJ’s on issuu.

Świnoujście

Rostock

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Klaipėda

TRAINING STANDARD FOR HANDLING ALTERNATIVE FUELS IN THE MARITIME SECTOR – RELEASED

With a 10-part scheme of work, the Standard , published free of charge by The Nautical Institute , provides guidance to training providers to offer programmes of learning that ensure seafarers will have the knowledge to handle bunkering of alternative fuels safely and confidently. “As the first milestone in the IMO’s [International Maritime Organization] 2023 GHG [greenhouse gas] strategy approaches with the requirement for between 5% and 10% of the world fleet expected to be powered by zero or near-zero GHG emission technologies, many shipowners have had to take a decision on how they will fuel their fleets before all the variables have been fully tested. The result is that we can expect vessels powered by a number of different fuels such as ammonia, methanol and hydrogen to be launching within the next few years before the IMO will be able to establish STCW [the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers] competency requirements,” underscored The Nautical Institute in a press brief. “This standard doesn’t replace the STCW requirements that will be established in the coming years. Rather, it seeks to offer interim support that bridges the gap until that time and, having been designed as a living document, it will be able to evolve with industry best practice,” added Capt John Lloyd FNI, CEO of The Nautical Institute.

Training Standard for Handling Alternative Fuels in the Maritime Sector

TT CLUB'S LATEST TT TALKS

The global insurance provider released this autumn a series of its TT Talks, covering a broad range of safety and legal topics concerning the transport & logistics sector. Legal Eagle reflects on relying on a ‘force majeure’ clause; Slips, trips and falls focuses on the most common safety-related incidents faced by businesses operating in the supply chain; four other ‘managerial’ TT Talks look at asset management in the face of climate change, leadership in supply chain risk management, spare part inventory management, and at port environmental sustainability from a ballast water management point of view; another TT Talk delves into incident response strategies for logistics. The two latest highlight the UNCITRAL project (on negotiable cargo documents and electronic cargo records) and the importance of personal protective equipment (as the last line of defence).

THE INTERNATIONAL MEDICAL GUIDE FOR SHIPS – IN NEED OF UPDATING

Marine Medical Solutions is calling on the International Maritime Organization (IMO) to update the May 2007-published Guide, which it sees as essential for providing medical care on board ships and that serves as the primary reference for pharmacies that supply the list of essential medicines for seafarers. The company has raised concerns about the outdated nature of the Guide, emphasising that advancements in medicine over the past 15 years have not been reflected in the current recommendations. “[…] without regular updates from the IMO, seafarers are at risk of not receiving the most effective care. A doctor’s insight is crucial in ensuring that the medical supplies on board are not only adequate but also improved for current medical standards,” underlined Doctor Jens Tülsner, CEO of Marine Medical Solutions. His company outlines that flag states and other organisations have become active in improving the situation, e.g., the Maritime Medical Service of the German Flag published a completely revised version of the Maritime Medical Handbook for ships flying the country’s flag in 2019/2020 (German/English version), including adaptations of the medical equipment on board. In 2023, the International Chamber of Shipping provided a new handbook aimed at improving onboard medical care. However, Marine Medical Solutions notes that none of them have been adopted by the IMO. “By updating the Guide and ensuring that it reflects modern medical practices, we can provide better support and care for seafarers, who often face challenging and isolated conditions at sea,” Doctor Tülsner urges the global body.

KNOW YOUR CUSTOMER!

Following a multi-year development project, Baltic Exchange has partnered with Moody’s to launch the Know-Your-Customer (KYC) data platform for the maritime sector. The initiative utilises the latter’s Orbis for Compliance database, which covers over 445 million entries both in shipping and nonshipping, along with its Global Regulatory Information Database (GRID) that provides 12m+ records on known or suspected corrupt private and public sector figures, fraudsters, illicit financiers, money launderers, and more. “KYC is a regulatory requirement in the banking and financial services sectors to ensure businesses do their due diligence on customers to prevent fraud, money laundering, and terrorism financing. With shipping a vital part of global commerce, the need to manage the risk of fraud and compliance with regulatory sanctions have become paramount, particularly surrounding reputational management and liability issues,” Baltic Exchange said in a press release. KYC is available to both members and non-members who can purchase credits in order to undertake the required checks and scans (with the former receiving a discount when using the platform).

Ammonia, methanol and

Tallink & Silja Line:

4.27 million passengers served in I-IX 2024 (-2.2% yoy)

The Estonian ferry company’s fleet also transported 613k private vehicles (-8.2% year-on-year) as well as carried 239k trucks & trailers (-3.7% yoy).

Tallink & Silja Line’s passenger & cargo traffic in January-September 2024

The Port of Odense:

1.09 million tonnes handled in H1 2024 (-11.9% yoy)

Dry bulk turnover totted up to 864kt (-9.6% year-on-year), with liquid goods adding 116kt (+27.5% yoy), and general cargo (iron & steel products) the remaining 112kt (-41.1% yoy). While liquids noted increases across the board, +34.7% yoy for other liquid bulk goods to 101kt and +7.1% yoy for liquid gas to 15kt, the dry bulk part witnessed a mix of results. Ores and scrap metal contracted by 4.7% yoy to 485kt, followed by boulders, sand and gravel that altogether advanced by 6.1% yoy to 294kt.

Viking Line: 3,637,077 passengers served in I-IX 2024 (-4.8% yoy)

This year saw the launch of intra-Baltic cruises on board Birka Gotland, which attracted 296,085 travellers since spring. Viking Line’s fleet also transported 98,779 ro-ro cargo units, up 5.6% on the January-September 2023 result.

The Port of Oxelösund:

3.23 million tonnes handled in I-IX 2024 (+2.9% yoy)

According to Ports of Sweden’s statistics, the Swedish seaport took care of 2.27mt of goods classified as other dry bulk (+2.3% year-on-year), followed by 658kt of iron ore & steel products (+9.3% yoy), and 157kt of wheeled (ro-ro) cargo (-1.9% yoy). The Port of Oxelösund also handled 71kt of forest products (+54.3% yoy), 64kt of containerised freight (-22.9% yoy), and 14kt of other liquid bulk (-41.7% yoy; there was no turnover of oil & oil products versus 10kt in I-IX 2023). A total of 5,487 TEUs went through the seaport’s quays (+1.8% yoy), as well as 5,016 ro-ro cargo units (-20.4% yoy).

The Port

of

Norrköping:

85,294 TEUs handled in I-IX 2024 (+19.8% yoy)

Tonnage-wise, containerised freight totalled 670 thousand tonnes, up 21.1% on the January-September 2023 result. The Swedish port took care of 2.83 million tonnes over 2024’s first three quarters (-1% year-on-year), also including 642kt of other dry bulk goods (-11.3% yoy), 615kt of oil & oil products (-7.7% yoy), 594kt of forestry products (-4% yoy), 284kt of other liquid bulk (+0.7% yoy), 16kt of other break-bulk (+23.1% yoy), and 15kt of steel products (+114% yoy).

The Port of Karlshamn:

78,042 ro-ro cargo units handled in I-IX 2024 (+32.5% yoy)

Measured in tonnes, wheeled cargo totted up to 1.63 million tonnes, an increase of 31.2% year-onyear. The Swedish seaport overall handled 3.6mt in January-September 2024 (+0.8% yoy). Apart from the above, also 687kt of other liquid bulk goods (-12.6% yoy), 651kt of forestry products (-25.4% yoy), 370kt of dry bulk (+10.4% yoy), and 260kt of oil & oil products (-21.9% yoy). Karlshamn’s ferry traffic saw 175,328 passengers (+15.7% yoy) and 45,690 private vehicles (-2.6% yoy). The port also handled 151 commercial cars vs 61 in I-IX 2023. There was no container traffic in I-IX 2024 vs 522 TEUs in the corresponding period last year.

Photo: Port of Odense

Photo: Port of Norrköping

MARKET SMS

The Port of Gothenburg: 685 thousand TEUs handled in I-IX 2024 (+1.2% yoy)

The Swedish seaport’s January-September 2024 rail container traffic totted up to 376 thousand TEUs, a year-on-year increase of 7.4%.

The Port of Aarhus:

4.61 million tonnes handled in H1 2024 (-5.6% yoy)

Containerised freight, the Danish seaport’s leading trade, totalled 2.31mt, down 4.9% year-on-year. Altogether, general cargo handling amounted to 2.51mt (-5.1% yoy), followed by 1.69mt of dry (-6.5% yoy) and 402kt of liquid bulk (-5.4% yoy).

“Although the number of containers handled at the Port of Gothenburg has slightly decreased during the third quarter of this year, the port is still on track for a record year,” a press release from the port authority read. The Port of Gothenburg also handled 389k ro-ro cargo units (-4% yoy) and 188k new vehicles (-1.6% yoy). The turnover of liquid bulk advanced by 14.3% yoy to 16 million tonnes and so did the handling of dry and break-bulk, up 16% to 378kt. On the other hand, Gothenburg’s passenger traffic contracted by 7.7% to 1,157k ferry & cruise travellers. Finnlines: 595 thousand ro-ro cargo units carried in I-IX 2024 (+12.1% yoy)

The Port of Hirtshals:

937 thousand tonnes handled in H1 2024 (+5.9% yoy)

According to Statistics Denmark, ferry cargo, Hirtshals’ prime trade, totalled 779kt over this year’s first half, up 3.3% year-on-year. Freight classified as ‘other goods in ro-ro units’ came in second with 58kt (+/-0% yoy), followed by 37kt of other liquid bulk (+8.8% yoy), 30kt of break-bulk (+36.4% yoy), 16kt of other dry bulk (no handling in H1 2023), 9.0kt of boulders, sand and gravel (also no turnover last year), and 3.0kt of oil products (-70% yoy). There was no handling of wood and commercial vehicles in H1 2024 vs 2.0kt and 1.0kt last year, respectively. Statistics Denmark says that the Port of Hirtshals served 933k passengers in international ferry traffic, an increase of 4.4% on the January-June 2023 result. Whereas fewer ro-ro cargo units crossed the seaport’s quays, down 3% yoy to 61,689, more private vehicles (cars, busses, caravans, motorcycles, and mopeds) were brought on board the ferries serving the Danish port, up by 6% yoy to 308,013.

On the other hand, Aarhus’ domestic passenger traffic was up 0.5% on the January-June 2023 result, totalling 1.49 million travellers. The link with Odden accounted for 1.46m (+0.4% yoy) while with Sælvig for the remaining 30k (+3.4% yoy).

The company’s fleet also served more passengers in January-September this year, up 36.4% year-on-year to 764 thousand travellers.

“As anticipated, passenger travel increased considerably on Finnlines’ vessels during the summer season. All four ro-pax lines performed well, and the number of private passengers more than doubled on the route between mainland Finland, Åland and Sweden. The growth on our Naantali-Långnäs-Kapellskär route during January-September [2024] was 122% compared to the previous year,” Finnlines highlighted in its financial review for Q3 2024. Finnlines also transported 962 thousand tonnes of non-unitised freight (-5.7% yoy) and 63 thousand vehicles (excl. private cars; -46.6% yoy).

Photo: Port of Hirtshals

Photo: Finnlines

Aalborg’s new harbour crane in place…

The Danish seaport took delivery of a Liebherr LHM 550 that will primarily be used for handling project cargo, such as offshore wind energy components, as well as dry bulk goods and containers. The mobile machinery offers capacities of 144 tonnes (hook), 19/25 m3 (stone/grain Nemag grab), and 54 metres of outreach (Bromma EH170U container spreader). Aalborg’s LHM 550’s minimum/maximum radius lifting heights are 51/31 metres. “With players like Siemens Gamesa and CS WIND Offshore in the East Harbour, we experience a great need for handling project cargo. The wind energy market is moving incredibly fast. As an infrastructure, we need to be able to handle some of the world’s largest wind turbine blades, which are currently over 115 metres long and cannot be transported by road. We must support this development with efficient logistics and transport solutions regardless of cargo size,” highlighted Michael Hasselager, Office Manager, Planning & Operations, the Port of Aalborg.

…as well as J. MÜLLER Weser’s

The terminal operator has put the rail-mounted portal slewing crane in the Port of Brake (the first of its kind in Germany), where it will be used for handling dry bulk and general cargo. The LPS 600 from Liebherr Rostock features a 61-metre boom, a motorised grab control, an e-drive, and video monitoring at the portal. The crane has an extra-large cable drum, making it possible to move 650 metres in one direction. A curve-going chassis with various pivot points has also been installed so that the machinery can travel on winding roads. Special seals on the wheels serve as heightened flood protection. Under ideal conditions, up to 1,000 tonnes of dry bulk can be handled per hour. The use of a largely closed grab reduces dusting when handling goods such as grain and animal feed. The crane can also be used to take care of general cargo and allows for direct shipto-ship handling. “In addition, the new cab of the LPS 600 improves operator comfort and safety and reflects the company’s commitment to social responsibility,” the manufacturer underlined in a press release.

Stage 3 of developing the Port of Rønne – completed

MT Højgaard Danmark completed adding 100 thousand square metres of areas that the Danish island seaport will use to execute offshore wind energy projects. “With the completion of stage 3, we have taken an important step in strengthening the supply to Bornholm, also ensuring that we can continue the growth of shipping of offshore wind from Bornholm by now being able to handle two simultaneous projects,” underscored the Port of Rønne’s Managing Director, Lars Nordahl. Dan Harborg Locht, Project Director at MT Højgaard Danmark, added, “When entering the contract for stage 3, we knew we would be under a lot of time pressure. It has been so throughout the entire execution, but with a sound collaboration between the Port of Rønne, their adviser NIRAS, our adviser Rambøll, and a skilled and dedicated project team at MT Højgaard Danmark, we delivered a fine result – and on time. We can all be proud of that.” The Port of Rønne underlined in a press release that MT Højgaard Danmark spent some DKK60 million (€8.05m) on local subcontractors. Rønne’s future-fitting plans include extending the port’s outer harbour, setting up a larger turning basin, erecting a new multi-purpose quay, and deepening the inner parts of the port.

PGE invests in a new terminal

Port Gdański Eksploatacja (PGE) will spend some PLN400 million (about €93m) on new infra- & superstructure in the Port of Gdańsk’s Inner Harbour for handling and storing agricultural products. The investment will see the construction of nine grain silos, five on the Wiślane and four on the Szczecin Quay, the modernisation of road, rail & port infrastructure, and the purchase of conveyor belts and Liebherr cranes – all to handle ships carrying up to 36 thousand tonnes. The project will increase PGE’s yearly storage capacity by fivefold to 152kt, while its agricultural goods handling capacity will increase from 700kt to 2.9mt/year. The investment will also pave the way for setting up another agro terminal dedicated to grains and feedstock. The Port of Gdańsk added that its overall grain handling capacity rose from 2.0mt/year in 2019 to 4.3mt today.

Photo: Port of Aalborg

Photo: Liebherr Maritime Cranes Rostock

Photo: Port of Gdańsk

Sirius Shipping orders Evolution 8K

The Swedish shipping line has entrusted the China Merchants Jinling Shipyard (Dingheng) with the construction of four oil products/ chemical tankers. The 119.9 by 19.4 metres, 1A Ice Class, 7,999 of deadweight tonnage (dwt) tankers will offer 9,700 cubic metres of capacity in MarineLINE coated tanks, making it possible to handle 11 grades of cargo. The vessels will be equipped with 420kWh batteries for peak shaving, as well as 1,000kW connectors for drawing electricity from the shore. The Evolution 8K class was jointly designed by Sirius Shipping and FKAB. These join the shipowner’s order book of two 15,000 dwt oil products/chemicals, methanol-ready tankers, the first of which will be delivered by the China Merchants Jinling Shipyard (Yangzho) in 2026.

Liquid storage capacity grows in Kalundborg

Kalundborg Tank Terminal has received two tanks, shipped on a barge from Masnedø, that will extend the company’s storing capacity in the Port of Kalundborg’s East Harbour by 3,000 cubic metres. The 50/50 JV between the Port of Kalundborg and Schultz Shipping currently has 17 tanks (38k m 3 in total) in the Danish seaport, all of which are leased out.

Brüning Group to move into Varberg

The German company handling biofuels will start its operations in the Swedish seaport at the beginning of 2025, following a long-term terminal area & quay access lease deal with the Ports of Halland. The Brüning Group will handle biofuels coming from a wide range of residual & waste products from the forestry industry, including woodchips, fuelwood, pellets, and bark. These will be offered to Swedish energy and heat plants to replace mineral oil and gas.

Kalmar sells to Morocco

The Helsinki-headquartered manufacturer will supply APM Terminals MedPort Tangier with 20 hybrid straddle carriers, which will join the 65 Kalmar machines already on the ground. The company will also integrate the new carriers, due for delivery in Q2-Q3 2025, with the customer’s terminal operating system via Kalmar One software, complemented by services, maintenance and support.

The Swedish Institute backs IntegraPorts

The project – launched by the Ports of Stockholm, the Baltic Ports Organization, and Interlegal – will receive €17.3 thousand in grants within the Ukraine Cooperation Programme to help Ukrainian ports move closer to EU standards and the block’s transport network. IntegraPorts will also see training the Ukrainian side in applying for EU funds as well as host study visits to the Baltic Sea region. The project will run from November 2024 to October 2025.

Wallenius Wilhelmsen up-sizes its PCTC order – twofold

The Norwegian-Swedish company has placed an order for two additional 11,700-CEU pure car and truck carriers (PCTC) at the China Merchants Jingling Shipyard, plus decided to up-scale two earlier orders from 9,300 to 11,700 CEUs. As such, Wallenius Wilhelmsen will have 14 Shaper class vessels on order, eight 11,700 and six of the 9,300-CEU range. The company also holds options for two more vessels (declarable by H2 2025). In late October 2024, Wallenius Wilhelmsen shared its first order of the enlarged – 14 instead of 12 decks, dual-fuel (methanol-capable) PCTCs.

UECC’s 2+2 PCTC order

United European Car Carriers (UECC) has entrusted the China Merchants Jinling Shipyard (Nanjing) with the delivery of two multi-fuel pure car and truck carriers (PCTC) in a deal that includes an option for two more newbuilds. The first pair of the 4,500-CEU-capacity vessels is scheduled for delivery in 2028. The PCTCs will offer 10 decks, including two hoistable, together with a quarter stern ramp capacity of 160 tonnes. The newbuildings will feature multi-fuel, liquefied natural gas (LNG)-driven engines, plus battery packs, shore power connectors, and a photovoltaic system installed on their top decks. “UECC’s existing multi-fuel LNG battery hybrid vessels, Auto Advance, Auto Achieve and Auto Aspire, currently exceed the IMO’s target for a minimum 40% reduction in carbon intensity by 2030. Furthermore, its fleet is already running a compliance surplus in relation to FuelEU Maritime, set for implementation next year,” UECC underscored in a press brief. The shipping line also shared that it has started bunkering biomethane and is on track to increase the use of biofuels to 50% across its fleet this year. The company aims to eliminate the use of fossil fuels by 2040.

X-Press Feeders’ new Baltic-North Sea service

The Benelux Scandinavia Baltic X-PRESS (BSB) links the ports of Antwerp, Rotterdam, Fredericia, Gdynia, Gävle, and Rauma on a weekly basis. Two vessels serve the rotation: the 1,036-TEU X-Press Agility and the 1,436-TEU Essence. X-Press Feeders says the service includes an option for inducement calls into other Bay of Bothnia ports.

ONE’s new Baltic-North Sea feeder service

The Japanese container shipping line has introduced the SCX (Scandinavia Express) service that links the ports of Rotterdam, Gothenburg, Helsingborg, Aarhus, and Copenhagen. Cape Ferrol (1,440 TEUs of capacity) and Langeness (1,781 TEUs) serve the loop.

Photo: Wallenius Wilhelmsen

Photo: Hanse Bereederung

Photo: UECC

Way Forward enters traffic

The sister ship of Wallenius Marine’s Future Way, which took her first shipment of Volkswagens from Europe to the US in September 2024, also began her charter for the German car manufacturer. The 200 by 37 metres Way Forward offers 6,500 CEUs of capacity. Both car carriers of the Sleipner class were designed by Wallenius Marine and KNUD E. HANSEN and built by CIMC Raffles in China. Way Forward and Future Way feature several eco-solutions, including optimised hull design, a shaft generator of active front end type (said to cut up to 10% of emissions), multi-fuel engines (liquefied natural gas and its bio version, plus regular and synthetic diesel), and connectors for drawing shore electricity while berthed. Also, when fully loaded, the two car carriers don’t need ballast water.

Loconi’s new intra-Poland rail container service + terminal upgrade

The company has connected Baltic Hub in the Port of Gdańsk with iHub Centrostal in Łódź in Central Poland, offering two weekly runs, each with a capacity of 54 containers/108 TEUs and 24 hours of transit time. At the same time, Loconi Intermodal, which recently became part of PSA, has upgraded its Intermodal Terminal Radomsko in Central-south Poland. The around PLN52 million (approx. €12m) investment doubled the facility’s yearly handling to 300 thousand TEUs. The 8.5-hectare terminal now has second rail siding, a 3,000-TEU-yard, 10 reefer plugs (with the option to add 10 more), and is also capable of handling trailers. The facility was operational during the construction works carried out by Atlas Ward.

Photo: Wallenius Marine

Photo: iHub Centrostal

GREEN FUELS FROM RIGA…

• PARS Termināl is scrutinising the construction of a production plant in the Latvian capital seaport, set to supply 93 thousand tonnes of hydrotreated vegetable oil and 87kt of sustainable aviation fuel per year. The €120-million investment, the completion of which is

estimated to take 20 months and to be carried out with the help of Ukrainian partners, will be located in Kundziņsala in the Port of Riga. It will have the capacity to process 236kt/year of feedstock (mainly vegetable oils). •

…AS WELL AS GREEN ELECTRICITY…

• WT Terminal, operating in the Port of Riga, has commissioned a photovoltaic (PV) installation that comprises 480 panels with a total capacity of 220.8kW. “One of the WT Terminal business areas is the processing of sawn timber – drying, sorting, packaging. These are quite energy-intensive processes, so self-generated energy definitely makes our company more cost-efficient and less dependent on fluctuations in the electricity market,” underlined Andis Bunkšis, the company’s Board Member. He also announced, “Next year, an innovative, electricity-powered hydraulic crane will be installed on the terminal’s berths. A new transformer

substation has been built to ensure the operation of the electric crane, and three berths have been equipped with a power supply. Thus, the company will be provided with a single green infrastructure facility that will increase the terminal’s performance and energy efficiency while reducing harmful emissions and environmental impact.” The two other PVs in the Port of Riga are the 4.61MW system of Kronospan Riga and the 0.875MW of Baltic Container Terminal. Riga Universal Terminal is also working on its 250kW installation. In addition, the TFS Trans logistics centre houses a geothermal plant, which generates energy to heat buildings. •

…AND ALSO WIND

• The government of Latvia has approved a €64.5 million investment to develop 30 hectares within the Port of Riga’s Kundziņsala into a production hub for the (off- and onshore) wind energy industry. The port authority added that €40m of private, clean tech investments are expected by 2029. •

GREEN HYDROGEN REFUELLING STATION IN GOTHENBURG – OPENED…

• Operated by Hydri, the 1,500 kg of capacity/35 trucks per day station sits next to the Port of Gothenburg’s Gate 6, the entrance to the Gothenburg RoRo Terminal (and with 400 thousand vehicles/year, one of Sweden’s most heavily trafficked roads). The facility, partly founded by the Swedish Energy Agency, is Hydri’s first in what will become a network of 20 hydrogen stations across the country in 2024-25. “The large flow of trucks to the port and the possibility to refuel work machinery make the location for this hydrogen refueling station ideal. Combined with several existing charging stations around the port, heavy land transport at the Port of Gothenburg is now fully ready for a transition to both electricity and hydrogen,” highlighted Viktor Allgurén, Head of Innovation at the Port of Gothenburg. •

…AND GREEN HYDROGEN PRODUCTION ON THE DANISH WESTERN COAST – STARTED

• European Energy has inaugurated its first hydrogen-producing facility in Måde, near Esbjerg, with the output delivered to the Port of Esbjerg and an industrial gas company. The Danish Stiesdal supplied the first electrolyser to the plant (which was completed in June this year). “Plans are already in place to expand the facility with two additional electrolysers, of which the next is expected to be installed in 2025. When all three electrolysers are operating, the plant will have a total capacity of 12MW and an expected annual production of 1,500 metric tonnes of hydrogen,” European Energy added in a press brief. Excess heat generated from the hydrogen

production process is utilised by DIN Forsyning, a local heating utility. Centrica serves as the facility’s balancing and optimisation partner, ensuring that energy usage and hydrogen production are managed to maximise output and minimise costs. European Energy is also in the commissioning phase of its Kassø methanol facility (52MW-capacity-electrolyser provided by Siemens), which is expected to produce the first green methanol by end-2024. Sourcing energy from the Kassø 300MW solar park, the plant will have the possibility to produce up to 32kt/y, with offtakes already secured by Maersk, Novo Nordisk, and the LEGO Group. •

Photo: Klaffproduction/Ireille Rosas/Port of Gothenburg

LANGH TECH’S OCC READY FOR INSTALLATION

• Following a trial on one of Langh Ship’s vessels, the Damen Shipyards Group will install the company’s system for onboard carbon capture (OCC) on four dry bulk carriers in 2025 (in tandem with hybrid scrubbers). “The pilot plant has shown that it is possible to [achieve] capture rates [of] over 80% from the exhaust gas flow coming into the system. The overall CO2 emissions can be reduced at least by 20 to 30%, depending on the available space and other ship and product specifications,” Langh Tech highlighted in a press release. The Finnish company also underscored, “A unique feature of the system is the possibility to sell and utilise the sodium carbonate, which results at the end of the chemical process, for diverse applications in other industries [such as glass and detergent manufacturing].” Langh Tech’s OCC system applies a postcombustion technique in which CO2-containing exhaust gases are directed into a capture unit. CO2 then dissolves into the liquid phase through a counter-currently flowing aqueous NaOH solution. The manufacturer says that a maximised surface area ensures the highest

possible carbon capture rates. As a result of several consecutive reactions, CO2 is chemically bound into a thermodynamically stable product of sodium carbonate. With “[…] post-combustion capture, there is no need for solvent regeneration or CO2 compression, which significantly reduces the additional energy consumption on board, as well as the resources needed to operate the OCC system. No additional specialised equipment is needed. In turn, the capture reagent, sodium hydroxide, can be produced by electrolysis of sodium chloride using renewable energy,” Langh Tech explained. The company also underlined that its OCC system is adaptable and scalable and can be used with different ship types. The bulker installation is part of a project between Langh Tech, Atal Solutions, BAM Shipping, and the Damen Shipyards Group, the aim of which is to retrofit ships with different technologies for maximum CO2 as well as SOX and NOX emission reduction while using traditional fuels. The project’s goal is to axe ships’ CO2 footprint by up to 60% with OCC (coupled with other measures, including voyage planning). •

FERNRIDE GETS TÜV SÜD’S STAMP

• The service organisation that tests, inspects, and certifies technical systems has positively evaluated FERNRIDE’s safety & security concept for autonomous terminal tractors. TÜV SÜD has reviewed the hazard and risk analyses, safety design, specifications of the safety functions, and validation plan. “The evaluation concluded that FERNRIDE’s safety concept is robust and well-founded while also identifying clear next steps to further enhance the overall safety framework,” FERNRIDE shared in a press release. The company that is testing remote-toautonomous terminal tractors in HHLA’s container terminal in the Port of Tallinn’s Muuga Harbour says that TÜV SÜD’s stamp of approval is the first stage on the path to compliance certification according to the Machinery Directive for its fully CE-certified autonomous terminal tractors. “The evaluation by TÜV SÜD marks an essential step in preparation for the autonomous driving tests without a safety driver present in the vehicle. The first driverless tests are scheduled to start as early as December 2024,” FERNRIDE underlined. “The European Union is renowned for its stringent and comprehensive regulations and standards, making the process of achieving compliance and obtaining necessary certifications highly complex. As a result, many autonomous driving companies are hesitant to enter the market.

FERNRIDE is pioneering the development of a benchmark when it comes to safety in autonomous trucking in the European Union. Being a deep-tech start-up, we put a strong focus on industrializing safe and secure products, so we are very pleased with the positive outcome of the evaluation by TÜV SÜD,” said Hendrik Kramer, the company’s CEO and Co-Founder. The company’s Director for Systems, Safety and Security, Tilmann Ochs, added, “At FERNRIDE we are committed to building ‘safety by design.’ This is a first-of-its-kind process in the European Union, and our priority is to set the highest benchmark in safety & security standards for our product. The comprehensive examination by TÜV SÜD combined with our seasoned engineering teams, who have experience launching safety-critical products – we are well-positioned to achieve this goal.” Benedikt Pulver, Head of the Machine Safety Department at TÜV SÜD, also shared, “Working with FERNRIDE is very solution-oriented, and the topic of safety is taken very seriously. We are regularly provided with new and adapted safety concepts for review. Not only are existing protection concepts skilfully implemented, but new technological approaches are also developed. This combination could make FERNRIDE one of the first manufacturers with a CE-compliant solution for autonomous port applications.” •

Photo: FERNRIDE

VERSO ENERGY

EYES INVESTING IN OULU

• The French company has reserved a plot in the Oritkari Harbour of the Finnish Port of Oulu for the potential set-up of a plant for producing hydrogen and synthetic fuel. AFRY Finland, involved in evaluating the investment, has estimated the probability of the project coming to fruition to be high. “We are interested in building a high value-added production plant in Oulu because the area offers plenty of affordable renewable energy and biogenic carbon dioxide. The University of Oulu, which carries extensive research

related to hydrogen, and the region’s large R&D investments ensure a sufficient pool of experts. The existing business environment also provides us with potential customers and subcontractors. As part of the EU TEN-T Core Network, the Port of Oulu, with its excellent rail and road networks, offers good connections to the rest of the world,” Antoine Huard, Verso Energy’s CEO, highlighted. His company already produces synthetic fuels in France with the use of its own green hydrogen and CO2 captured from paper and pulp mills. •

LIEPĀJA SUSTAINABLE INDUSTRY HUB – CREATED

• A number of organisations – including the Liepāja Special Economic Zone Authority, Van Oord, Euroports, and GI Termināls – have set up the Hub to push forward a few green projects, totalling €4.0+ billion

over 2025-35. The investments include an offshore wind energy (OWE) support base and three terminals in the Port of Liepāja: for handling heavy OWE cargo, storing & exporting CO2, and producing green hydrogen. •

PORT OF TALLINN TO HOUSE A LIQUID METHANE TERMINAL

• JetGas has signed a 30-year agreement with the Estonian seaport to set up a liquefied methane facility in the Muuga Harbour. Upon final completion by 2030, the terminal – covering some 7,000 square metres in the eastern part of Muuga – will feature up to five storage tanks and a quay-connecting pipe. The first tank is expected to be erected by end-2027. “The construction of the new liquefied methane terminal in the Muuga Harbour will allow us to obtain primarily bioLNG [bio liquefied natural gas], but also other methane fuels in larger consignments from the world market, resulting in cheaper prices and better security of supply,” underlined Janek Parkman, JetGas’ Management Board’s

Chair. Earlier, in late September 2024, the Port of Tallinn signed a memorandum of understanding with the US-based Protio for the production of e-fuels (e-methanol, sustainable aviation fuel, and potentially e-NG) at the Muuga Harbour. Valdo Kalm, Chairman of the Port of Tallinn’s Management Board, commented on the occasion, “Switching to alternative fuels for ships reduces greenhouse gases, improves air quality, and helps protect the marine environment. The goal of the Port of Tallinn is to achieve climate neutrality and zero emissions from ships docked at the port by 2050. Increasing the availability of alternative fuels allows shipping to become more environmentally friendly and reduces the carbon footprint of ports.” •

EU.OPS.NETWORK GETS EU FUNDS

• The joint project of the ports of Aarhus, Bremerhaven, Gothenburg, and Stockholm will receive €18.8 million from the Connecting Europe Facility for the set-up of cold ironing infrastructure for container ships. “Through this project, The Port of Gothenburg will be able to build a highvoltage substation at the container terminal, which is a crucial part of the infrastructure needed to offer onshore power supply to container ships. It is an investment of about €20 million, with nearly half of the funding coming from the project,” Julia Christensson, Grants Manager at the Port of Gothenburg, shared. Her port estimates that by cold ironing in Gothenburg, container carriers can spare the environment some 5,600 tonnes of CO2 emissions annually. The EU.OPS.Network project, to last from 2024 to 2027, has a total budget of €37.61m. •

PORTS OF HALLAND INVEST IN E-INFRASTRUCTURE AND E-MACHINERY

• The Swedish port authority, with the help of Bravida and Halmstads Energi och Miljö, has set up a high-voltage transformer station to create sufficient charging capacity to electrify the machinery fleet of the Port of Halmstad’s container terminal. “With the new charging infrastructure, we are taking an enormous leap towards our vision of electrifying the terminal’s whole machine park. This investment is

instrumental in reducing our carbon footprint and creating a more sustainable port environment in Halmstad,” underlined Jimmy Eklöf, Technical Manager, the Ports of Halland. The Port of Halmstad also saw the deployment of an electric reachstacker, manufactured by Kalmar. The 587kWh cargo handling equipment is Sweden’s second (with the first running in Helsingborg). •

MAERSK-LONGI METHANOL DEAL

• The global container carrier from Copenhagen has signed a longterm offtake agreement with the Chinese LONGi Green Energy Technology for the supply of bio-methanol for the former’s growing fleet of dual-fuel vessels. The first batch of the green bunker, produced at LONGi’s facility in Xu Chang in Central China from residues such as straw and fruit tree cuttings, will be supplied in 2026, with full production expected by the end-decade. “It will meet Maersk’s methanol sustainability requirements, including at least 65% reductions in GHG emissions on a lifecycle basis compared to fossil fuels of 94g CO2e /MJ,” the Danish shipping company said in a press release. Maersk’s combined offtake agreements now meet

over 50% of the dual-fuel methanol fleet’s bunker demand in 2027 (seven vessels are already operational, also sailing in the Baltic). “Bio- and e-methanol continue to be the most promising alternative shipping fuels to scale up in this decade, and the agreement with LONGi serves as a testament to this. Global shipping’s main net-zero challenge is the price gap between fossil fuels and their alternatives with lower greenhouse gas emissions. We continue to strongly urge the International Maritime Organization’s Member States to level the playing field by adopting a global green fuel standard and an ambitious pricing mechanism, which the industry urgently needs,” Rabab Raafat Boulos, Maersk’s COO, stressed. •

SCANDLINES-CATERPILLAR MOTOREN E-METHANOL CO-OP

• The Copenhagen-headquartered ferry company has partnered with the manufacturer to scrutinise the conversion of the MaK diesel engines of the Gedser-Rostock hybrid ferries to run on green methanol. Caterpillar Motoren will provide a test engine in its workshop by 2025. If Scandlines concludes that it meets the expectations and fulfils the

conditions, then the first ferry diesel engine could be converted in 2027. Scandlines has committed itself to zero direct emission ferry operations by 2040. The Berlin and Copenhagen diesel vessels that serve the GedserRostock service are also equipped with batteries (1.5MWh systems from Corvus Energy) and rotor sails (from the Finnish Norsepower). •

ONE OF OLDENDORFF’S POST PANAMAXES GETS WIND-ASSISTANCE

• Headquartered in Lübeck, the company saw the installation and operational deployment of three Rotor Sails from the Finnish Norsepower on board the dry bulker Chinook Oldendorff. These are expected to

reduce the vessel’s fuel consumption by about 10-15% on transpacific routes (Chinook Oldendorff carries Elk Valley Resources’ steelmaking coal from the Port of Vancouver to customers across the Pacific Ocean). •

PORT OF UDDEVALLA DEPLOYS SWEDEN’S FIRST LINDE E120S

• The Swedish port’s heavy-duty machinery fleet has grown with two electric forklift trucks from Linde Material Handling Sweden, the first of their kind deployed in the country. The trucks offer 12 tonnes of

lifting capacity, up to six metres. They feature batteries that make it possible to run them for about four hours. The Port of Uddevalla will use its Linde E120s for handling pulp and paper (particularly rolls). •

MAERSK TANKERS GO FOR BOUND4BLUE SAILS

• The Copenhagen-based shipping company has selected the windassisted propulsion system developed by the tech company from Barcelona to be installed on five of its tankers. Maersk Tacoma, Maersk Tampa, Maersk Tangier, Maersk Teesport, and Maersk Tokyo will see the installation of altogether 20 eSAIL® 26-metre-tall suction sails during their dry docking in 2025-26. The eSAIL® system is automated, adjusting the sails to the wind conditions for optimal performance. Njord, appointed by Maersk Tankers

as their green transition partner for the project, has managed the design and technology selection process end-to-end and will lead the integration and installation of the systems while also validating the savings. “Maersk Tankers expect double-digit percentage reductions in fuel consumption and CO2 emissions per vessel,” said the owner-operator of a fleet of 240+ tankers and gas carriers in a press release. The order is bound4blue’s biggest to date, with its eSAIL® system set up on four vessels thus far. •

CCS ZEALAND – CREATED

• The Port of Kalundborg, together with 14 industrial partners, has founded the association in question, tasked with creating a carbon capture and storage value chain on the largest island in Denmark proper. “We see significant value in contributing to a unified and efficient value chain for CO2 management. By working together across sectors, we can strengthen the necessary infrastructure and

share experiences that create innovative solutions for the benefit of both companies and society,” the parties underlined in a press brief. Apart from the Port of Kalundborg, CCS Zealand includes AffaldPlus, ARC – Amager Ressourcecenter, ARGO, CarbonCuts, CTR I/S, Evida, Gas Storage Denmark, HOFOR, CO2 Storage Kalundborg, the Novo Nordisk Foundation, Novonesis, VEKS, Vestforbrænding, and Ørsted. •

Photo: Maersk Tankers

EU invests emission revenues in net-zero projects

In late October 2024, the European Commission (COM) shared that it selected 85 initiatives that will receive €4.8 billion in grants from the EU Emissions Trading System Innovation Fund (one of the tools of the European Green Deal Industrial Plan). “For the first time, projects of different scales (large, medium and small, alongside pilots) and with a cleantech manufacturing focus are awarded under the 2023 call for proposals. This is the largest since the start of the Innovation Fund in 2020, boosting the total amount of support to €12 billion and increasing the number of projects by 70%,” COM said in a press release. The selected projects are set to enter into operation before 2030 and, over their first 10 years, are expected to reduce emissions by about 476 million tonnes of CO2 equivalent. Among others, they’ll contribute to 3.0GW of photovoltaic and 9.3GW of electrolyser manufacturing capacity in the EU; contribute 13%

Two years of the EU-Ukraine Solidarity Lanes

The European Commission’s Directorate-General for Mobility and Transport has summarised the functioning of the initiative – which saw the establishment of alternative transport routes to keep Ukraine’s imports & exports going in spite of the Russian war of aggression – in May 2022April 2024. Since their start, the Solidarity Lanes have allowed Ukraine to export around 136 million tonnes of goods, according to data from the Ukrainian customs registers. This figure includes around 76mt of Ukrainian agricultural products (out of which grains, oilseeds, and related goods accounted for about 70mt), while the remaining 60mt comprised ores, steel, and related products. On the import side, the Solidarity Lanes saw 52mt of goods going eastwards, mainly fuel, vehicles, fertilisers, as well as military and humanitarian assistance. The total value of trade via the Solidarity Lanes since May 2022 is estimated at around €157 billion, with imports totting up to around €107b and exports €50b (of which agricultural goods totalled some €25b). “The Solidarity Lanes are also laying the ground for the longer-term connectivity between Ukraine and the EU and will play a key role for Ukraine’s reconstruction and integration in the EU single market,” the Directorate-General underlined in a press brief.

of the Net-Zero Industry Act target of storing at least 50mt of CO2/year; and deliver 61kt/y of renewable fuel of non-biological origin (RFNBO) from green hydrogen, plus 525kt/y of RFNBO from other sources. Successful applicants are due to sign their grant agreements with the European Climate, Infrastructure and Environment Executive Agency in Q1 2025. Besides the 85 projects selected for funding, other promising but insufficiently mature proposals will receive development support from the European Investment Bank. For the first time, all the 149 projects that scored above all Innovation Fund evaluation thresholds (including 64 nonfunded ones) were given the STEP Seal, the EU’s new quality label awarded to high-quality initiatives contributing to the objectives of the Strategic Technologies for Europe Platform (STEP; the STEP Seal is to facilitate access to further opportunities of public and private support for these projects).

Shipowners, NGOs, and fuel producers urge the EU to help green shipping

“The Draghi Report estimates that €40 billion in annual investments will be needed between 2031 and 2050 for the energy transition of shipping. Building a supply chain for clean fuels in Europe is a priority for the industry to meet its decarbonisation targets and for Europe to achieve its climate targets,” said the European Community Shipowners’ Associations (ECSA) and Transport & Environment (T&E) in a joint statement. The two organisations call on EU policymakers to ensure the international competitiveness of the European industry stays strong by positioning shipping, clean energy, and technology producers at the forefront of the green transition to speed up the transition of European shipping by investing revenues from the EU Emissions Trading System (EU ETS) into maritime decarbonisation through national and EU investment plans, and by facilitating access to public and private finance; include shipping in an ambitious Clean Industrial Deal, ensuring that at least 40% of clean fuels and clean and innovative technologies needed to achieve EU’s climate targets for shipping are manufactured in Europe; and to enable shipping’s access to green energy through dedicated supply requirements on fuel producers in European ports. ECSA’s Secretary General, Sotiris Raptis, underlined, “The energy transition has become the new international battlefield of economic competition and security. The Draghi Report has recognised the global leadership of European shipping and the need to remain internationally competitive. Being a frontrunner in green investments puts European shipping in a leadership position internationally. We urge policymakers to ensure and further leverage this competitive advantage by investing in clean fuels and innovative technologies for the energy transition. We need all hands on deck to maintain the industry’s competitiveness and to achieve net-zero emissions by 2050.” T&E’s Shipping Director, Faig Abbasov, added, “As Draghi acknowledges, shipping is one of Europe’s key industries. To maintain its competitive edge, Europe must take the lead in producing green shipping fuels of the future, especially those derived from green hydrogen. Policymakers must fill the regulatory gap by requiring fuel producers to make available green marine fuels in European ports, while carbon market revenues should support this endeavour.”

The Clean Maritime Fuels Platform released a similar call, recommending, among others, that the EU should de-risk investments in renewable and low carbon fuels, e.g., via schemes based on contracts for difference and auctions as a service, as well as to launch dedicated sectoral calls under the Innovation Fund for the first deployment of decarbonisation solutions. “The 20 million EU ETS allowances allocated to the decarbonisation of the maritime sector until 2030 should be used as soon as possible,” the Platform Members said in this regard.

Australia-New Zealand 4. Hamburg-Shanghai 5. Philippines Corridors

Rotterdam-Singapore GDSC

Singapore-Australia GDSC

25. Stockholm-Åbo

26. Sweden–Belgium

45. Los Angeles/Long BeachSingapore GDSC

Singapore-Tianjin GDSC

UK-Singapore-ASEAN

The Silk Alliance

Åland Mega Green Port 14. Dover-Calais/Dunkirk Ferry

UK-Singapore-ASEAN

Dublin-Holyhead 16. Esbjerg-Immingham

FIN-EST

18. Gothenburg-Frederikshavn Pilot Study

Åland Mega Green Port 14. Dover-Calais/Dunkirk Ferry 15. Dublin-Holyhead 16. Esbjerg-Immingham 17. FIN-EST

19. Gothenburg-Rotterdam 20. Larne-Liverpool

21. Liverpool – Belfast

22. Northwestern England-Ireland

18. Gothenburg-Frederikshavn Pilot Study 19. Gothenburg-Rotterdam 20. Larne-Liverpool

21. Liverpool – Belfast

23. Oslo-Rotterdam Pilot Study 24. St Helier-St Malo

Northwestern England-Ireland 23. Oslo-Rotterdam Pilot Study

St Helier-St Malo

27. Trelleborg-Lübeck

25. Stockholm-Åbo

28. Tyne-Ijmuiden

26. Sweden–Belgium

27. Trelleborg-Lübeck

29. UK-Belgium

30. UK-Denmark

28. Tyne-Ijmuiden

31. UK-Norway

29. UK-Belgium

32. Vaasa-Umea

30. UK-Denmark

33. West Mediterranean Cruise

31. UK-Norway

34. Great Lakes Iron Ore

32. Vaasa-Umea

33. West Mediterranean Cruise

34. Great Lakes Iron Ore

35. Gulf of Mexico Green Shipping Corridor

36. Halifax-Hamburg

37. Ireland-to-Indiana container

35. Gulf of Mexico Green Shipping Corridor

36. Halifax-Hamburg

37. Ireland-to-Indiana container

38. Port of Houston-Port of AntwerpBruges

39. US Green Bulk

38. Port of Houston-Port of AntwerpBruges

39. US Green Bulk

40. US-UK Green Shipping Corridors Taskforce

41. Hueneme-Pyeongtaek Green Automotive

40. US-UK Green Shipping Corridors Taskforce

41. Hueneme-Pyeongtaek Green Automotive

42. Hueneme-Yokohama Green Automotive

43. LA-Nagoya

44. LA-Yokohama

42. Hueneme-Yokohama Green Automotive

43. LA-Nagoya

44. LA-Yokohama

45. Los Angeles/Long BeachSingapore GDSC

46. North Pacific Green Corridor Consortium

46. North Pacific Green Corridor Consortium

47. Pacific Northwest to Alaska Green Corridor

48. LA-Guangzhou

47. Pacific Northwest to Alaska Green Corridor

48. LA-Guangzhou

49. Port of Los Angeles-Port of Long Beach-Port of Shanghai

50. Port of Oakland-Yokohama

51. Seattle and Tacoma-Busan

49. Port of Los Angeles-Port of Long Beach-Port of Shanghai

50. Port of Oakland-Yokohama

52. Seattle and Tacoma-Korea PCTC

51. Seattle and Tacoma-Busan

52. Seattle and Tacoma-Korea PCTC

53. US and Pacific Blue Shipping Partnership Green Corridors

54. US and Panama Green Corridors

55. Namibia Corridors

53. US and Pacific Blue Shipping Partnership Green Corridors

54. US and Panama Green Corridors

55. Namibia Corridors

56. South Africa-Europe Iron Ore Corridor

57. The Caribbean Green Shipping Corridor Initiative

56. South Africa-Europe Iron Ore Corridor

58. Chile Piscicultura

59. Chile Sulfuric Acid

57. The Caribbean Green Shipping Corridor Initiative

58. Chile Piscicultura

59. Chile Sulfuric Acid

60. Chile-Japan/Korea copper concentrate

61. Taurange-Zeebrugge

62. West Green Shipping Corridor

60. Chile-Japan/Korea copper concentrate

Taurange-Zeebrugge

Present & future challenges facing marine underwriting

Adapting to great change(s)

by Lars Lange, Secretary General, IUMI

Each year, the International Union of Marine Insurance (IUMI) collects and analyses statistics from most of the national insurance associations to report on the current state of the marine insurance market. This ‘Stats Report’ has become widely accepted as the definitive bellwether for the industry. In September of this year, we presented our findings for 2023 at our 150 th annual conference in Berlin. Overall, we were pleased to report an encouraging year for marine underwriters. The global insurance premium base grew by 5.9% to reach 38.9 billion US dollars. This was driven by a continued rise in global trade volumes and values, an increase in the value of most vessel classes, and an oil price rally. From a purely insurance perspective, a reduced market capacity also had a positive impact.

By line of business, cargo insurance increased by 6.2%, hull insurance by 7.6%, and offshore energy by 4.6%. By geography, Europe continued to dominate with a 48.5% share of the global premium base, followed by Asia/Pacific (28.1%), Latin America (10.9%), North America (7%), and the rest of the world (5.5%). We found that the European markets continued to trend upward after a period of decline – as did Asia/Pacific (since 2016). The Americas were also enjoying growth.

A key element of our reporting is to calculate loss ratios for each line of business. In essence, this is a measure of profitability: the amount of premium collected less the amount paid out in claims. To break even, the sector must not pay out in claims more than it collects; likewise, it also has to take into account costs related to acquisition, capital, management, and such. In 2023, we reported loss ratios in the offshore energy sector to be higher (i.e., less profitable) than in 2021 and 2022 – but still relatively healthy. This was a similar position for hull loss ratios, whereas those for cargo loss were low and stable.

By their nature, our statistics refer to the previous year, and whilst 2023 was a relatively sound one, it is important to review the challenges our industry faces this year and beyond.

Geopolitics, the environment, and tech

Top of the list is, without question, the ongoing geopolitical situation. The war in Ukraine and in the Middle East has most definitely disrupted international shipping and trade. War risk is a very real consideration, where the safety of life, vessels and their cargoes takes priority. To date, it is pleasing to see that the marine insurance sector continues to offer appropriate cover to vessel owners wishing to transit these areas. A related issue is where operators choose to take the longer sea routes to avoid the high-risk zones. This can introduce greater navigational and other challenges by taking ships outside of their normal operating areas.

Financial implications also come into play – as do environmental concerns. With a new administration soon to take over at the White House, it remains to be seen how the geopolitical picture will play out. Suffice to say, the associated risks will evolve, and marine insurers will continue to facilitate seaborne trade.

Geopolitical tensions are also affecting how global markets are adapting. Protectionism appears to be rearing its head in many parts of the globe – and this will impact trade and maritime routes. Logistics chains are likely to be organised differently in the future, particularly if nearshoring becomes more prevalent.

This will affect both insurance coverage as well as the overall premium base.

Equally impactful on marine underwriters is the general move to a greener society. The International Maritime Organization (IMO) has agreed that shipping will achieve ‘net zero’ by/close to 2050, and this requires a step-change in the way ships are fuelled and operated. Hydrogen, ammonia, fuel cells, and other technologies are all being pursued, with none yet coming out ahead. In the interim, liquefied natural gas, wind, and other initiatives are increasingly being utilised as transitional means of propulsion (not to mention numerous hard- and software energy efficiency measures). These alternative technologies all come with a range of ‘new’ risks (including cyber, as these are often data-driven advancements) that have the potential to adversely affect those serving at sea as well as the vessels themselves. Marine underwriters are investing resources to fully understand the new risk profile so they may develop products that allow vessel owners and others to trade in a low- or zero-carbon environment.

Our pursuit of a low-carbon future is also beginning to impact the types of goods carried by sea. One example is the fast-growing trade in lithium-ion batteries, either as energy storage units or as the propulsion source for electric vehicles. Whilst

not inherently dangerous, these batteries do pose a significant risk if they ignite – as extinguishing them is particularly challenging. Fighting fires at sea is no easy task and vessel operators, as well as their insurers, must be cognizant of the new risks involved with this type of ‘green’ cargo.

Besides these two overarching issues, marine underwriters continue to grapple with a number of ongoing risks. The general claims environment has been relatively benign of late – vessel losses are, thankfully, minimal. However, fires on large container ships and car carriers remain stubbornly high; this has resulted in large claims as well as tragic loss of life. The root cause is suspected to be undeclared or mis-declared dangerous cargoes in containers – these are not properly packed and stowed on board.

Added to this are the sometimes inadequate on-board fire-fighting capabilities – an issue that IUMI is actively working on with others at the IMO level. The accumulation of onboard risks, or at shore-side freight facilities, is also a growing concern. Larger vessels carrying more cargo and big ports accommodating more ships mean a concentration of risk that is potentially exposed to a catastrophe such as a fire or natural hazard.

Offshore energy insurers are facing a step-change in the way they operate as fossil fuels give way to renewables. Investment in more efficient and less carbon-intensive extraction will be required for many years to come. They may incorporate many new technologies, among others, carbon capture and storage. Underwriters will need to work in

partnership with energy companies to fully understand some of these not-seenbefore projects to allow them to provide suitable insurance solutions.

Demonstrating resilience

All in all, marine insurers are facing a changing landscape, one where technology (and the associated cyber risk) will be front and centre. But underwriters can take comfort in knowing that their line of insurance has been around for hundreds of years, during which their predecessors have successfully adapted to great change. Marine underwriters of today – and the future – will demonstrate similar resilience, so they remain in a position to offer a range of covers that will keep global maritime trade flowing. ‚

The International Union of Marine Insurance e.V. (IUMI) is a non-profit association established for the purpose of protecting, safeguarding and advancing insurers’ interests in marine and all types of transport insurance. It also provides an essential forum to discuss and exchange ideas, information and statistics of common interest for marine underwriters and in exchange with other marine professionals. IUMI currently represents 42 national and marine market insurance and reinsurance associations. More information can be found at www.iumi.com

Photo: Canva

Climate and geopolitical shifts require a rethinking of marine insurance

Enabling confidence

by Robert Mackay, Business Development Lead, FDR

The effects of climate change are increasingly evident across the globe, with a strengthening trend of frequent and severe weather events causing widespread disruption. In 2024, the average global temperatures will exceed 1.5°C, with the United Nations projecting averages of 3.1°C this century on the current trajectory. These temperature trends increase erratic weather conditions – including hurricanes, heatwaves, floods, and fires – which will rise in frequency and ferocity.

For the shipping industry, there are several recent examples that suggest climate change-triggered weather events are increasingly the norm, posing a number of questions for marine insurers. Hurricane Milton serves as a recent instance of this new normal, intensifying damage across the Caribbean and halting operations for cruise lines and commercial vessels alike. Milton’s quick succession after Hurricane Helene created a scenario where ships faced ongoing re-routing and delays, which intensified logistical challenges.

In Europe, the floods of Valencia in October this year offered another stark reminder of how quickly a weather-related crisis can strike. Here, heavy rainfall caused flooding that led to significant damages and delays to the city’s port, as well as further inland, all of which had a knock-on effect on all its services.

(Un)usual

Geopolitical risks add another layer of complexity when assessing shipping insurance risk profiles. Conflicts in Ukraine and the Middle East have impacted key shipping routes, most notably the Red Sea and the Suez Canal. In recent months, Yemen’s Houthi rebels have executed over 130 attacks in the Red Sea. With shipping companies increasingly redirecting vessels around the southern tip of Africa to avoid this volatile area, the economic burden of these disruptions underscores the need for insurance

solutions that reflect both current and anticipated threats. Traditional policies are proving insufficient, with a clear shift towards bespoke coverage solutions that offer protection for diverse and evolving risks.

What was once considered unusual is increasingly usual. Earlier viewed as a static cost, insurance must now be re-evaluated in order for shipowners and operators to manage these new and dynamic risks. It is no longer enough to protect against isolated, predictable events; today’s insurance landscape demands an understanding of the compounded effects of climate & political instabilities.

This dual reality of environmental and geopolitical disruption demands a proactive, adaptable approach to marine insurance. Insurers and brokers are collaborating to craft solutions that not only respond to today’s challenges but also prepare for future risks, enabling owners-operators to sustain operations and mitigate costly setbacks in this rapidly changing environment.

An adaptable solution for a changing world

As extreme weather events increase in frequency and intensity, some insurers are exploring innovative solutions to meet the needs of today’s maritime industry. Parametric insurance – which provides predefined payouts when specific events occur – is emerging as one valuable tool to protect against unpredictable but high-impact incidents. Unlike traditional insurance models

that require lengthy claims processes, parametric insurance offers near-instant compensation when a specified event, such as a hurricane or typhoon, occurs. This enables operators to recover more quickly from disruptions, minimising financial and operational impacts.

For example, in the offshore renewable energy sector, parametric insurance helps offset delays caused by adverse weather. Offshore wind installations, vulnerable to high seas and strong winds, face significant risks during construction phases, with studies showing that 20-30% of operational downtime can be attributed to unfavourable weather. In such cases, parametric coverage is triggered when independent weather data verifies that conditions exceeded agreed-upon thresholds, allowing for a fast payout that helps cover costs associated with project delays.

Suitable for the offshore renewables sector, parametric insurance is also becoming increasingly relevant to the commercial maritime industry. Standard P&I reports indicate that climate-driven storms and typhoons are now among the leading concerns for insurers, generating a 46% rise in weather-related disasters since 2000. These result in complex, high-value claims, often related to cargo delays or damage. By offering a streamlined, responsive model, parametric insurance allows operators to avoid the protracted claims processes typical of traditional insurance, addressing the immediate impacts of weather-driven disruptions.

While parametric insurance doesn’t extend into areas and vessels affected by volatile geopolitical landscapes, other options are available. Shipping companies operating near conflict-prone regions, like the Red Sea, can utilise war risk insurance to address the financial implications of rerouted voyages or unexpected disruptions, including operational downtime.

Modelling the risks – with greater precision

For owners and operators, keeping pace with emerging insurance trends has become essential to staying competitive in an increasingly complex market. This is particularly relevant for smaller businesses, where elevated risks can amplify volatility. Parametric insurance offers a practical solution by safeguarding revenue and ensuring cash flow stability during disruptions, allowing operators to bypass the lengthy claims procedures associated with traditional coverage.

Among others, fuel quality issues can lead to machinery breakdowns and expensive operational delays, while cargo liabilities – especially for bulk commodities like grain or minerals – pose significant financial risks due to damage or contamination.

By working with a hands-on broker to develop tailored insurance policies, operators can mitigate these specific risks, ensuring that their coverage aligns with evolving market demands.

Parametric insurance is only one example of the innovative solutions emerging in response to new pressures. In tandem with more adaptive policy structures, some brokers and insurers are exploring models that account for non-traditional risks, such as cyber threats and political instability. In high-risk areas, having the right insurance coverage provides not only financial stability but also operational continuity, allowing owners-operators to make informed decisions in the face of geopolitical and environmental threats.

As insurance models continue to evolve, data-driven insights and close collaboration between brokers and shipping actors will become increasingly essential

to identifying and managing potential risks. Marine insurers are more and more leveraging analytics to assess risk exposure with greater precision, ensuring that policies are well-aligned with current realities. In a time of rapid change, the ability to anticipate and adapt to emerging risks agilely sets resilient operators apart from those left exposed.

At FDR, we recognise that adapting to these changes requires innovative solutions. We see that while premium increases are likely, data analytics and digitalisation are playing an increasingly important role in marine insurance, helping insurers model potential risks more accurately – allowing costs to be better managed. Investing in adaptable, forward-thinking insurance models not only provides critical financial protection, but enables owners and operators the confidence to navigate future challenges. ‚

We offer you more than just insurance services. Our commitment extends beyond that – we act as an extension of your team, managing all aspects of risk management. With our direct connections to major global maritime insurance markets, we enhance the speed and efficiency of insurance operations, ensuring fast quotes, seamless policy issuance, and prompt claims resolution for our customers. Our philosophy centres around building strong and collaborative relationships with our clients, and we are fully devoted to your success. Head to fdr-risk.com to learn more.

Photo: Canva

How to create a net-zero port decarbonisation framework

Detect > decide > deploy

by Ewa Kochańska

Decarbonising ports is a critical step in achieving worldwide sustainability goals and addressing climate change. Therefore, as pivotal hubs in the global supply chain, ports face mounting pressures and challenges in balancing efficiency with sustainability. The report Getting Ports to Net Zero, summarising a research project by Thetius and Ericsson, clears a concrete pathway leading to carbon-free operations. It describes a systemic approach, beginning with the detection of emission sources, followed by informed decision-making on technologies and funding needs, and effective, thoughtful deployment of solutions. Highlighting advanced monitoring systems and smart technologies, electrification and renewable energy integration, the publication examines implementation factors as well as real-life case studies, allowing ports to identify a proper strategy that best suits their operational framework.

Subpar port performance disrupts logistics and inflates end costs, while significant greenhouse gas emissions damage ecosystems and degrade the quality of life for surrounding communities. With that in mind, the complexity of port ecosystems makes reducing emissions a daunting and, at times, ambiguous task.

Getting Ports to Net Zero explores decarbonisation strategies that include smart technologies, electrification, and renewable energy, also highlighting the critical role that advanced networks play in achieving net-zero goals. Additionally, robust infrastructure, stakeholder collaboration, phased implementation, and continuous evaluation are also pointed out as critical to successful emissions reduction. To encompass all this intricacy in a user-friendly guide, the report narrows down the port decarbonisation framework to three main pillars: detect, decide, and deploy.

Detect

Detection is an obvious first step on the road to reducing and, later, eliminating emissions. Ports must pinpoint their most significant sources thereof to address the problem effectively, and there could be many: quay cranes and other cargo handling equipment, harbour vehicles, port facilities (like warehouses and workshops), as well as visiting vessels, trucks, and trains. Being able to deduce who the main offenders are allows ports to identify what is done well and what areas need improvements. This also

involves determining whether the existing infrastructure is sufficient for implementing reduction measures or if upgrades are necessary. Sharing these findings with other ports and stakeholders promotes transparency and offers valuable insights into effective strategies, fostering collective progress in reducing environmental impacts. While ports differ, requiring individual approaches, they also share many touch points to make decarbonisation a group effort.

Getting Ports to Net Zero advises that creating a baseline for emissions and port performance is critical to setting realistic reduction targets. Importantly, having current data on emissions (and related achievements as well as failures) and sharing that information not only builds public trust but also ensures compliance with regulations. Currently, despite increasing awareness of the need for decarbonisation, few ports publicly disclose their emission data sets. A richer statistics base could better inform environmental policies and help in regulatory compliance across the entire maritime & logistics supply chains.

Measuring emissions is also tied to financial incentives and penalties, such as carbon taxes imposed based on CO2 outputs. Port players can mitigate these fees by adopting greener practices like using low-emission fuels, installing shore power systems, and promoting efficient vessel call scheduling and truck arrival times. These measures not only reduce emissions but also support compliance with goals like the European Green Deal (which aims for a 90% reduction

in emissions by 2050). Compliance with these regulations is essential for securing funding and avoiding reputational damage. Advanced technologies enable precise emissions monitoring and improved operational efficiency. Digital tools like sensors, drones, and air quality monitors provide real-time data on pollutant levels, while remote sensing and satellite technologies offer broader monitoring capabilities. Digital twins integrate real-time data to optimise port operations, such as berth planning and reducing inefficiencies and emissions.

These innovations require reliable connectivity to function adequately, ensuring seamless data collection and analysis. Consequently, robust connectivity and digitalisation are essential for decarbonising ports and, thus, sustainable maritime operations. Modern technologies, such as the Internet of Things (IoT), artificial intelligence (AI), and high-speed wireless networks, enable real-time decision-making and predictive analysis. High-quality connectivity is also vital for operating autonomous equipment and mobile assets within ports, driving greater efficiency while reducing emissions.

Decide

It is now time to pick out what solutions must be deployed to reach the net-zero emissions objective. Getting Ports to Net Zero underscores three ‘key routes to choose from:’ implementation of smart technologies, equipment electrification and shore

Diagram 1

Diagram 1

FRAMEWORK FOR PORT DECARBONISATION DETECT

A FRAMEWORK FOR PORT DECARBONISATION DETECT

DET E CT

DET E CT

power provision, and introduction/escalation of renewable energy.

The publication emphasises that prioritisation is essential when approaching the adoption of smart technologies. Instead of implementing every solution simultaneously, ports are encouraged to integrate one strategy at a time to evaluate its effectiveness. By measuring key performance indicators, they can determine whether the desired results are being met or if adjustments are required. This methodical process also underscores the importance of ongoing evaluation to ensure optimal performance of implemented technologies.

Smart technologies comprise a broad range of innovations, apart from the above AI and IoT also robotics, blockchain, and augmented & virtual realities (AR, VR). As these technologies become increasingly instrumental in society, the market for these tools is also expanding. As such, the port technology market projections, according to Thetius IQ, indicate an increase from $4.1 billion in 2022 to $11.5 billion by 2029. This

Detect the source of emissions to obtain a clear and quantifiable view of a definable emissions reduction strategy.

Detect the source of emissions to obtain a clear and quantifiable view of a definable emissions reduction strategy.

DECIDE

D EDICE

DECIDE

Decide which decarbonization strategies to pursue and select the right technologies for their implementation.

Decide which decarbonization strategies to pursue and select the right technologies for their implementation.

DEPLOY

DEPLOY

Deploy these technologies or strategies, either one by one or in conjunction with one another.

Deploy these technologies or strategies, either one by one or in conjunction with one another.

growth reflects the increasing demand for efficient and sustainable port operations as well as the key role that smart technologies have been and will be playing in optimising port operations and minimising emissions.

Next-gen technologies have many uses in ports, and the possibilities are constantly evolving. Tools like digital twins allow ports to simulate and refine operations before implementing changes (including infrastructure investments), reducing energy consumption and emissions. Predictive maintenance enabled by tech like AR and VR allows engineers to use these tools to address upkeep with greater accuracy and speed, sometimes remotely. Such efficiencies not only save time but also decrease the environmental impact of emergency repairs. In addition, optimising the flow of cargo and vessels in ports can drastically reduce idle times and energy waste. Studies show that better communication between ship and shore, supported by automation and advanced planning systems, can eliminate inefficiencies. Digital twins and port

management information systems further aid in aligning schedules and improving turnaround times. Clearly, by improving vessel call & handling times, streamlining traffic management, and enhancing equipment performance, ports become safer and more energy efficient.

The integration of 5G networks is, as such, critical in port hubs. High-speed and low-latency connections are essential for real-time data sharing, whether for remote crane operations or AR/VR applications. Ports equipped with robust networks can manage large quantities of data generated by sensors and IoT devices, ensuring seamless communication and efficient operations. Preparing the infrastructure to support these innovations is a vital step, as ports must invest in durable foundational elements to ensure safe and efficient operations.

Another route when creating a strategy for emissions reduction in ports could be electrification and shore power provision. The former is seen as a rapid path to decarbonisation, as it significantly and

relatively quickly cuts pollution; many ports worldwide, especially in Europe, the US, and China, are embracing electrification to cut emissions. Here, too, technologies like 5G are essential, enabling realtime communication and efficient energy management through smart grids. These systems help balance energy demands, monitor usage, and optimise renewable integration. However, despite progress, challenges to electrification, like infrastructure limitations and ship compatibility, persist, necessitating upgrades and collaboration with third parties.

The third route when deciding on decarbonisation solutions is the utilisation of renewable energy sources such as wind and

solar. Hydrogen, while expected to play a smaller role in the global energy mix, is also gaining traction in emission-cutting efforts. DNV predicts it will account for 0.5% of energy use by 2030 and 5% by mid-century, with significant investments projected in hydrogen production and pipelines. Offshore wind farms also allow ports to produce green hydrogen via seawater electrolysis. With appropriate piping systems, ports can use this clean hydrogen for industrial purposes and ship fuelling, offering a sustainable energy source for various logistics operations.

Hydropower (tidal turbines, wave energy converters) is another option. Getting Ports to Net Zero gives the example of the Port of

Antwerp, which installed a water turbine in a lock, integrating the generated energy with solar and wind power into a smart grid. Notably, Antwerp was aided by VR in the initial planning and understanding of environmental conditions.

Nuclear power in maritime is another option that has recently been increasingly considered, according to DNV’s Maritime Forecast to 2050. Currently responsible for about 10% of global electricity, this option still faces safety and societal concerns. However, new small modular reactors offer safer and more adaptable designs, potentially providing energy to ports with lower initial costs. Ports near such facilities could use this energy with visiting ships

Photo: European Energy

Photos: Port of Hirtshals

Photo: Ports of Stockholm

after adapting infrastructure and connecting to the nuclear plant.

Additionally, ports are exploring advanced technologies like carbon capture and storage (CCS) to reduce emissions. This involves capturing industrial carbon output for storage, reuse, or export. Antwerp’s CCS project, launched in 2019, estimates it will be able to capture half of the port’s CO2 emissions by 2030. Digital tools, including machine learning and virtual models, are used to enhance the efficiency and feasibility of CCS.

Deploy

With well-defined decarbonisation and implementation goals, ports can finally begin shifting their operations, choosing from the options mentioned above. Successful implementation of new technologies means focusing on infrastructure needs, investments, stakeholder engagement, phased implementation, and ongoing monitoring of success metrics. Assessing infrastructure must factor in future upgrades and scalability to alleviate long-term costs. Building an investment case is pivotal, as securing funds always requires clear justification.

It can be helpful to highlight how private 5G networks improve operations in terms of security and efficiency. In this process, reaching out to various stakeholders,

addressing specific benefits and outlining manageable, phased upgrades could produce good results. Also crucial at every step of the funding process is transparency on costs, network security challenges, and legacy system integration.

Further, adopting a phased approach to implementation is recommended as it minimises risks and costs while pilot projects demonstrate value, allowing for refinement and workforce training. This ensures smooth adoption and adaptation to new tools.

Engagement with stakeholders is also essential at every step; awareness of new technologies – and the benefits/drawbacks they offer – creates an atmosphere of open communication and trust. Getting Ports to Net Zero recommends involving all parties early on to address concerns, e.g., about automation’s impact on jobs. In this type of communication, it is important to emphasise how technology enhances operations and creates upskilling opportunities, fostering collective buy-in. Moreover, identifying and underscoring how new technologies or infrastructure changes can benefit all stakeholders is another critical piece of the puzzle. Forming partnerships with vendors who understand the port’s specific operational requirements is essential, too. Tailored solutions and partners with

a proven track record can help overcome resource limitations and create a network that fosters data sharing and informed decision-making.

And lastly, measuring successes and failures to understand technological progress and assess and refine smart technologies must also become a part of the process. Wellmade projects serve as benchmarks, while shortcomings provide learning opportunities for future improvements.

Getting the basics right

As centres of economic activity and gateways to international trade, ports have become key players in the global shift to sustainability. Thetius and Ericsson’s report underscores that ports aiming to decarbonise can make significant progress by adopting smart technologies, electrification, and renewable energy.

But the publication also cautions that ports must focus on getting the basics right before embracing advanced technologies. Robust infrastructure is a necessary foundation; skipping this step can lead to disappointing outcomes. By taking a gradual approach – first establishing infrastructure, then rolling out technologies, and scaling up efforts as benefits become clear – ports can ensure that their decarbonisation transition is efficient and effective. ‚

Photo: Port of Riga

Strategies for meeting upcoming decarbonization targets

Unlocking the code

by Eirik Ovrum, Principal Consultant in Maritime Environmental Technology, DNV

Driven by EU regulations and the International Maritime Organization’s (IMO) goals, the shipping industry is maintaining its course for decarbonization but making slow headway toward an alternativefueled fleet. DNV’s latest Maritime Forecast to 2050 (MF2050) report confirms our previous finding that carbon-neutral fuels will remain expensive and in limited supply for the near future. As such, it recommends more realistic decarbonization measures for shipping over the next decade.

Maritime’s strategic focus for decarbonization in the shortto medium-term should be on operational and technical solutions to improve energy efficiency and otherwise reduce greenhouse gas (GHG) emissions. MF2050 evaluates the decarbonization challenges and the toolbox of technologies for designing and retrofitting ships to future-proof them.

Shipping cannot meet 2030 targets by using carbon-neutral fuels

The destination and waypoints for shipping’s energy transition are set by the IMO goals: a 20% emission reduction by 2030, a 70% reduction by 2040, and full-scale decarbonization by or around mid-century (all compared with 2008 levels).

Adding insight into how much carbonneutral fuels can drive the transition to 2030 and beyond, MF2050 assesses their existing and planned production. Factoring in the probability of plans becoming reality, it estimates potential ‘High’ and ‘Low’ levels of fuel output for each year.

The report estimates the cumulative capacity of ongoing or announced carbonneutral fuel production capacities for 2030 to be 44-to-63 million tonnes of oil equivalent (mtoe). Maritime demand in 2030 is forecasted at 7.0-to-48mtoe. Depending on the actual demands, shipping would need 10-to-100% of the actual available carbonneutral fuels to reach the IMO targets. But our modelling results show it will be tough for shipping to source its needs if production follows the ‘Low’ trajectory. Even if production is ‘High,’ other decarbonizing industries, such as aviation and road transport, will compete for these fuels.

A role for OCC

On-board carbon capture (OCC) is attracting interest because it could delay the need for carbon-neutral fuels by removing carbon dioxide (CO2) from conventional fuels and technologies. OCC could be technically and economically feasible depending on carbon pricing and the availability of value chains and infrastructure for carbon use or permanent storage, a recent DNV white

paper concluded . The scarcity and high cost of carbon-neutral fuels could potentially support a stronger business case for OCC.

MF2050 assesses the value chain required and presents the status of and outlook for carbon storage, suggesting how OCC could become viable for vessels on busy shipping routes. Based on the ‘High’ and ‘Low’ trajectories of CO2 storage capacity for all industries and purposes (excluding enhanced oil recovery), the report sees 47-to-67 million tonnes of CO2 capacity being available in 2030 compared with shipping’s estimated storage demand of 4.0-to-76mt CO2 .

That said, out of the 96 planned projects for dedicated CO2 storage, less than 10 have reached the final investment stage (and most are still concepts). The uncertainties weigh against installing OCC on ships immediately, but in our exploratory scenarios for achieving decarbonization goals, OCC emerges as an important technology for GHG reduction after 2030.

Maritime clearly needs to work with developers to secure carbon-neutral fuel supply, likewise CO2 storage, to maximize

SUSTAINABILITY

the longer-term potential of these technologies for decarbonizing shipping. However, the inescapable message is that energy-efficiency measures are essential for achieving fuel and emission reductions to at least meet the earlier IMO 2030 targets and ensure profitability into the 2030s and 40s.

Buying into energy efficiency for sustained competitiveness

Two-thirds of the energy used to produce propulsion is lost. MF2050 outlines the options to reduce these losses through energy efficiency, thus providing cost-efficient and predictable pathways to emission reduction. It estimates that operational and technical energy-efficiency measures can reduce fuel consumption by 4-to-16% by 2030, contributing to emission reduction.

Energy efficiency provides cost-efficient, predictable pathways to emission reduction. The business cases for energy-saving technologies may now be better when evaluated against the cost of alternative fuels. Energy efficiency can give shipowners a competitive edge to operate profitably into the 2030s-40s.

MF2050 finds 72 waste heat recovery systems on order, twice the number currently installed. Some 166 air lubrication systems are operating today, with 280 on order for newbuilds. Around 90 large vessels could have wind-assisted propulsion systems by 2025, nearly triple the tally of 31 at the start of 2024.

Shore power vs electrofuels

Around 7.0% of ships’ energy consumption is in port. The resultant emissions can be abated using power from the shore. The degree of abatement, however, depends on the carbon footprint of the local electricity supply – whether it comes from renewables such as wind or solar.

MF2050 compares energy losses from direct use of shore power and when producing electricity from onboard generators running on fossil fuels or the electrofuel e-ammonia. The energy losses are used to calculate the total GHG intensity per usable energy unit. The calculations consider power-grid GHG intensity for different countries and regions and from coal-fired power generation.

One key finding is that the well-to-wake (WtW) emissions from onboard power production in a marine gas oil-fuelled generator set exceed many countries’ average GHG power grid intensity. Consequently, using shore power can lead to efficient WtW emission reductions. Another finding is that to positively affect the vessel’s GHG emissions, electrofuels must be produced using electricity with very low GHG intensity.

Shorter voyages open door to recharging ship batteries in port

More than 900 ships operate with batteries for hybrid power systems or that can be charged by shore power, according to DNV’s Alternative Fuels Insight. MF2050 reviews what influences investment in such onboard battery systems can have. For example, a ship making many shortduration voyages will have more chances to charge batteries in port than one sailing longer journeys. Looking at ships above 400 of gross tonnage in 2023, it selects those using 80% of their fuel (when out of port) on short voyages, which would allow frequent battery charging and for batteries to cover ‘a substantial amount’ of a ship’s annual energy needs. MF2050 then evaluates how much fuel is consumed on these short voyages.

Evaluating the potential for plug-in hybridization

The 4,000 ships using 80% of their voyage energy consumption on trips shorter than 24 hours consume 6.0mtoe per year in energy while sailing on these short trips, equivalent to 2.4% of the world fleet energy use. The report finds that increasing voyage duration to 72 hours results in 8,000 ships using 80% or more of their voyage energy on short voyages –6.2% of world fleet energy use.

We conclude that the potential for plug-in hybridization can be boosted by modifying current operational patterns or by building vessels specifically for shorter voyages. In addition, better battery and charging technologies can improve the energy efficiency of on-board power systems based on internal combustion engines. Greater efficiency, in turn, boosts the business case for investing in on-board batteries for plugin hybridization.

Can nuclear propulsion support ship decarbonization?

Building on a case study from last year’s edition, the 2024 report updates and elaborates on factors relevant to answering this question. It discusses whether small modular reactors could be widely used in the global merchant fleet, potentially creating opportunities for standardization and joint development in technology choice, regulation, and safety follow-up for onshore reactors. If commercial, technical, and political barriers can be overcome , there could be an opportunity for a nuclear reactor program dedicated to shipping to accelerate the development of nuclear power overall.

How digitalization drives energy efficiency

MF2050 extensively analyzes how digitalization can enable operational efficiency and smooth contractual arrangements, as well as facilitate reliable, flexible, and dynamic emission reporting.

Recent advancements in digital tools –like artificial intelligence, machine learning, the Internet of Things, and computer simulations – have greatly improved and facilitated the reduction of the carbon footprint of shipping operations. These technologies fall into four categories: sensing, enabling, data handling, and decision-making. When interacting, these can help the shipping industry to fully leverage digitalization for better efficiency and sustainability.

Advanced simulation and optimization models can help design next-generation energy-efficient ships. Real-time data can facilitate truly integrated maritime

networks. For example, the container sub-sector could cut energy use by up to 14.2% by coordinating just-in-time arrivals, according to a study commissioned by the IMO-Norway GreenVoyage2050’s Global Industry Alliance to Support Low Carbon Shipping

Digitalization can also make vessel performance more transparent, showing seafarers how they can directly impact decarbonization. Additionally, green and digital shipping corridor projects with complete logistics chains could pilot scalable optimization solutions enabled by digital tools.

Examples in the report emphasize how emission reporting, new contractual arrangements, and regulatory mechanisms, such as pooling and book & claim, depend on transparent, reliable data backed up by a trusted source. Exploiting all the decarbonization possibilities from digitalization requires data quality and reliability to create trust. Digital

tools like DNV’s Emissions Connect can help to build that trust across shipping.

Paying the price for decarbonization

Beyond the fuels, technologies, and operational measures covered, MF2050 stresses that successful maritime decarbonization requires progressive, goal-orientated regulatory frameworks. This is highlighted by modelling the impact of regulations such as FuelEU Maritime’s pooling mechanism, which will support a switch to fleet-wide fuel strategies and de-risk investing in alternative-fueled vessels.

Smart decision-making and strategic investments are needed today to lay the foundations for future emission reductions. Using an updated version of our GHG Pathway Model, MF2050 pragmatically assesses the options to assist maritime stakeholders in unlocking the decarbonization code.

DNV is the world’s leading classification society and a recognized advisor for the maritime industry. We enhance safety, quality, energy efficiency and environmental performance of the global shipping industry – across all vessel types and offshore structures. We invest heavily in research and development to find solutions, together with the industry, that address strategic, operational, or regulatory challenges. Visit dnv.com/maritime for more information.

Sustainability in numbers

by Dr Jeroen Dierickx, Founder, iDefossilise

The maritime industry is under increasing pressure to reduce its environmental impact, particularly concerning greenhouse gas (GHG) emissions. In response, both international and regional regulatory frameworks have been developed to encourage emission reductions and promote sustainable shipping practices. Notably, the maritime industry now faces a transitional challenge in complying with the latest EU rules, as the changes brought by them are posed to make green methanol competitive.

Under the EU’s Fit for 55 regulatory package, vessel owners and operators are incentivised to transition to sustainable fuels through significant penalties levied on continued fossil bunker use. For fuel producers, the regulations offer a stable, long-term framework from 2024 to 2050, paving the way for secure investment opportunities in the maritime sector.

A new white paper prepared for the Methanol Institute concludes that the FuelEU Maritime Regulation and the EU Emissions Trading System (EU ETS) will create a level playing field for bio- and e-methanol, making them economically competitive compared to fossil marine fuels.

Regulations

FuelEU Maritime is a cornerstone initiative of the EU aimed at reducing GHG emissions from the maritime sector. This legislative framework sets specific targets and measures to decarbonise shipping and promote cleaner fuels. Its key elements include yearly average (well-to-wake)

GHG intensity reduction targets and a 2% sub-target for renewable fuels of non-biological origin (RFNBO) starting in 2034 (with incentives for RFNBO use until then). It also mandates the use of onshore power supply in major European ports.

The EU ETS is a cap-and-trade system that limits the total CO2 emissions from certain sectors, with shipping included as of this year. The scope of maritime emissions covered by the EU ETS increases from 40% in 2024 to 70% in 2025 and 100% in 2026. Shipping companies must buy emission allowances, each covering one tonne of CO2 or the equivalent of other potent GHGes, such as methane (CH4) or nitrous oxide (N2 O). Allowances are auctioned, and companies can trade them in secondary markets.

Penalties

The ‘stick’ for not meeting the FuelEU Maritime GHG intensity reduction targets increases every five years, starting at €39/ tonne of very-low sulphur fuel oil (VLSFO) in 2025, rising to €1,997/t/VLSFO after 2050.

This increase corresponds with the stricter GHG intensity reduction targets over time. When the cost of an EU emission allowance is €100, the FuelEU Maritime GHG intensity penalty surpasses the EU ETS cost by 2035 – and more than doubles it after 2040.

The penalty for not meeting the RFNBO sub-target was calculated using an assumed price difference of €1,000 between RFNBO and VLSFO, resulting in a penalty of €21/t/ VLSFO used. For context, if the price difference between RFNBO and VLSFO were €500 or €2,000, the penalties would be €10 and €42/t/VLSFO, respectively.

The EU ETS is gradually introduced to the maritime sector, covering 40% of emissions this and 70% next year, resulting in costs of €128 and €264/t/VLSFO, accordingly. By 2026, all emissions will be in scope, thus costing €321/t/VLSFO. This cost does not include CH4 and N2O emissions, which come into effect in 2026 and add about €5.50/t/VLSFO. For fossil liquefied natural gas (LNG), because of the methane slip, this additional cost can reach €74/t of LNG used.

Compliance using methanol

Given the significant non-compliance costs for the continued use of VLSFO for propulsion, shipping companies are

looking at regulatory compliance strategies. While several pathways exist – including the use of bio-fuels, e-fuels, wind propulsion, or pooling of vessels – this section

focuses on mitigating non-compliance costs using methanol.

This can be done for individual ships or a pool of vessels, where one sustainable ship

Photo: MPC Container Ships

Fig. 2. Energy shares of VLSFO and bio- or e-methanol in dual-fuel vessel operation to comply with the FuelEU Maritime GHG intensity reduction targets (Pathway 1) – based on the assumptions made in this analysis

VLSFO / bio-MeOH

VLSFO / e-MeOH

VLSFO / bio-MeOH

VLSFO / e-MeOH

VLSFO / bio-MeOH

VLSFO / e-MeOH

VLSFO / bio-MeOH

VLSFO / e-MeOH

VLSFO / bio-MeOH

VLSFO / e-MeOH

VLSFO / bio-MeOH

VLSFO / e-MeOH

offsets the GHG emissions of another group of vessels. In determining the compliance pathway, it is important to note that shipowners are currently favouring dual-fuel

internal combustion engine technology with methanol.

While there are several pathways possible to be compliant with FuelEU Maritime,

this analysis explores two options for using methanol. Pathway 1 uses, on an annual basis, the average required (and minimum) amount of methanol to be compliant. The results of this pathway can be used for individual vessels or a pool (or, hypothetically, at the EU level, i.e., assuming that sustainable methanol would be the only solution to achieve compliance).

Pathway 2 uses methanol blends, i.e., a mixture of fossil-based and sustainable methanol. Again, the results of this pathway can be used for individual vessels or a pool. This option is interesting to investigate as it allows the existing methanol supply to be used and fossil-based methanol to be gradually replaced by its sustainable version.

The two pathways are analysed as if they were two independent solutions to become compliant with FuelEU Maritime. In reality, they will co-exist and interact with each other, as well as with other compliance solutions.

This analysis focuses on the stringent European regulatory framework for GHG emissions, particularly FuelEU Maritime and the EU ETS. These regulations impose significant penalties for non-compliance, driving the need for alternative fuels. The non-compliance costs for using VLSFO will rise sharply due to regulatory penalties, from €264/t in 2025 to €2,339/t by 2050. This increasing cost supports the shift to alternative fuels like bio-methanol and e-methanol.

Economic value of bio-methanol and e-methanol

The economic value of methanol is expressed in this analysis as the maximum price of methanol for which the total fuel cost of VLSFO, including non-compliance costs, is equal to the total fuel cost with Pathway 1. For instance, the maximum price for bio-methanol considering only FuelEU Maritime is €936/t in 2030 and €965/t in 2040. By adding the EU ETS to the picture, both maximum prices increase by €120/t.

The reward factor for e-methanol from 2025 to 2034 also significantly impacts its price, making it, for example, €2,405/t in 2030 but dropping to €1,330/t five years later when the reward factor ends. Including the EU ETS results for e-methanol in a maximum price increase of €150/t. It is also concluded that the economic value of sustainable methanol depends on its potential to reduce GHGes: the higher the well-to-wake emission reduction, the greater the economic value under FuelEU Maritime.

Photo: Stena Proman

Photo: Hutchison Ports UK

(bio/FB)-methanol

(e/FB)-methanol

(bio/FB)-methanol

(e/FB)-methanol

Fig. 3. The composition of methanol blends to comply with FuelEU Maritime (Pathway 2) – based on the assumptions made in this analysis (e/FB)-methanol

Market incentive for sustainable fuels

FuelEU Maritime and the EU ETS provide strong incentives for the adoption of sustainable fuels in the maritime sector. The non-compliance costs for VLSFO are substantial, making bio- and e-methanol attractive and economically viable alternatives.

With average maximum prices of €959/t for bio-methanol (excl. the EU ETS, from 2025 to 2050) and up to €2,238/t for e-methanol (excl. the EU ETS, from 2025 to 2034), and given that production costs for bio-methanol and e-methanol are typically lower, it is concluded that the regulations enable bio- and e-methanol fuel producers to charge a premium, making investment cases profitable. This suggests that the regulatory frameworks effectively support the transition to sustainable fuels in maritime shipping.

FuelEU Maritime and the EU ETS are creating a level playing field for sustainable fuels like bio- and e-methanol. With significant penalties for using fossil bunkers, owners-operators are incentivised to switch to sustainable methanol. For fuel producers, these regulations provide a stable, long-term framework until mid-century, facilitating secure investment opportunities. ‚

Fig. 4. Maximum bio-methanol and e-methanol price using Pathway 1 to match with the total price for VLSFO under

Dr Ir. Jeroen Dierickx is an energy and fuel expert with a degree in electromechanical engineering (2010) and a master’s in business administration. He gained extensive experience at Engie, focusing on energy management, offshore wind development, and industrial solutions. Jeroen completed his PhD at Ghent University in 2023, researching sustainable fuels like hydrogen, methanol, ammonia, and biofuels for energy conversion technologies. He has conducted numerous feasibility studies on fuel transitions, some leading to demonstration projects, and has authored and co-authored 13 journal and conference papers. In 2024, he founded iDefossilise, helping companies transition from fossil fuels to sustainable technologies and energy carriers, tackling technical, economic, and regulatory aspects.

Smarter ports = cleaner & safer future

by Devon Van de Kletersteeg, Industrial and Ports Marketing Manager, CM Labs Simulations

In an increasingly competitive space, ports that are more sustainable gain a clear advantage. After all, embracing sustainability leads to more efficient port operations, higher ESG scores, and a better public image – all of which can help the port edge out over its competitors. To this end, ports need strategies centered on digitalization and decarbonization. This demands both technical innovation and highly trained personnel – a combination that simulation training excels at providing. By enabling operators to practice scenarios and hone skills in a virtual environment, simulation training offers a way to make ports faster, safer, and greener. Here’s how!

The way a port approaches training has knock-on effects that ripple throughout the entire operation. This is because simulation training has the capacity to reduce emissions in several ways, among others, during training and operations, as well as by reducing vessel idle times with more streamlined and efficient operations. Substantial gains in safety also cannot be overlooked.

“If you can have operators […] understand better”

To begin with, using simulation during operator training reduces the use of real equipment for learning purposes, often by as much as 40% . “When it comes to training and simulation, reducing emissions can mean being able to have less reliance on actual equipment when you’re training your operators,” said my colleague Yannick Lefebvre, Technical Sales Manager and Port Industry Subject Matter Expert at CM Labs Simulations, in our recent webinar, Green Ports and Practices: Simulation Training and Sustainability in Action . Simulation training provides immediate reductions in emissions, simultaneously speeding up training times – as operators are no longer dependent on equipment availability. Simulation can also lead to measurable changes in productivity, which, in turn, allows operators to do more while burning less fuel. “If you can have operators that are more efficient, that get more moves per hour in, that understand their yard

layouts, understand better how to drive around and move boxes around, you’re also taking less time to do things, thus having fewer emissions,” Lefebvre noted.

ZHD Stevedores, an independent company operating port terminals in the Netherlands, saw a substantial improvement in operator productivity after adding simulation into its training program. “I notice that people come in, and their increase in production on a simulator is quite rapid,” said Alain Bornet, Managing Director of ZHD. “They come in at 40 minutes to an hour for 550 tonnes of bulk material moved, and after a couple of sessions, they’re already in the 20-to-30-minute range.”

Such changes in productivity, multiplied over several operators and over many months or years, can be substantial. According to one analysis, improving a ship-to-shore operator’s moves per hour from 15 to 19 reduces the amount of machine time needed to move 184 containers by 2.5 hours while simultaneously saving approximately $58,050 per operator in the first 15 shifts after training.

“It’s not long before you start getting questions”

Another benefit of simulation training is its ability to allow operators to learn from mistakes without damaging equipment or placing personnel in harm’s way. This helps prevent safety incidents as well as reduce equipment wear and tear. “Simulations help operators optimize their movements and reduce wear and tear, further minimizing their environmental footprint. In a simulator, you can look at details like, ‘is the person shock-loading cables?’ Because if they’re being rough with the equipment, that’s going to translate into having to replace parts like cables more often – after all, those cables are metal and need to be manufactured. That will have a direct effect on your overall environmental impact as you’re going about your day-to-day operations,” Lefebvre explained.

At the Texas-based Port of Corpus Christi Authority (PCCA), simulation has helped make the training of new operators safer while also addressing concerns about productivity. “Field training definitely has its risks both from a safety and productivity perspective,” observed Eric Battersby, PCCA’s Bulk Terminal Manager. “Productivity is a big driver behind bulk operations, and when you put somebody who’s unfamiliar with the machinery up there, it’s not long before you start getting questions as to why productivity is falling or why it’s taking longer than it had before. Plus, you’ve got 50 tons hanging from the end of the crane hook. That’s a lot of weight, Leveraging simulation

Even when utilizing electric equipment, these changes in productivity still affect vessel idle times and environmental impact. “There’s a bit of a falsehood that going electric just means we’re not emitting anymore,” underlined Lefebvre. “Something has to generate that power upstream. And if you’re inefficient in your operations – even if you’re using cleaner energy – you’re still wasting energy in getting the work done, so there’s really a number of aspects to consider.”

and you can do serious damage if you put somebody in there who isn’t familiar with the controls and movements of that crane.”

“Simulations help […] master […] changes”

Simulation training also helps pave the way for a smoother and safer transition to new equipment. As Lefebvre observed, “Whether they’re remotely operating a machine or transitioning from

gas-powered to electric equipment, operators face new complexities. Simulations help them master these changes without the risks of real-world trial and error.”

With simulation, operators can even train for new equipment ahead of deployment. “When purchasing new equipment, you’re often talking about a 12-to18-month lead time. So, by the time you make a decision to purchase new equipment, it’s still a long time away. And we’ve

seen some of our customers begin their training on the new equipment before they take delivery of it,” Lefebvre observed. As a result, productivity dips when integrating new equipment is kept to a minimum. Still, while the benefits of simulation training are clear, many ports face challenges in adopting the technology. Highquality simulation systems require an upfront investment in hardware, equipment training packs, and instructor tools. Resistance to change is another obstacle. Operators accustomed to traditional methods may be hesitant to embrace new technologies. Lefebvre recalled one instance when an operator was at first sceptical about the potential that simulation had, “A couple of years back, we were demonstrating our technology, and the night before our demonstrations, we actually had one of the instructors over, and I could see that he was uncomfortable with the idea of using a simulator. By two o’clock on the day of demonstrations, he was the one clicking around and getting people to get on the simulator because he very quickly realized that a simulator is really just a virtual machine.”

Rethinking operations

The use of simulation training in ports is still in its early stages, but its potential is enormous. Simulation isn’t just about training – it’s about rethinking operations for a cleaner, more efficient, and less hazardous future.

By combining efficiency with sustainability, simulation training offers a vision of how global trade can evolve in a way that benefits both the economy and the environment. As adoption grows, the shipping industry moves closer to a cleaner, faster, and safer future – one simulation at a time. That’s how! ‚

Photos: CM Labs

New approach to seafarer training for new fuels

No option but to change

by Martin White, CEO, Stream Marine Group

Traditional training approaches of ‘one size fits all’ are not applicable anymore as the industry looks at how it will ensure the global fleet is ready for the transition to new fuels and, more importantly, how it will keep crew members safe.

The shipping industry has long been evolving to suit the demands of the world’s economies and has always worked in isolation under the banner of maritime with multiple vessel types and purposes of voyage. While the varying ships and voyage types have somewhat differed, the power source was, for the most part, very similar. With previous transitions being about technological advancement, industrial change or commercial value, these have been more phased and with much less seagoing activity. This time change is different – it’s driven by global political climate directives and government policy shifts with no option but to change.

To do more

This world has advanced more in the last 10 years than the previous 100, and shipping faces new challenges, opportunities, and threats. And the clock is ticking, as companies must move to net-zero carbon emissions by 2050. No industry our size has ever had to evolve under these circumstances before. There is a year-on-year increase in the number of vessels moving towards alternative fuels and technologies for decarbonisation that is driving the need for more seafarer training.

This landscape is still evolving, and the type of fuels and technologies that first emerged in 2017 with the introduction to the International Code of Safety for Ship Using Gases or Other Low-flashpoint Fuels (IGF Code) are also changing and advancing – meaning that the training is also constantly being reviewed and adapted to meet the changing needs of crews. This, in itself, is a challenge for our regulators to keep up with the accelerated volume of change. The responsibility now falls to the industry as a whole, with shipowners, operators, and third-party marine stakeholders required to do more than the regulated minimum.

Safety always prioritised

There is no longer one fuel to rule them all. The days of learning a single power plant and bunker might be behind us. This brings us to today, where we need to rethink training entirely and how we apply this to seafarers, along with the relevant codes and regulations. There needs to be an approach that allows for multiple fuels and technologies to have balance with what we expect from our seafarers in terms of education and competency – and the one-size-fits-all approach no longer works. There are multiple new unforeseen hazards, with some

of the proposed solutions presenting serious safety questions among the seafaring community. There is the fear that some options, while supporting decarbonisation, are too much of a threat to the lives of seafarers. We must ensure their safety is always prioritised.

The seafarer must learn how to manage the level of change and learn the significant differences between the many newly proposed fuels. This huge challenge relies heavily on the industry to ensure we provide high-quality guidance and support, as well as keeping up with the current speed of change as new information constantly emerges.

Positively, there is a real drive for this across many parts of maritime. Companies are embracing the change and proactively reaching out to consultancy services to ensure they are ready. Stream Marine Technical has been working since 2017 to support the industry and ensure that the world’s first IGF Code seafarers are ready. We have included some unique learning styles that we introduced to our first trainees, who were very apprehensive – and in some cases, very reluctant or nervous about the prospect of having to manage these types of early adopted cryogenic fuels. This meant there was a need to first introduce the live fuel in a controlled environment to teach the

class the behaviours of the molecule. This enabled students to interact through crystallisation training and build their levels of confidence. Such a training method is, however, not suitable for all suggested new fuels.

Overall ecosystem of competency

As a company, we have seen an interesting change in that training is no longer seen as a one course fits all. Generic awareness is not appropriate with the new level of risk involved. We should look at it more as one element of the overall ecosystem of competency. Our clients want to see everything synchronised together with the safety management system and aligned with the onboard safety procedures.

Generic training is becoming redundant in this transition, with so many options to

support our industry: gas, methanol, ammonia, hydrogen, nuclear, fuel cells, and batteries. It is time for a new approach that will allow the world’s seafaring fleet the opportunity to learn in a way that suits such diversity in technologies as we move towards our ambitious decarbonisation targets.

There is a really promising opportunity as an entire industry to rethink how we approach this, and I see great work from around the world rising to the challenge, with business leaders, entrepreneurs, and academics in the human element having a voice

alongside great technologists. You only have to look at the work Strathclyde University in Glasgow is producing for future fuels on the human factors in safety, as well as leading industry safety bodies supporting regulation.

Many unanswered questions remain as to what technology solutions will be the future of shipping. For the next transition, it looks like there will be several options, so we must move away from our traditional training methods and refocus on what our seafarers will need to be part of a safe & successful transition. ‚

Since 2016, Stream Marine Technical has been at the forefront of training global pioneers in decarbonising the world fleet and preparing seafarers for the future of sustainable fuels. Train with us to acquire the expertise and guidance necessary for a successful career in a sustainable and greener maritime sector. Visit streammarinetechnical.com to learn more.

Photo: Canva

Less is more (and vice versa)

by Marek Błuś

Ever since the 21st century got in motion, predicting the shipbuilding output of the Baltic Sea region proved to be no rocket science. A single delivery from Meyer Turku would account for at least half of the gross tonnage (GT) figure. Like the universe, this number only expanded in recent years: one cruiser from Turku made up 56% of the regional production in 2021, 60% in 2022, and thanks to the record-breaking Icon of the Seas – 75% last year. Putting together more tonnage, however, does not automatically translate to earning more money…

Such shares – if not higher! – will only be repeated in the coming years. Though maybe 2025 will add another shipyard to the Baltic mix, Meyer Wismar, should it complete the GT 210 thousand Disney Adventure (the unfinished hull of which was ‘adopted’ after the insolvency of MV Werften; however, Meyer Wismar is a special-purpose entity that will dissolve after delivering Disney Adventure). Bookings for the cruiser’s maiden voyage, starting on 15 December 2025 from Singapore, are already open. Also, next year brings the second quarter-millionaire Star of the Seas from Meyer Turku, probably followed year after year by four vessels of the same class (two already inked, two optional).

Finland, after the collapse of MV Werften, has no rivals in the region. Adding two ferries delivered by Rauma Marine Constructions (RMC) and two small cruisers from Helsinki Shipyard, the country’s output totted up to 79% of the 2022 Baltic production, 78% in 2023, and 75% in 2024 (the last granted that the Russian nuclear icebreaker Yakutiya joins the active fleet this year; she started sea trials on 2 December like her sister Ural two years ago).

Baltic

Alas, all that glitters is not gold (even if it literally sparkles like the Icon of the Seas!). Whereas Meyer Turku did deliver the largest ever passenger ship in 2023, it also suffered a loss of €104 million (turnover grew by 10.6% year-on-year to €1.43 billion, but losses did too – by 565% yoy). RMC didn’t release its 2023 results, but data for two earlier years shows heavy losses: in 2021, they amounted to €58m (€154m turnover) and in 2022, to €30m (€144m).

The latter cites the pandemic, rising financial costs, but, most importantly, the spike in material prices, especially of steel; that last factor alone halted block construction for a few months in mid-2022. “Each prototype ship brings significant product development costs,” Tim Meyer, CEO of Meyer Turku, added to the list, while Karstensens also brought up the delays in equipment deliveries from external suppliers. Having mentioned the Danish shipbuilder, Karstensens seems to be the only large yard still making money on civilian production (although its results dropped by 95% between 2021 and 2023). Finally, RMC is turning to warships for the Finnish Navy.

At the same time, the Polish Remontowa Shipbuilding is concentrating on minehunters and signal intelligence vessels for Poland’s naval forces. Large delays in stateowned Russian yards, increased by sanctions, scrap the question of their profits from the agenda altogether.

Looking into the future, Karstensens, Meyer Turku, RMC, and both yards of the Remontowa Group all have books filled with orders for civilian and military customers. Meyer, besides ‘routine’ cruisers, will deliver two patrol vessels for the Finnish Boarder Guard (their hulls are assembled in Poland by Baltic Operator, a new brand name for the former Gdańsk Shipyard). Remontowa Shiprepair is dealing with three ro-paxes for Polish owners, and Remontowa Shipbuilding has a double-ended ferry for Norway on its slipway. Helsinki Shipyard (known earlier as Arctech) has a new owner as of end-2023: Chantier Davie Canada Inc. The new-old company has hired more people, especially in its design department, but we still haven’t heard of any orders. Then again, the Canadian takeover has strong political backing from the governments of Canada,

Tab. 1. Vessels GT 100 and above built by Baltic shipyards in 2022

Name Flag GT Shipyard

Carnival Celebration Panama 183,521 Meyer Turku

MyStar Estonia 50,629 RMC

Ural Russia 28,494 Baltic

SH Vega Panama 10,617 Helsinki

Severniy Polus Russia 9,843 Admiralty

Kapitan Vdovichenko 9,055

Christian í Grótinum Faroe Islands 4,985

Astrid Denmark 4,697

Artemis UK 3,215

Karstensens

Altera Finland 1,399 Crist

Carmona Sweden 1,197 Ö-Varvet

Myggenes Denmark 600

Monsun Norway 498

Karstensens

Tab. 2. Vessels GT 100 and above built by Baltic shipyards in 2023

Name Flag GT Shipyard Type

Icon of the Seas Bahamas 248,663 Meyer Turku Pax (cruise)

Tennor Ocean Malta 32,884 FSG-Nobiskrug Ro-ro

SH Diana Liberia 12,255 Helsinki Pax (cruise)

Mekhanik Sizov 9,055

Altaire UK 3,863 Karstensens

Dmitry Kozharskiy Russia 3,786 Vyborg

Christina S UK 3,559 Karstensens1

Gandvik-1 Russia 2,205 Severnaya

Mekhanik Maslak Russia 9,055 Admiralty Fishing

Gollenes Norway 2,126 Karstensens

Sille Marie 2,126

Ginneton Sweden 1,826

Kapitan Aleksandrov Russia 1,588 Onego

Murena Poland 479

Techno Marine

Strażak-28 368 Remontowa

Fairplay-37 325 Safe

Fox Energy Norway 307 Progreen

Gintaras Zagunis Lithuania 102 Baltic Workboats

Total 309,852

Tab. 3. Vessels GT 100 and above built by Baltic shipyards till early December 2024

Name Flag GT Shipyard Type

Mein Schiff 7 Malta 112,982 Meyer Turku Pax (cruise) Spirit of Tasmania IV Australia 47,994 RMC Ro-pax

Yakutiya Russia 28,476 Baltic Icebreaker

Kapitan Martynov 9,055 Admiralty

Finnur Fridi Faroe Islands 4,229

Hákon Iceland 3,178

Herøyhav Norway 3,150

Havsnurp 2,520

Karstensens1

Kapitan Egorov Russia 1,572 Onego

Fishing

Ursa Poland 1,195 Tyovene Dredger

Polarbris Norway 878 Karstensens2 Fishing

Elise Sweden 149 Faaborg Pax (ferry)

Total 215,378

1 Last hull built by Karstensens’ Gdynia facility

2 First hull built by Karstensens’ new facility in Gdańsk

Stødig Norway 752 Karstensens

Fox Power 307 Progreen Service

Kontroler-31 Poland 153 Euro-Industry Patrol

Kontroler-35 153

Geologen Norway 106 Kewatec Research

Total 334,462

1 Last hull built by Karstensens’ Gdynia facility

Tab. 4. Cruise ships GT 100 thousand and above built by European shipyards in 2022

Name GT Shipyard Owner/operator

Wonder of the Seas 235,600 Chantiers de l’Atlantique

MSC World Europa 215,864

Arvia 185,581 Meyer Werft

Carnival Celebration 183,521 Meyer Turku

Royal Caribbean Cruises

MSC Cruise

Carnival Cruise Line

MSC Cruise

Discovery Princess 145,281

MSC Seascape 170,412 Fincantieri (Monfalcone)

Disney Wish 144,256 Meyer Werft

Princess Cruises

Magical Cruise

Norwegian Prima 143,535 Fincantieri (Marghera) Norwegian Cruise Line

Celebrity Beyond 141,420 Chantiers de l’Atlantique Celebrity Cruises

Resilient Lady 108,232 Fincantieri (Genua) Virgin Voyages

Total 1,673,702

Icon of the Seas; photo: Royal Caribbean SH Diana; photo: Swan Hellenic

Tab. 5. Cruise ships GT 100 thousand and above built by European shipyards in 2023

Tab. 7. European shipbuilding countries’ performance in 2020-2021 (thousand gross tonnage)1, 2

1 Except those listed in Tab. 6

2 Statistic based on location of contracting/outfitting shipyards

3 Shipyards in the European part of the country only

4 Includes positions 6-9 from Tab. 6

Finland, and the US within the Icebreaker Collaboration Effort – ICE Pact. We might very well be surprised by the size and quality of upcoming orders!

The last active Baltic shipyard worthy of mentioning, Meyer Neptun, besides routine production of engine-room modules for the mother company, has contracted a seagoing research ship and 10 river cruise vessels. The future of the last German Baltic shipyard present in our tables (though not without a pause now & then) is highly uncertain. Flensburger

Schiffbau-Gesellschaft (FSG), since 2021 flying the FSG-Nobiskrug banner, is torn by conflicts with the local government, trade unions, banks, etc. The yard’s order book is, in all likelihood, empty.

Europe

What’s happening in the Baltic isn’t some peculiarity. The share of cruisebuilds in the European market was 68% in 2020, 70% in 2021, 79% in 2022, and 80% last year. But the growth is sometimes the result of overall decline. Years 2021

and 2023 saw similar outputs, GT 1.33m vs 1.31m, yet a 10 percentage point difference in the latter’s cruise favour.

The year 2022 brought the highest cruiser output in history: GT 1,821k. Besides the ships listed in Table 4, five vessels below GT 100k were introduced, two from Fincantieri and one apiece from Helsinki, Vard (part of the Fincantieri Group), and the Portuguese West Sea.

The same year also saw the delivery of two ro-paxes as well as Blue from Lürssen (with GT 14,785, probably the world’s

Spirit of Tasmania IV; photo: RMC

Altera; photo: FinFerries

Ginneton; photo: Karstensens

Gollens; photo: Karstensens

largest super-yacht back then). Regarding the ferries, the Italian Visentini delivered A Galeotta (GT 38,282), and Fosen Yard outfitted the hull of the former Hornfleur (GT 43,130; made by the bankrupt FSG; the vessel operates as Rusavir as of 2023).

According to the SOLAS Convention classification (a ship is a pax one if it carries over 12 passengers) and adding smaller vessels like ferries, catamarans, etc., the 2024 passenger tonnage amounts to GT 1,950k, constituting a record 86.4% of the European production. Is it good news? It would be if the passenger sector, both its shipping and shipbuilding parts, hadn’t been so vulnerable to global turbulences. And we wouldn’t bet that we won’t see more of them, even more severe than the pandemic. ‚

Carnival Celebration; photo: Meyer Turku

Christian í Grótinum; photo: Christian í Grótinum

Tennor Ocean; photo: FSG

MyStar; photo: Tallink Grupp

Celebrating the Liebherr mobile harbour crane

Half a century of excellence

by Fitzwilliam Scott

The LGM 1130, introduced in 1974, was Liebherr’s first mobile harbour crane. Over the decades, the company has continuously adapted to market demands, introducing innovative models, such as the LHM 250 in 1996 and the LHM 550 in 2010. The all-electric LPS 420 E from 2019 and the new LHM series released in 2022 reflect Liebherr’s commitment to sustainability and forward-looking technologies.

Progress comes through the times as well as new lessons gained from experience and customer feedback. Liebherr has developed its flagship mobile harbour crane over five decades of changing industry demands, standards, and trends. Upgrades over the years have ultimately served to accommodate larger and heavier cargoes while maintaining high standards in performance and reliability. This has included updates to the crane’s tower and boom as well as to undercarriage modifications. In recent years, allelectric cranes optimised for energy efficiency and sustainability have come to the forefront, while the newest LHM series focuses on advanced electronics and sensor technology for future automation.

Commitment to innovation & quality

The legacy and evolution of the Liebherr mobile harbour crane couldn’t be better illustrated than with the LGM 1130. Mobile harbour cranes in those times were often used as a backup for ship-to-shore (STS) container cranes positioned under the quay gantry itself. This was made possible through a folding-tower design that allowed the LGM to wrap its boom, drive underneath the container crane, and erect itself again to support the STS. The LGM was introduced during a period when containerisation was becoming increasingly dominant, with global trade routes nothing but expanding.

Mobile harbour cranes are renowned for their flexibility and versatility. Over time, this trait was only reinforced. Capable of serving various applications, such as dry bulk & container handling, plus heavy goods transport, these cranes needed to offer more efficiency compared to other port equipment. The rubber-tyred undercarriage provides excellent load distribution, which not only eliminates the need for extensive quay preparation but also allows for an easy transition to new projects or seaports.

With the introduction of the LHM 250, new benchmarks for efficiency and innovation were set. This crane featured an X-shaped undercarriage and individually steerable wheel sets, improving manoeuvrability in increasingly narrow port environments. The LHM 250 was also the first Liebherr mobile harbour crane to incorporate telemetry, enabling remote monitoring and data transmission. This innovation was crucial as the industry demanded greater efficiency and larger cranes to handle the growing size and capacity of container ships.

The LHM 500, launched in 2002, continued this legacy with its robust design and increased focus on environmental sustainability. The crane’s tubular tower and 4-chord boom were designed to enhance steelwork reliability, extending the crane’s lifecycle and reducing its environmental impact. In 2010, innovation saw a shift towards integrating digital technologies and automation in port operations, with the LHM 550 incorporating advanced telemetry and other features.

Enhancing technical capabilities is just one aspect of improving logistical operations; maximising limited space is another, and portal crane solutions excel in this area. Liebherr’s LPS cranes have been pivotal in port operations for decades. Their railmounted configurations and space-saving portal undercarriage, combined with versatile mobile harbour crane technology, ensure efficient cargo handling in tight locations. The LPS series, including models like the purely electric LPS 420 E, embodies innovation and practicality, handling containers, dry bulk goods, and heavy lifts (up to 308 tonnes with the LPS 800).

“Over the years, Liebherr has continuously adapted to market demands, introducing groundbreaking models that have had an impact on port operations,” underscores Sebastian Simon, Product Manager of Port Equipment at Liebherr Rostock. “Our commitment to innovation and

quality has made us a trusted partner in the maritime industry.”

Solutions that help optimise logistics

The assistance systems that launched soon after the LHM 550 came to market helped to strengthen the logistical capabilities of mobile harbour cranes.

SmartGrip, which saw the light of day in 2014, is an intelligent system that optimises grab-filling rates through self-learning. It offers higher performance and nearly eliminates overloads. Analyses showed that only 70% of the grab capacity was typically used due to factors like suboptimal angles and varying material densities. SmartGrip adjusts automatically, recognising bulk density, compression, granularity, and conditions like depth of impression and grab type. It optimises filling to maximum capacity within seven cycles, ensuring the rate exceeds 70% already from the second one.

The need to handle larger and heavier goods led to a modification in mobile harbour crane performance. To accommodate heavy-lift project cargo, particularly from the wind industry, two LHMs must work together. Sycratronic was developed and released in 2004 to maximise performance and turnover by improving the safety and efficiency of tandem operations. It connects two cranes via a controller area network (CAN bus), allowing their programmable logic controllers to communicate and synchronise movements. This enables the leading crane to provide input on the slewing angle, hoisting height, and load weight to the following crane, which then adjusts automatically. With advanced algorithms and safety systems, Sycratronic allows full utilisation of the cranes’ load capacity, overcoming the typical 75% restriction in tandem lifts. It also enhances safety by monitoring and correcting shifts in the load’s centre of gravity and eliminates communication errors between crane operators, thus reducing the risk of accidents.

Hybrid technology is playing a crucial role in modernising port logistics by making operations more efficient and environmentally friendly. Liebherr’s Pactronic system, released in 2010, is a successful example of this innovation for mobile harbour cranes. It uses a special device that combines gas and hydraulic fluid to store and release energy when needed. This clever setup boosts hoisting speeds without requiring a bigger diesel engine, which means less pollution and better performance. The Pactronic system is also known for its quick charging, long lifespan, and recyclability, making it a smart and sustainable choice for the future of port logistics. What is also crucial is that it has a significantly higher energy capacity than conventionally used electrical energy storage devices (like highperformance capacitors).

Going all-electric for more sustainable port logistics

One of the standout developments in port logistics over the past decade is the increasing demand for a more sustainable infrastructure.

In 2019, the LPS 420 E marked a significant milestone as Liebherr’s first all-electric portal crane. It features permanently excited

synchronous motors, significantly reducing energy consumption, especially during idling times. All crane movements – like luffing, hoisting, slewing, and travelling –are done by electric motors, with no hydraulics required. The LPS 420 E was designed for high-efficiency bulk and container operations, reflecting the industry’s increasing focus on reducing its carbon footprint.

But, it was not the first innovation for electric drives. For more than a quarter century now, Liebherr mobile harbour cranes do not emit any CO2 during operation when their electric prime movers are in operation – according to the scope 1 greenhouse gas protocol (and provided that the port has the corresponding infrastructure for it).

The new LHM series, released in 2022, represents the future of crane technology with its advanced automation capabilities. This crane is ready for supervised work cycle automation, preparing ports for the future of data-driven logistics and renewable infrastructure.

Innovations that guide the future

As the maritime industry continues to evolve, Liebherr remains committed to leading the way in innovation and sustainability. The company’s focus on data-driven

logistics, coupled with helping to build out a more renewable port logistics infrastructure through its product innovations, ensures that its cranes are future-fit.

Liebherr’s vision for the future includes more data-driven logistics, which will improve the operations of maritime crane fleets through mastery over data access and optimisation. The company also anticipates a significant growth in renewable infrastructure at ports, aiming to reduce local emissions and source more renewable energy. The company’s mobile harbour cranes are already prepared for these trends, characterised by low noise, high precision & speed, and reduced operational expenses.

The extensive sales and service network of Liebherr guarantees that customers receive the support they need wherever they are in the world. This commitment to innovation and customer satisfaction drives everything Liebherr does, ensuring that its mobile harbour cranes continue to set the standard for the industry.

“The goals for the next half-century are clear: continuous technical enhancements of the cranes, swift adaptation to new developments, and maintaining the agility of a family-owned business with short decision-making pathways,” remarks Andreas Ritschel, General Manager of Sales for Mobile Harbour Cranes at Liebherr Rostock. With a legacy of excellence and a vision for the future, Liebherr’s mobile harbour cranes will continue to set the standard for the industry. That’s why Ritschel adds, “Reliability remains a cornerstone, both in the products and the service expansion. With a steadfast presence for 75 years and 50 years of experience and innovation in mobile harbour cranes, Liebherr is poised to remain an industry leader for the next half a century.” ‚

Baltic Ports for Climate Conference 2024 – compete less, cooperate more!

by Monika Rogo, Communication Manager, BPO

Offshore wind development, alternative fuels, decarbonisation, and the changing role of seaports amidst the new industrial transformation and green energy transition were the key topics discussed during the second edition of the Baltic Ports for Climate Conference, held this year on 29-30 October in Tallinn.

Ugis Zanders (Council of the Baltic Sea States) kicked off Session I, underlining in his keynote speech that ports aren’t isolated islands. Rather, they form an indispensable part of a wider ecosystem, especially its energy element, as 40% of cargoes going over quays are (still) liquid & solid fuels. Ole Angell and Giulia Sforzi (HR Wallingford) spoke about the demands and challenges of offshore wind development. What is crucial for the industry’s success, in their view, is that developers, authorities/regulators, investors, and parties from across the supply & logistics chain (including ports) need to work hand-in-hand and across borders.

In the Role of ports as hubs for new energy carriers in context of actual demand and eventual reduction of fossil fuel handling discussion panel, Katarzyna Gruszecka-Spychała (Port of Gdynia) stressed the importance of incorporating social considerations in the business of moving things & people, among others, the preferences of young(er) generations entering the goods & services market (such as their inclination to choose green over ‘traditional’ products, even if the price of the former is higher). Rene Pärt (Port of Tallinn) shared his port’s current top priority tasks: electrification, alternative fuels, and digitalisation. The debaters put great emphasis on cooperation, including in bringing to life those Green Shipping Corridors, as well as on education regarding climate change, including the many

a risk, challenge, and adaptation it will bring about. Kamil Jagodziński (Race For The Baltic) presented the Swedish NGO’s new catalogue on implementing environmental protection rules, particularly in ports’ codes of conduct.

Session II went under the patronage of Bellona Europa, the conference’s Substantive Partner. The organisation’s Janis Volberts presented the FedEx-backed Ports2Decarb, a project that aims to maximise the role of European sea- and river ports in building the infrastructure needed to support industrial decarbonisation. Ole Rom Andersen (Greenport North) talked about the carbon capture & storage import/export hub to be erected in the Port of Hirtshals, a crucial element of the Danish seaport and Denmark’s overall future blue economy.

The second discussion panel, The role of ports as carbon capture and storage (CCS) hubs in decarbonising heavy industry, saw Steen H. Hintze (Greenport North) presenting his organisation’s take on addressing current & future challenges, namely by researching and trying out new solutions instead of waiting to see what the changing fortunes of time will throw at you. Staffan Forsell (Ports of Stockholm) stressed that risks don’t have to be faced alone; likewise, opportunities can be grasped together for greater & wider benefit. Evita Gosa (SCHWENK Latvia) and Erika Laajalahti (The Bioenergy Association of Finland) focused on the urgent need to

lower everybody’s carbon footprint – on a truly industrial scale.

Kaj Portin (Wärtsilä) took that theme into Session III, admitting that decarbonising the marine sector is urgent and requires a wide range of measures. As a manufacturer of ship engines (including dual/multi-fuel, also for future fuels), his company sees flexibility at the core of helping the shipping industry in its transition to low-/zero-carbon operations. Jan Schubert (Avenir LNG) underscored that most alternative fuels are still ‘tomorrow’s news,’ while liquefied natural gas and its bio version are available already today and at competitive prices. He also said that the shift towards the latter has become a growing trend in bunkering. The closing debate, Alternative fuels and how they stack up against each other when planning new fleet investments, witnessed Portin raising the issue of the high prices of future bunkers, hence the need for financial/regulatory support from the EU to level out the playing field against fossil fuels. Schubert added costs are one (important) thing, safety procedures are another (also highly important) – though these are also still a thing of tomorrow. Andrus Vaher (Tallink Grupp) shared the shipping’s perspective, namely that the topic of alternative fuels is still very much ‘fresh,’ i.e., burdened by many risks and uncertainties. In his opinion, the industry needs a helping hand from, among others, politicians and regulators to see more clearly what’s on the horizon. ‚

Photos: Ardo Kaljuvee

Impact of the war in Ukraine on the Baltic port market

by Monika Rozmarynowska-Mrozek, Head of Consulting, Actia Forum

Towards end-September 2024, the Baltic Ports Organization published its latest report (prepared by Actia Forum) on the topic in question. By analysing current trends and gathering insights from key stakeholders, this publication aims to provide a comprehensive overview of how the Russian aggression against Ukraine has affected and reshaped the role of Baltic ports in both regional and global contexts. It also seeks to identify potential opportunities and challenges that lie ahead, ensuring that policymakers, industry leaders, and other interested parties are well-informed to navigate this evolving landscape.

The ongoing war in Ukraine has farreaching implications beyond its borders, particularly affecting the geopolitical and economic landscape of Europe. Among the impacted are Baltic ports, which serve as crucial gateways for trade and maritime activities in the region. This report focuses on shifts in cargo flows, changes in trade dynamics and routes, and the broader implications for regional security and economic stability.

As the war disrupts established supply chains and prompts nations to reassess their reliance on Russian goods & services, Baltic ports have found themselves at a crossroads. The influx of displaced cargo, the need for alternative transportation routes, and the increasing importance of maritime security are just a few of the factors influencing the operations of Baltic ports.

The war in Ukraine has thus far had the greatest impact on the ports of the Southern and Southeastern Baltic. Noticeable changes were observed in handling energy raw materials: coal, oil, and gas. Russia used to be the leading supplier of these to the EU; after its attack on Ukraine, the EU imposed numerous energy- and transport-related sanctions on Russia, including the ban on importing coal, crude oil, petroleum products, and LPG from Russia. Concerned about their energy security, the Baltic countries increased imports of raw energy materials, which resulted in larger turnovers of these cargoes in some ports.

After Russia’s aggression, most of the largest container operators suspended their services to St. Petersburg. As such, this and other Russian ports in the Baltic Sea lost a lot of container traffic in 2022. The outbreak of

the war also had a noticeable impact on container volumes at the Port of Gdańsk, which used to take care of a significant transhipment volume to Russian ports.

Before Russia’s full-scale invasion, Ukrainian seaports played a crucial role in serving the country’s trade, e.g., by handling 75% of its foreign trade operations. Volume-wise, Ukrainian ports used to handle around 160 million tonnes per year before the war. In 2022 and 2023, that figure got axed by two-thirds.

Russia’s invasion also affected the cruise market. Cruise lines cancelled calls to St. Petersburg, replacing it with other Baltic or Norwegian destinations. Itineraries also saw the limitation of visits to Baltic ports in states bordering Russia (Finland and Estonia). Contact the BPO office to access the full report and its findings. ‚

Seeking (a revolutionary) change

by Satish Gutta, Director, ATAI

Ports have long served as the arteries of global commerce, facilitating the seamless transit of over 80% of goods worldwide. As international trade burgeons in complexity, the necessity for dynamic, high-performance logistics systems capable of handling escalating cargo volumes has never been more critical. At the core of this evolution lies containerized cargo operations, a cornerstone of port logistics that demands precision, speed, and scalability.

In today’s evolving logistics landscape, ports are critical to ensuring the seamless flow of goods. By integrating advanced technologies into existing brownfield operations, they are driving significant improvements in efficiency, throughput, and process optimization. These incremental advancements enhance visibility and accountability, enabling ports to adapt to the growing demands of global trade in an increasingly competitive environment.

The Inland Container Depot (ICD) stands as a cornerstone of India’s trade and logistics network. As the country’s largest dry port and a flagship facility in the region, it serves as a crucial multimodal link, connecting the extensive hinterlands of Northern and Western India to key gateway ports. However, operating a terminal of this scale requires more than just robust infrastructure; it demands the integration of advanced technological solutions to achieve operational excellence and efficiency.

This is where ATAI has redefined operational paradigms. Leveraging its pioneering suite of applied AI solutions, our company has transformed ICD into a model of efficiency, reducing dwell times, enhancing

safety, and addressing operational inefficiencies that once impeded its potential.

Operations before automation

The day at the terminal commenced with vehicles lining up at the gates, where drivers navigated a series of formalities that often proved time-intensive. Each driver was required to disembark repeatedly to fulfill approval procedures with a surveyor, an officer of the Central Industrial Security Force, and, in certain cases, a customs official. For vehicles carrying loaded containers, customs inspections involved verifying seals and documentation, adding further complexity. This process, while routine, was inherently protracted and often led to queues that disrupted the smooth flow of operations.

Once admitted, a vehicle’s path depended on its purpose. Containers depending on the need were either kept in the yard or proceeded to the warehouse for the stuffing or de-stuffing process. However, the warehouse presented its own set of challenges. Space allocation was largely unstructured, with vendors utilizing areas as required without precise oversight. This lack of systematic monitoring often resulted in goods

exceeding designated boundaries, leading to inefficiencies in space utilization and potential revenue losses. The yard posed an additional challenge. Identifying the exact location of containers relied heavily on basic documentation, requiring equipment operators to manually search through rows of containers.

This lack of precision extended operational timelines, placed an undue strain on heavy machinery, and introduced redundancies into the workflow. The rail yard, however, represented the most critical intersection of risk and inefficiency. The coexistence of heavy machinery and human intervention created a high-stakes environment where precision was paramount. Loading and unloading containers onto wagons required meticulous coordination, yet the process relied on manual assignments that were susceptible to delays and errors. The proximity of personnel to large equipment further amplified safety concerns, heightening the risk of severe incidents.

Across all facets of the operation – gates, warehouses, yards, and rail – the reliance on manual workflows limited efficiency and increased vulnerability to errors. Tracking container movements, ensuring

transparency, and maintaining safety standards were persistently challenging, often giving rise to disputes over damages or mismanaged cargo. This fragmented and laborintensive system consumed valuable time

and resources, leaving little room for optimization. Without integrated real-time data systems, operations often felt cumbersome and uncoordinated, limiting the terminal’s ability to achieve optimal performance.

Operations after ATAI

The transformation of operations at the ICD stands as a testament to the power of digitalization driven by artificial intelligence (AI). From the moment a container enters the terminal to its departure (ingress to egress points) via rail, ATAI’s innovative suite of solutions – ATGate, ATRail, ATYard, and ATWarehouse –have streamlined every stage of the process, delivering unprecedented levels of efficiency, transparency, and safety.

ATAI’s automated gate solutions, ATGate, have transformed the way vehicles enter and exit the terminal. Upon arrival, each vehicle passes through an automated boom barrier, ensuring a controlled and efficient flow. Video cameras and sensors then capture critical details, like container number, ISO code, license plate number, seals count, container damage status, and other important attributes. This automation ensures a swift, hassle-free process, eliminating the need for manual checks and reducing congestion at the gates. Additionally, the visual evidence and data captured at this stage provide a reliable reference for resolving disputes, increasing transparency and accountability across the board. Once inside, ATWarehouse transforms how goods are managed. Using advanced AI-driven systems, storage areas are allocated precisely, and any overuse of space by vendors is detected in real-time. This ensures fair billing and optimal utilization of warehouse

Photo: Canva

Photos: ATAI

capacity, eliminating the inefficiencies of manual monitoring. The solution also enables seamless cargo tracking, with real-time insights into dwell times and storage conditions. This precision has reduced warehouse operational time by 55%, improved transparency, and fostered smoother interactions between vendors and terminal operators.

ATYard brings intelligence to container movements. The solution leverages global navigation satellite system-enabled sensors and AI algorithms to track containers in real-time, eliminating the guesswork in locating specific units. Every container is assigned an optimal position, reducing unnecessary movements and saving valuable time. Another key feature of ATYard is its automated First In, First Out system. Traditionally, containers stacked on top were removed first for convenience, often delaying those that arrived earlier. ATYard ensures that containers are handled in the exact order they arrive, providing fairness to customers while maintaining operational efficiency. These improvements have optimized job assignments for heavy equipment, such as

cranes and stackers, minimizing delays and ensuring smoother workflows across the yard.

At the rail side, ATRail has revolutionized container loading and unloading. By automating wagon & container mapping, the solution ensures that boxes are accurately assigned to their designated wagons. Cameras at the rail portal capture the details of the wagons and containers, providing end-to-end visibility. The system’s intelligent job assignment capabilities have achieved a 40% reduction in rail turnaround times, enabling faster processing and lowering operational costs. Additionally, safety has improved markedly, as ATRail minimizes human interaction in high-risk areas, significantly reducing the potential for accidents.

The rollout of ATAI’s solutions at ICD has delivered outstanding results: 1.6x improvement in terminal throughput; 45% boost in revenue; 40% reduction in operational costs; and 60% reduction in emissions. ATAI’s solutions have not only optimized the terminal’s capacity but also aligned the its operations with global sustainability goals.

A proven path to success

The transformation of ICD through ATAI’s AI-driven solutions is a testament to the immense potential of technology in revolutionizing logistics. From seamless gate operations to efficient yard and warehouse management, ATAI has tackled long-standing inefficiencies, enhanced safety, and elevated transparency across every touchpoint of terminal operations.

ATAI’s vision goes beyond solving today’s challenges: it’s about creating smarter, more connected systems that align with the future needs of global trade. As the logistics industry continues to evolve, our company remains steadfast in its commitment to innovation, ensuring its customers lead the way in efficiency, reliability, and sustainability.

For organizations seeking to transform their operations and embrace cutting-edge technology, ATAI provides a proven path to success – one driven by intelligence, rooted in technology, and focused on delivering measurable results.

ATAI is an applied AI company driving digital transformation in the maritime, logistics, and supply chain industries. Focused on improvements in productivity, sustainability, and cost efficiency, ATAI offers end-to-end problem-solving solutions powered by AI algorithms and cutting-edge technologies. Head to atai.ai to learn more.

How data standardisation will change shipping

Maritime’s next great revolution

by Arnaud Dianoux, Founder & Managing Director, Opsealog

Data standardisation – the creation of consistent formats and definitions for digital information – promises to revolutionise the offshore marine industry, as the introduction of the shipping container did for global trade in the 1950s. Standardised data is more than a technical necessity; it is the foundation for modernising a traditionally fragmented industry. As regulatory and economic pressures mount, data standardisation emerges as a tool not only for compliance but also for achieving industry-wide excellence. Opsealog’s latest white paper, Creating Value from Data Standardisation , unpacks how this shift can unlock unparalleled opportunities in efficiency, environmental compliance, and strategic growth.

Modern maritime operations, particularly in the offshore sector, generate substantial amounts of data from diverse sources – up to 20 gigabytes per vessel per day from sensors, engines, noon reports, etc. However, for the majority of ships, this dataset largely remains confined to onboard systems, with only daily reports and other spreadsheet-based summaries being transmitted ashore. While real-time data sharing from sensors is currently limited to a few vessels, this capability is expected to expand significantly in the coming years.

Standardisation provides a common language for interpreting this vast data pool, ensuring accuracy and reliability. For example, when measuring speed, one nautical mile-per-hour (1.0 knot) is different from one ‘statute’ mile-per-hour, with 1.0m/h being about 15% faster than 1.0kn. If those units are confused, this could lead to significant cumulative errors in the data. As such, data standardisation is at its core about creating a shared frame of reference. Just as English became the international language of shipping to facilitate global collaboration, data standards can serve as the universal ‘tongue’ for digital communication across fleets, regions, and stakeholders.

Beyond (present & future) compliance

While regulatory requirements from bodies like the International Maritime Organization (IMO) and the EU are significant drivers of data standardisation, its

benefits reach far beyond meeting compliance mandates. Standardised data offers a host of strategic advantages that can transform maritime operations, enabling companies to optimise efficiency, enhance transparency, and align with sustainability goals.

One of the most immediate benefits is enhanced operational performance. With standardised data, operators can more effectively monitor key performance indicators, including fuel consumption, fleet capacity usage, engine efficiency, and emissions. Realtime tracking and analysis not only enable operators to optimise fleet utilisation but also reduce downtime, increase technology availability, and minimise the risk of marine logistics breaches. These capabilities allow for targeted interventions to address inefficiencies and measure their impact with precision.

Another critical advantage is the potential for predictive maintenance. By leveraging standardised datasets, operators can detect early warning signs of equipment failure, enabling them to address issues before they escalate. This proactive approach reduces downtime, extends asset lifespans, and boosts overall operational reliability –key factors in maintaining competitiveness in a demanding market.

Standardisation also brings improved transparency, particularly in commercial relationships. When shipowners and charterers operate within a common data framework, it becomes easier to objectively assess performance, ensure contract compliance, and resolve disputes. This level of clarity

fosters trust and efficiency in business transactions, reducing friction and enabling more collaborative partnerships.

Streamlined ESG reporting is another critical benefit as industry stakeholders increasingly demand accountability in environmental, social, and governance metrics. Standardised reporting simplifies the process of compiling and sharing ESG data, ensuring that information is presented consistently and reliably. As well as strengthening trust among stakeholders, it also enables industry players to consolidate data, share benchmarks – which can be done anonymously – and collectively progress towards shared sustainability goals.

The maritime industry is teeming with untapped data potential. From fuel monitoring to dynamic & global positioning systems, modern vessels are equipped with tools that can generate actionable insights. However, without standardisation, this data often fails to deliver its full value. For example, comparing fuel efficiency across a fleet requires consistent data formats. Standardisation ensures that data from various sources can be integrated and analysed cohesively, revealing insights that drive operational improvement.

Moreover, automation enabled by standardisation can reduce the burden on seafarers, who often spend significant time inputting data manually into various formats and systems. By automating data collection and reporting, crews can focus on operational tasks, improving efficiency while reducing errors.

The long-term benefits of data standardisation are thus immense. As fleets adopt multi-fuel capabilities and integrate clean technologies, operators will require increasingly granular data to assess performance and make informed decisions. Standardised data provides the foundation for evidencebased decision-making, enabling operators to identify inefficiencies, plan retrofits, and build next-generation vessels. Also, data standardisation prepares companies for future regulatory changes. By establishing robust data systems now, operators can adapt more quickly to emerging requirements, positioning themselves as leaders in a competitive market.

Laying the foundation – together

Encouragingly, the maritime sector is already taking meaningful steps towards embracing data standardisation, with industry groups leading the charge. These collaborative efforts demonstrate the sector’s recognition of standardisation’s transformative potential and highlight the progress being made in laying the foundation for a more efficient, transparent, and sustainable future.

The Smart Maritime Network has made significant strides by releasing Version 1.0 of the Standardised Vessel Dataset for Noon Reports . This initiative provides a standardised dictionary of names, units, and formats, simplifying data exchange and ensuring consistency across reporting systems. By establishing a shared framework, the Network is setting a benchmark for

improving data interoperability throughout the maritime industry.

Similarly, Energy LEAP, an initiative supported by majors the likes of Shell and TotalEnergies, has developed the Vessel Emissions Reporting Standard. This framework standardises data elements and reporting events for emissions tracking, aligning with IMO compliance requirements. By streamlining emissions data reporting, Energy LEAP is helping to address critical environmental challenges while simplifying regulatory adherence for operators.

The International Support Vessel Owners Association (ISOA) has also prioritised data standardisation as a core element of its agenda. Recognising its critical role in decarbonisation efforts, ISOA emphasises the importance of transparent performance reporting. Through initiatives like these, the Association is advocating for a standardised approach to data that enhances accountability while promoting environmental sustainability.

These examples reflect a growing consensus within the maritime industry that data standardisation is not just a regulatory necessity but a collaborative opportunity to drive efficiency, sustainability, and innovation. However, despite its promise, the road to widespread data standardisation is not without obstacles. An example of this is the

complexity of offshore operations, where vessels perform diverse and specialised tasks, which makes creating universal data standards particularly challenging. Additionally, concerns about data security and ownership may slow adoption. Overcoming these challenges requires strong data governance policies and a commitment to ensuring data security and confidentiality. Collaborative approaches, as demonstrated by the above industry initiatives, will be critical to aligning stakeholders and building trust.

To the revolutionaries go the rewards At Opsealog, we believe that data standardisation is not just a technical exercise – it is a revolution that will define the future of maritime operations, particularly within the offshore support vessel market. The findings of our latest research outline how this transformation can empower owners-operators to achieve greater efficiency, sustainability, and profitability.

The journey toward standardisation will require collaboration, innovation, and investment. But the rewards are clear: a smarter, more transparent, and more sustainable maritime industry. Those who embrace this change will not only comply with regulations but also unlock new opportunities for growth and leadership. ‚

Opsealog is a French company specialising in performance management for the energy and maritime industries. Regarding the latter, Opsealog guides maritime leaders in their digital transformation, offering no-hardware-needed solutions that add to flexibility and agility by making data actionable. Head to opsealog.com to discover more.

Photo: Canva

Beyond imagination

by Chad Van Derrick, VP of Software Product Management, Tideworks Technology

In early December 2024, Jack Ma, the Co-founder of the Alibaba Group, made a rare public appearance discussing how, over the next two decades, “AI will change everything.” According to The South China Morning Post , Ma stated that “from today’s perspective, the changes brought by artificial intelligence in the next 20 years will go beyond everyone’s imagination, as AI will bring a greater era.”

Such visions of artificial intelligence (AI) are becoming more commonplace from today’s executive suite, and certainly, many claim that the ongoing stock market bubble is, in fact, not a bubble but indicative of the potential value that AI will produce for companies across many industries. What, then, is the impact on marine terminals, and how can operators prepare now to reap this value and establish themselves as leaders in an AI future? Let’s start by dissecting these acronyms and how they apply to our industry.

AI, ML, and GenAI

Artificial intelligence is the broadest term, referring to any system or algorithm designed to mimic human intelligence. It encompasses tasks such as learning, reasoning, and problem-solving. AI includes rulebased systems, robotics, and more advanced techniques, like machine learning (ML) and generative AI (GenAI).

Machine learning is a subset of AI focused on developing algorithms that can identify patterns in data. ML is typically used for predictions, classifications, and decision-making tasks, relying on techniques like supervised or reinforcement learning for improvement. ML examples include spam filters, recommendation engines, and fraud detection (and yes, your last Netflix watch was probably recommended or influenced by ML). And those CAPTCHA systems that verify that you’re a human – like identifying buses, crosswalks, or traffic lights – often contribute to supervised learning, helping to train ML models for image recognition tasks.

Generative AI is a specialized subset of ML that focuses on creating new content that mimics existing data, such as text, images, music, or code. ChatGPT, Microsoft Copilot, and Google Gemini are all examples of the so-called large language models. GenAI excels in creative tasks, among others, generating images, writing

text and code, and producing synthetic data for training other models.

This is where GenAI can help

As you may have guessed, our industry has already begun adopting AI, from optical character recognition at the gate to automated rubber-tired gantries and terminal tractors, all of which leverage technologies such as AI, ML, and robotics to achieve their tasks.

So, does this AI-driven future result in fully automated terminals? Not necessarily. The goal should be to achieve greater efficiency and improve the ability to effectively manage uncertainty driven by factors, including climate change and geopolitical challenges.

This is where GenAI can help. Many think of it in terms of chatbots, and while terminal operating systems (TOS) will certainly incorporate these for support, other use cases could have a more meaningful impact. For instance, terminal

management could use GenAI to draft detailed operational or compliance reports by analyzing real-time data and summarizing terminal activities.

Taken a step further, GenAI could help complete or even create entire simulated datasets to train and test TOS algorithms, particularly when real-world data, like inventory, is incomplete or contains biases. To upskill staff in better managing uncertainty, GenAI could create training scenarios simulating various operational challenges, such as equipment breakdowns or weather disruptions.

Layering tomorrow’s TOS

But we’re just scratching the surface here. Let’s go up a level to ML and how it can analyze data patterns to improve operations. ML models could detect unusual container movements or patterns in gate transactions to flag potential security or operational issues. By analyzing historical data, ML could predict peak traffic times for gates or specific cargo types, allowing better resource planning. ML could even learn from past container movement patterns to improve routing for cranes and yard equipment, minimizing travel distances.

Leveraging these technologies and others, AI could automate and optimize decision-making processes across the terminal. AI algorithms could allocate container storage locations based on current yard utilization and vessel schedules, ensuring efficient stacking and retrieval. AI could evaluate scenarios, such as berth allocation, to suggest optimal strategies considering multiple constraints (e.g., vessel size, arrival time, and required machinery). AI-powered systems could predict when equipment might fail, enabling proactive repairs and minimizing downtime.

Tomorrow’s TOS could integrate all three technologies. AI could improve resource allocation and suggest real-time operational adjustments, ML could identify trends in container flow and optimize equipment usage, and GenAI could generate realistic simulation environments for training and testing ‘what-if’ scenarios. This layered approach ensures operational

efficiency, predictive insights, and creative problem-solving.

The unsung heroes of TOS innovation

So, where do we start? AI, including ML and GenAI, requires data – and a lot of it! Data platform solutions, like Tideworks’ Data Platform, collect and standardize data across the TOS suite in near realtime, ensuring data is accurate, timely, normalized, and ready for AI applications. Our solution also includes the Data Governance application, providing dataquality monitoring and stewardship tools that ensure data completeness and accuracy. For terminals, such platforms function as an enabler, preparing data to be fed into ML and GenAI systems that can produce insights that enhance the use of TOS tools, strengthening decision-making and operational outcomes.

When choosing a data platform for integration into TOS, terminals should consider several key factors to ensure the system accurately represents data for use across functions like GenAI. First, near real-time data movement: merge widely used open-source tools and industrystandard architecture for near real-time data movement. Second, visibility and transparency: allow terminals to present easy-to-understand findings to business stakeholders through a robust data catalog. Third, security: isolate each customer’s data – and the type of it (e.g., isolate financial data, ensuring data and intellectual property protection). Fourth, efficient yet flexible data management: provide available, trustworthy data and fast development.

Implementing the right building blocks

Before selecting any sort of AI solution, it’s important to define the issue you want to solve. If it’s a matter of automating and improving operational precision, your TOS provider should help direct AI efforts toward high-impact applications with clear return-on-investment potential. An AI vendor should be able to take your terminal’s historical data and provide a simulation of the amount of savings

they could affect. Visibility to savings helps determine if proceeding is financially viable and worth the investment.

Starting with small pilot projects is a pragmatic approach to test AI’s potential for TOS while minimizing risk. Such trials also help to gain buy-in and adoption of your staff, a critical necessity for any optimization project to succeed. TOS providers will likely focus on limited-scope proofs of concept, which can help terminals validate the technical solution and its impact on key performance indicators, such as productivity and safety. These pilot projects help build confidence in future ML and GenAI usage, allowing for gradual, evidence-based scaling within TOS.

Adopting ML and GenAI into TOS doesn’t require a complete overhaul; it’s about implementing the right building blocks. Leading tech companies have adopted a similar approach, creating foundational GenAI tools that allow businesses to build their own custom applications rather than relying on off-the-shelf solutions.

At Tideworks, we take a core-andextend approach by utilizing a core TOS and extending it with enhancements like ML and GenAI. Adopting a modular AI foundation empowers terminals to work with solutions that address their specific needs. This modular approach also provides future flexibility as the terminal operator’s needs change. Lastly, modular approaches also help with adoption among terminal personnel.

Where all thrive

Integrating AI, ML, and GenAI into terminal operations presents significant opportunities, but success depends on a strong foundation of timely data and robust data tools. Implementing a platform that collects, standardizes, and governs data creates an environment where ML, GenAI, and TOS all thrive, enhancing decision-making, efficiency, and operational excellence.

With careful planning, clear objectives, integration of data tools, and workforce engagement, terminals can leverage GenAI’s transformative potential in a smart and fiscally responsible manner. ‚

Chad joined Tideworks Technology with over 20 years of experience delivering innovative large-scale products and services to markets across a range of industries. Heading Tideworks’ Product Management organization, Chad is responsible for injecting innovation, continuous improvement, and increased stability across the company’s product suite. Chad was named Most Innovative Technology Consultant in the United States by Wealth and Finance International. As an executive, entrepreneur, author, and speaker, Chad has had a cross-industry impact on businesses through cutting-edge tech and critical foresight. Prior to joining Tideworks, Chad was Vice President at SAP, where he led their Universal ID offering as part of the company’s Customer Data Cloud product and directed data management products and services supporting the migration to SAP S/4HANA ERP.

Exploring lessons from nature to develop sustainable products

Smooth sailing

by Kazuaki Masuda, Corporate Officer, Technical Division Director, Nippon Paint Marine

Since the earliest days of ocean transport, microorganisms, plants, algae, and animals attached to vessel hulls have been a (literal) drag on the maritime industry. Biofouling has a significant effect on operational performance, not only slowing ships down but impacting manoeuvrability and significantly reducing energy efficiency. Biofouling has been found to reduce vessel speed by up to 10%. Without dealing with it, maintaining speed can require as much as a 40% rise in fuel consumption, increasing operational costs and hindering efforts at regulatory compliance.

Historically, the response of the shipping industry to this challenge was to coat vessel hulls with compounds which were toxic to sea life but reduced the build-up of plants, algae, and other organisms. Lead, mercury, and arsenic were eluted into the ocean to prevent the build-up of organic matter on vessel bottoms. Due to the negative impact that the use of such coatings had on non-target organisms, they have, with the support of coatings manufacturers, been banned.

While preventing the destruction of marine life in our oceans is a positive outcome of the declining use of highly toxic compounds, if shipping cannot solve the challenges of decarbonisation linked to emissions from high energy consumption, the life in our seas and oceans will nonetheless remain under threat. Coatings that restrict biofouling and reduce friction between the hull and the seawater are a proven means of significantly reducing fuel consumption by preventing speed loss. Such hull coatings offer an immediately accessible and sustainable solution for managing energy efficiency and cutting carbon emissions.

The ‘secrets’

At Nippon Paint Marine, we have turned to the natural world for inspiration. For

more than 140 years, we have pursued ongoing product innovation to help our customers in the maritime industry meet the evolving needs and challenges they face. Today, the R&D programme at our company helps shipowners push forward their decarbonisation efforts while protecting the marine environment and ocean ecology.

Since 2001, Nippon Paint Marine has followed the principles of biomimicry in its innovation efforts. It is a research methodology that attempts to develop innovative and sustainable technologies by copying strategies and solutions found in nature. What works ‘naturally’ has been tested by time, and by understanding the ‘secrets’ of these solutions, we can work to replicate them and develop new technologies to solve human challenges.

Hydrogels are a key example of technology developed through the study of biomimicry. Nippon Paint Marine has incorporated hydrogel technology into our hull coatings in an attempt to smooth water flow around the hull and reduce hull-towater friction. The hydrogel developed by our R&D experts – HydroSmoothXT™ –is a polymer network that holds water. By reducing frictional resistance and lowering drag, this hydrogel improves energy efficiency, reduces fuel consumption, and helps to cut emissions significantly.

Hydrogels are known to exist on the body surfaces of many marine organisms and have been credited with contributing to the high swimming speeds that certain marine animals can achieve. By studying such natural phenomena and taking a scientific approach to reproducing their natural characteristics in our products, the R&D team aimed to create technologies that could provide innovative solutions to the issues our customers faced.

Tuna-efficient

Across its biomimetics programme, Nippon Paint Marine researchers have sought out partnerships with experts to inform their research efforts to better understand these natural phenomena. The programme looked at the best ways to develop subsequent technology, commercialise it, and identify which industrial patents would be required. In developing a hydrogel to reduce friction, the research team looked at two supremely fast marine animals: tuna fish and dolphins.

The former can swim at speeds reaching 100 kilometres per hour. They have physiological adaptations to support such high speeds, including body shape, elevated internal temperatures, and a high-performance muscle system. But they also have hydrodynamic systems, special substances on the

surface of their bodies, that reduce friction & drag and aid faster swimming speeds.

Nippon’s R&D team focused on the thick mucous membrane that tuna have, which secretes viscous substances with a high affinity for water, a process often argued to support lower resistance. We persisted with research to imitate this natural phenomenon and design a hydrogel that could be included in our paints. The theory was that this would create a hull coating that ‘trapped’ a layer of seawater in a surface boundary membrane, which would deliver more controlled turbulence generation on a vessel’s hull and reduce friction.

Over a five-year programme, Nippon Paint Marine scientists worked with colleagues at Osaka University to develop the hydrogel as a practical application. Investigating the relationships between surface roughness and fluid dynamics, understanding the chemical properties of hydrogel materials, and designing them into hull coating formulations. Having delivered a product that would reproduce the effects observed in nature, the team developed an industrial process for Nippon Paint Marine’s unique water trapping technology, HydroSmoothXT™, which has featured in our LF-SEA, A-LF-SEA, and FASTAR coating lines for over 15 years and applied to more than 5,000 vessels. Crucially, in trials, we have been able to identify fuel and emission savings of up

to 14% for ships using these coatings compared with conventional technology.

Breaking new ground

Nippon Paint Marine’s commitment to constantly innovating our product line to meet clients’ evolving needs is a core pillar of our business. To adapt to the increasingly challenging operational environment, the

maritime industry needs to embrace new and innovative solutions that support continued commercial competitiveness.

Biomimetics represents one such means by which Nippon Paint Marine has broken new ground in hull coating performance, enabling our customers to operate more sustainably and reduce their impact on the marine environment. ‚

Nippon Paint Marine offers innovative marine coating solutions that are biocide-free, self-polishing, and nanotechnology-based. The company’s antifouling and other systems have been applied to over 40,000 vessels, from tankers and container ships to cruise liners and yachts. Nippon Paint Marine also supports customers throughout the lifetime of their asset, providing technical, training, and ongoing monitoring services to ensure its continued integrity and performance. Visit nipponpaint-marine.com to learn more.

Photos: Nippon Paint Marine

Assessing the viability of nuclear power systems in ship, port and fuel production applications

Potential disruptor

by Jin Wang, Director of Technology, ABS

Nuclear power has the potential to make a transformational impact on carbon emission reduction across the electricity, industrial and transportation sectors. Its ability to provide clean alternative power generation options in shipping has already attracted attention, and the journey to cleaner maritime energy is gaining momentum. ABS believes that nuclear energy’s potential can be viewed as two stories: nuclear for ships and nuclear for future fuels.

Nuclear power for ships holds out the prospect of using advanced small modular reactors (SMRs) as propulsion, while nuclear for future fuels includes scenarios where SMRs are positioned near shore to produce power for ports and support the production of alternative fuels.

From the perspective of achieving the International Maritime Organization’s 2050 net-zero ambitions, it would be a mistake to ignore nuclear as a part of the fuel mix. However, progress will not happen without regulations that provide a foundational basis for how nuclear-powered systems in the maritime sector could look.

Nuclear energy has the potential to be a disruptor for the maritime sector. Enabling it to be successfully and safely integrated into the shipping industry requires a new kind of collaboration. Developing the technology that could power merchant vessels, provide shore power and generate clean fuels means bringing together players in marine and offshore design with builders of nuclear systems to fill knowledge gaps and exchange ideas. ABS is playing a leading role in helping government and industry work towards the adoption of advanced nuclear technology in commercial maritime, including key research with the U.S. Department of Energy (DOE) and multiple New Technology Qualification and Approval-in-Principal projects with industry.

Both marine and offshore sectors represent high potential demand, sharing as they do an increased focus on clean energy usage. The offshore market exhibits immediate demand due to the power requirement created by ports and other industrial users.

ABS unveiled the industry’s first comprehensive rules for floating nuclear power plants at a forum for nuclear industry leaders held jointly with Idaho National Laboratory. The event saw presentations on

the latest reactor technologies from leading companies and the publication of a detailed study from ABS and Herbert Engineering Corporation (HEC) modeling the design, operation and emissions of a floating nuclear power plant. The  ABS Requirements for Nuclear Power Systems for Marine and Offshore Applications provide the first classification notation for nuclear power service assets, such as floating nuclear power plants or nuclear-powered floating production, offloading and storage units. Uniquely, the requirements are agnostic to specific reactor technologies and propose a framework for nuclear regulators to collaborate with flag administrations and ABS for complete regulatory oversight and license.

Feasibility study for a floating power barge

ABS believes that nuclear energy’s potential in the maritime domain is much more than a reactor on a ship. Instead, nuclear energy can link demand across the electricity, industrial and transportation sectors to optimize energy generation and support decarbonization of shipping and industry.

With advances in nuclear engineering and the development of many types of advanced nuclear reactors come opportunities to implement the technology for floating nuclear power plant applications. Besides net-zero emission electricity created by a small modular plant, the power barge concept could be extended towards the production of alternative fuels, like pink hydrogen and pink ammonia, for consumption by on- and offshore facilities.

In a joint study, ABS and HEC designed the Navigator platform, with supply to the shore grid in mind, to increase the available power to support maritime decarbonization in port. This study reviewed existing ports fitted with onshore power supply in the US and the typical energy consumption

from large ships such as cruise vessels. With these parameters in mind, a platform supplying a maximum of 70MWe to the port’s electric grid was considered sufficient to meet the needs of up to six visiting cruisers at once. The ability to deliver the floating platform to its site location and connect to the local grid from the pier can ease many landside challenges of increasing available power for port operations.

The modular reactor philosophy can successfully be carried over to the floating platform design with significant advantages in terms of safety and cost. Furthermore, the modularity concept allows the power output to be reasonably flexible in adapting to the cold-ironing needs of large ports. Refueling cycles of approximately five years allow the design to be compact and simple, with no need for fuel or high-level radioactive waste to be handled on board.

To conceptualize the possible design, the design team invited a reputable small reactor designer to provide information regarding the use of their reactor design for the floating nuclear power plant. This reactor design has been supported by DOE’s Advanced Reactor Demonstration Program to demonstrate the commercial viability of SMRs.

That said, the main conclusion of this study is that the maturity of advanced nuclear technologies that may be implemented for a floating platform is currently low. Therefore, the level of detail provided in the study is limited to engineering information available from the design of terrestrial applications for engineering postulation and recommendations for future design optimization.

Feasibility study for an LNG carrier ABS also worked with HEC on the highlevel design of a standard liquefied natural gas (LNG) carrier to illustrate how one

type of advanced nuclear fission technology could be applied for shipboard power in the future, with an emphasis on what aspects of vessel and reactor design may require further investigation to guide the development of the integrated technology and regulatory framework.

The main conclusions of this study of nuclear-powered commercial vessel designs are that nuclear power would be a supportive means of drastically abating shipping emissions, but significant hurdles remain in public perception and international regulations before this can be achieved.

However, the maturity of advanced nuclear technologies that could be implemented for ship propulsion is low. Therefore, also here, the level of studydetail provided was limited to engineering information available from the design of terrestrial applications for engineering postulation and recommendations for future design optimization.

The modular reactor philosophy imposes significant restrictions on ship design, among others, a fixed maximum SMR power output per reactor corresponding to a set lifespan of its core. It is advantageous if the nuclear power plant equipment and fueling life cycles align with the vessel’s life. Challenges with access to suitable shipyards or other support facilities and the physical removal of the reactors could be avoided by addressing them in the design stages.

Although it is possible to operate an SMR at a lower constant power level, this may cause the reactor’s end-of-life to not line up with the ship’s standard dry-docking schedule, thus imposing significant additional operational costs. This means

that SMRs would be better suited for just a few sizes per ship type (mostly larger ones). In the design presented in the study, the SMR is considered to have an output capacity of 17.5MWe associated with a core lifespan of five years. This matches well the total power requirement of a 147k m 3 LNG carrier, imposing the use of two reactors and a core switch at each special survey.

However, if the same SMR were considered for a QMax LNG Carrier (262k m 3) with a total energy need of approximately 56MW, four SMRs would be needed, operating at around 80% of their maximum power. This would imply a core switch approximately every six years and three months, which would represent the primary driver for service scheduling. This SMR feature may impose limits to ship capacity that can be offered to the market.

The ability of nuclear power plants to tolerate higher accelerations due to ship motions and vibrations can allow for flexibility in the overall design. While there are significant safety benefits to keeping the plants at midships, for specific vessel types like oil tankers and LNG carriers, the midships location would not be feasible or would significantly penalize cargo capacity.

The degree of redundancy required by a nuclear-powered vessel may be higher than a more conventionally powered ship for safety, which causes a decrease in performance. The presented nuclear vessel

design has two separate power, propulsion and steering plants, which provide a high level of redundancy compared to no redundancy typically accepted of single screw vessels driven by marine diesel engines. Opportunities for optimization exist on many levels for future design iterations.

Further investigation

Nuclear energy has the potential to be a disruptor for the maritime sector. Our focus is on bringing together major players in marine and offshore design with designers of nuclear systems. ABS can help facilitate filling knowledge gaps that nuclear power companies may have around marine and offshore – and vice versa.

With the feasibility demonstrated for SMRs on board large container ships and gas carriers as well as offshore platforms, it is likely that regulation and reactor licensing will prove the primary driving force in realizing full-scale projects. With renewed interest in building new technologies that are feasible for the marine sector, it will be up to regulators to support the ambition of reducing carbon emissions by enough to meet the 2050 targets.

While the regulatory landscape continues to develop, ABS is encouraging both modular system providers and vessel designers to establish further joint industry projects that can investigate challenges and opportunities. ‚

Founded in 1862, ABS is a global leader in providing classification services for marine and offshore assets. Our mission is to serve the public interest as well as the needs of our members and clients by promoting the security of life and property and preserving the natural environment. ABS’ commitment to safety, reliability and efficiency is ever-present. Visit ww2.eagle.org to learn more.

Photo: ABS

Ocean-based carbon removal

Yesterday’s fossil fuel infrastructure – tomorrow’s climate solutions

by Alexa Ivy

The Dutch climate tech start-up SeaO2 has announced a bold vision to turn the ocean into a climate solution, harnessing innovative technology to remove carbon dioxide at a gigatonne scale. The company has recently secured over €2.0 million in funding to accelerate the development of its Direct Ocean Capture (DOC) technology. Their approach targets extracting CO2 directly from seawater, hence addressing the dual challenge of climate change and ocean acidification. The recent investment will enable SeaO2 to transition from prototype development to a fully operational pilot plant, set to launch by mid-2025 and scale its tech towards the ambitious goal of removing one gigatonne of CO2 annually by 2045.

At the core of SeaO2’s approach lies its innovative technology. Unlike land-based carbon capture solutions that face limitations in scalability and cost, DOC leverages the vastness of the oceans. As the world’s largest natural carbon sink, oceans absorb around 25% of global CO2 emissions per year. However, this process has contributed to rising ocean acidification, threatening marine ecosystems and biodiversity. The company’s technology directly tackles these challenges by extracting CO2 from seawater and returning carbon-free water to the ocean. This process effectively resets the equilibrium, enabling the ocean to absorb more atmospheric CO2 while mitigating acidification. “Our goal is to create a sustainable, scalable solution that delivers measurable climate benefits while protecting the oceans,” underscores Ruben Brands, CEO and Co-founder of SeaO2 . The captured CO2 can be permanently sequestered in geological formations or utilised in industrial processes, supporting the transition to a growing circular carbon economy.

A multifaceted platform for combating climate change

SeaO2’s long-term vision involves establishing offshore DOC hubs, a transformative concept designed to repurpose decommissioned oil & gas platforms. This is a significant opportunity, given S&P Global’s forecast that worldwide offshore decommissioning expenditures could reach nearly $100 billion

between 2021 and 2030. These hubs will serve as integrated sites for carbon removal, powered by renewable energy from offshore wind farms, something that will not only support the relatively energy-intensive DOC process but also assist with grid balancing. “We see an incredible opportunity to turn yesterday’s fossil fuel infrastructure into tomorrow’s climate solutions,” says Brands.

SeaO2 envisions creating offshore hubs co-located with geological CO2 storage facilities, enabling the permanent sequestration of captured carbon. These hubs will serve as scalable solutions for DOC, addressing the gigatonne-scale carbon removal challenge. To speed up global deployment, SeaO2 plans to implement a licensing model that empowers partners globally to establish their own hubs, creating a robust, interconnected network of carbon removal and storage facilities.

These hubs will additionally unlock broader decarbonisation opportunities by supporting hydrogen production through third-party collaborations. The captured CO2 and produced hydrogen can be combined to generate green methanol, providing offshore access to net-neutral fuels. This vision aligns with efforts to decarbonise hard-to-abate sectors, such as maritime transportation, enabling ships to bunker sustainable fuels directly at these offshore hubs.

By integrating carbon removal, storage, and renewable fuel production, SeaO2 aims to transform offshore infrastructure into a multifaceted platform for combating climate change and advancing the energy transition.

From lab- to giga-scale

The €2.0+ million funding round – led by investors such as DOEN Participaties, NOM NEW-TTT fund, Future Tech Ventures, CarbonFix, and Transavia Ventures – marks a significant milestone in SeaO2’s journey. This investment will enable the company to build its first pilot plant with an annual capacity of 250 tonnes of CO2 removal. The facility, scheduled for launch in the summer of 2025, represents a key step towards demonstrating the commercial viability of SeaO2’s technology.

“This funding is a recognition of the hard work and dedication of our team,” underlines Brands. “It allows us to transition from lab-scale prototypes to realworld implementation, bringing us closer to our goal of removing one megatonne of CO2 by 2030 and scaling to a gigatonne by 2045.” To this DOEN Participaties added, “We are investing in SeaO2 because current carbon removal methods are not yet effective at the required scale. Therefore, innovations like SeaO2 are urgently needed, and funding is essential to drive the sector forward and unlock its potential for global impact.” CarbonFix, another key supporter, highlighted, “CarbonFix is proud to have helped build this coalition. Our role in the ecosystem is to catalyse networks, funding, and talent to unlock innovative pathways in the fight against climate change. SeaO2 is a prime example of this impact.”

Apart from building the pilot plant, SeaO2 will use the funding to enhance its team and develop a robust monitoring,

reporting, and verification system. This ensures that the company’s carbon removal efforts are transparent, verifiable, and aligned with industry standards.

In the meantime, SeaO2 has established strategic partnerships with leading organisations, including XPRIZE Carbon Removal, the Delft University of Technology, Wetsus, and Redstack. These collaborations have been instrumental in advancing the company’s technological innovation and market reach. Notably, SeaO2 participated in a successful carbon removal project with Paebbl in the Wadden Sea as well as achieved recognition among the top 100 teams in the prestigious XPRIZE competition. The company also delivered award-winning pitches at high-profile events, including The Next Web, Tech Tour Oceans, and Tech Tour Water. “Our journey has been accelerated by these partnerships and the insights we’ve gained through programmes like XPRIZE, PortXL, and Ocean Vision,” Brands shares. “Each step brings us closer to scaling our impact globally.”

Pump and process

While the long-term vision focuses on offshore hubs, SeaO2 is taking immediate steps

to integrate its technology with industries that already use seawater in their operations. These include thermal power plants that utilise water for cooling, desalination plants, wastewater treatment facilities, and aquaculture operations.

By collaborating with these sectors, SeaO2 can leverage existing infrastructure to reduce costs and step up deployment. This tactical approach allows the company to demonstrate the feasibility of its technology and establish early success stories, building momentum for larger-scale adoption. “Working with industries that already pump and process seawater is a pragmatic way to achieve short-term impact while paving the way for our larger vision,” Brands explains.

A powerful ally

SeaO 2 aims to remove one gigatonne of CO 2 annually by 2045, a target that

aligns with global efforts to achieve netzero emissions. By combining innovative technology with strategic partnerships, visionary funding, and a clear roadmap, the company is well-positioned to meet this ambitious target. “Our vision is to transform the ocean into a powerful ally in the fight against climate change,” Brands shares. “With the right support and collaboration, we can scale our impact to the level required to make a real difference.”

By integrating its technology into existing industries and establishing offshore hubs powered by renewable energy, SeaO2 is creating a scalable and sustainable framework for global carbon removal. As the company moves towards large-scale implementation, it stands as a beacon of hope in the battle against climate change. ‚

The mission of SeaO2 is to protect our planet from getting warmer and warmer – by reducing the CO2 concentration in the ocean and indirectly in the air. To keep us all cool. To de-acidify our oceans so pH is restored. To benefit biodiversity. Founded in 2021 and born from tech developed in the Delft University of Technology and Wetsus’ laboratories, SeaO2 provides cost-efficient atmospheric carbon removal by leveraging our biggest ally in battling climate change – the ocean. Check seao2.com to learn more.

Photos: SeaO2

The role of AI in transforming European mobility

Into perspective

by Emil Berlin, Partnership Officer, and Johanna Stapelberg , Senior Officer, Corporate Communications, ERTICO – ITS Europe

Artificial intelligence (AI) is driving a paradigm shift in transport and mobility, presenting solutions to some of Europe’s most pressing challenges in sustainability, efficiency, and safety. ERTICO – ITS Europe, a thought leader in the digitalisation of transport and innovation in mobility, has explored this transformative potential of AI in its recently published Perspectives on Artificial Intelligence in the Domain of Transport & Mobility white paper. Through its unique role, ERTICO unites public and private stakeholders to shape the future of mobility through the development and promotion of innovation and cutting-edge technologies – including AI.

The technology in question enables transport systems to process realtime data, optimising operations on an unprecedented scale, with traffic management being one of its most impactful applications. By analysing congestion patterns and dynamically adjusting traffic signals, AI can reduce journey times, lower emissions, and enhance road safety. These advancements align with Europe’s sustainability goals and the broader push for greener urban environments.

Public transport is also set to benefit significantly from AI-driven innovations. By predicting passenger demand, operators can dynamically adjust schedules and routes, ensuring reliability and improving the user experience. This adaptability encourages greater use of public transport, reducing dependence on private vehicles and contributing to lower emissions.

Many a promise

In logistics, AI supports predictive operations by optimising delivery routes, managing inventories more effectively, and minimising resource waste. For Europe, where efficient logistics is key to maintaining its competitive edge in global markets, AI offers solutions that enhance reliability and sustainability. AI-driven predictive analytics enables logistics operators to anticipate demand surges, optimise inventory management, and improve supply chain responsiveness. For example, machine learning algorithms can process historical and real-time data to forecast delivery requirements, ensuring goods are transported efficiently and without unnecessary delays.

Route optimisation is another significant benefit of AI in logistics. By analysing traffic data, weather conditions, and delivery schedules, AI systems can design the most efficient routes for fleets, reducing fuel consumption and emissions. This is particularly crucial for meeting Europe’s carbon neutrality targets under the Green Deal. In addition, AI contributes

to warehouse automation. Smart robots, and AI-driven management systems streamline inventory processes, improving accuracy and reducing labour costs. These technologies ensure faster order fulfilment and support the increasing demand for e-commerce, which relies on timely and precise deliveries.

Collaborative logistics platforms, supported by AI, are also gaining traction. These allow multiple companies to share resources, such as transport fleets and warehouse space, to reduce waste and maximise efficiency. Such innovations not only lower operational costs but also contribute to an overall more sustainable logistics ecosystem.

AI underpins the development of automated and connected vehicles, which are central to the future of European mobility. These technologies rely on AI for tasks such as predictive maintenance, real-time decision-making, and vehicle-to-infrastructure communication. By improving safety and operational performance, AI accelerates the deployment of autonomous vehicles, which promise to transform transport by reducing accidents, optimising fuel consumption, and expanding mobility options.

Beyond vehicles, AI facilitates the creation of smart infrastructure. Roads, intersections, and urban environments equipped with sensors and communication systems enable seamless coordination between vehicles and their surroundings. This connected environment benefits all users, including drivers, pedestrians, and cyclists, creating safer and more efficient transport networks.

Challenges to integration

While AI’s potential in transport is immense, several challenges must be addressed to ensure its successful integration and adoption. One of the most significant hurdles is regulation. The European Union’s AI Act aims to establish clear standards for the ethical and safe use of AI, particularly in high-risk applications like

autonomous driving and intelligent traffic systems. Compliance with these regulations requires collaboration between policymakers, tech developers, and industry leaders.

Data privacy is another critical issue. AI systems rely on extensive data sets to function effectively, raising concerns about ownership, transparency, and ethical use. Establishing robust data governance frameworks is essential to protect user privacy and to build public trust. Without these measures, the adoption of AI technologies may face resistance from both users and regulatory bodies.

The publication of the first draft of the General-Purpose AI Code of Practice by independent experts, as part of the European Commission’s Digital Strategy, provides additional guidance for AI integration. This Code offers voluntary guidelines for the ethical use of general-purpose AI, addressing concerns such as bias, accountability, and transparency. By aligning with these principles, stakeholders in the transport sector can ensure their AI solutions meet high ethical and operational standards, fostering trust and innovation.

Additionally, addressing the workforce skills gap is critical. Integrating AI into transport systems requires expertise in, among others, data science, machine learning, and system management. Upskilling programmes and educational initiatives are necessary to equip workers with the tools they need to support and manage advanced AI systems effectively.

Actionable insights

The white paper outlines a vision for AI’s role in creating a smarter, safer, and more sustainable transport ecosystem in Europe. Central to this vision is the need for investment in AI research, particularly in areas such as safety, ethics, and inclusivity. By prioritising solutions that benefit all users, including vulnerable groups, AI can contribute to a transport system that is not only efficient but also equitable.

International collaboration is highlighted as a cornerstone of success. Harmonising standards across borders and sharing best practices will enable the seamless operation of AI systems, ensuring interoperability and scalability. This approach is notably important in Europe, where cross-border transport and logistics play a vital role in economic and social cohesion.

Building trust in AI technologies is another key focus. Transparent communication about how AI systems work, coupled with clear governance and regulatory oversight, is essential for fostering public confidence. Trust is the foundation for ensuring the widespread adoption of AI in transport and mobility.

Perspectives on Artificial Intelligence in the Domain of Transport & Mobility provide several actionable insights for stakeholders in the European transport and mobility sectors. First, invest in AI infrastructure by building smart infrastructure capable of supporting AI-driven applications, such as intelligent traffic systems and connected vehicles. Second, address ethical and regulatory challenges by developing robust frameworks to ensure AI systems are safe, transparent, and aligned with EU regulations (particularly the AI Act). Third, foster public trust by implementing transparent data governance practices to protect user privacy and promote the ethical use of AI. Fourth, upskill the workforce by providing training and education to address the skills gap, this way enabling workers to support and

manage AI technologies effectively. Lastly, promote collaboration by working across borders to harmonise standards, share best practices, and develop scalable solutions.

Already contributed

As part of its commitment to advancing intelligent transport systems, ERTICO is involved in numerous initiatives that exemplify AI’s role in transforming mobility. Innovation platforms, such as TN-ITS, leverage AI to enhance traffic flow and map accuracy, while EAVP (Enhancing Automated Valet Parking) demonstrates how AI can streamline urban mobility with intelligent parking solutions. The MaaS Alliance (Mobility-as-a-Service) also showcases the potential of AI in offering personalised, on-demand mobility through integrated digital platforms.

AI-based applications have already contributed to the enhancement of road traffic safety and efficiency. Through the recent adoption of the EU AI Act, implementation steps are progressing with special attention to several traffic management use cases, which have been qualified as high risk in the AI Act. ERTICO’s TM2.0 Innovation Platform promotes and deploys interactive traffic management solutions. It has recently established guidelines to facilitate the integration of AI in an innovationdriven and practical manner while enhancing road safety and the competitiveness of the EU and the traffic management sector. These guidelines, detailed in the  TM2.0 Position Paper, further explain how to

categorise AI systems within traffic management to create a working solution in which innovation is supported while risks are controlled (an update of the paper is foreseen in the near future).

This topic will remain at the forefront of discussions in the transport sector and will take centre stage at the 16 th ITS European Congress in Spanish Seville on 19-21 May 2025. Organised by ERTICO, the event will bring together industry leaders, experts, academics, and researchers to explore the future of mobility, including the transformative role of AI in transport systems. The Congress provides a unique platform for shaping the next phase of innovation in intelligent transport systems. The call for contributions to the Technical Programme is open until 10 January 2025, inviting stakeholders to share their insights and solutions.

How Europe can lead the (AI) way

From optimising traffic systems to enabling autonomous vehicles, AI offers solutions that can revolutionise how transport systems operate. However, the successful integration of this game-changing tech depends on addressing regulatory, ethical, and societal challenges.

By embracing innovation, building public trust, and fostering collaboration in alignment with ethical practices like those outlined in the AI Code of Practice, Europe can lead the way in creating a connected, efficient, and sustainable transport network.

ERTICO – ITS Europe is a public-private partnership of over 120 companies and organisations representing service providers, suppliers, the traffic and transport industry, research, public authorities, user organisations, mobile network operators, and vehicle manufacturers. Together with our partners, we develop, promote, and deploy Intelligent Transport Systems and Services (ITS) through a variety of activities, including European co-funded projects, innovation platforms, international cooperation, advocacy, and events. Our work focuses on connected & automated driving, urban mobility, clean mobility, and transport & logistics.

Photo: Canva

ANNE-MARIE BODIN

Business Development Manager, Wallenius SOL

An alumna of the School of Business, Economics and Law at the University of Gothenburg with a degree in International Economics, Bodin was promoted within the Swedish shipping line from the post of Customer Service Manager (a role she also filled while working earlier for Swedish Orient Line). In the past, Bodin was with another Swedish shipping line, Transatlantic (as Customer Service Coordinator) as well as Malmstolen (Purchasing and Logistics Manager).

MALIN COLLIN

CEO, Port of Trelleborg

Collin – whose rich educational background includes degrees in IT, Economics and Marketing (University of Borås), and Business & Administration (University of Gothenburg), also holding a certificate in leadership (West Sweden Chamber of Commerce) – joins the Swedish seaport from Croisette Sweden, where she was CCO. Earlier, Collin worked for the Port of Gothenburg for 16 years as, among others, VP of Business Strategy, Head of IT, and Deputy CEO VP of Strategy & Innovation.

BJÖRN STIGNOR

CEO, Furetank

After almost three decades of leadership, Lars Höglund decided it was time to hand over operational responsibilities of the Swedish family-owned shipping company to Björn Stignor, marking the latter’s comeback to Sweden after a 13-year-appointment for Stena in Singapore. Most recently, Stignor was CEO of Golden Stena Baycrest Tankers. A Master Mariner from Kalmar University, Stignor kicked off his career working at sea on board intermediate tankers in the Broström fleet.

ILHAN TOPDEMIR Project Manager, RISE

After spending the last decade with Maersk, where he most recently worked as Area Intermodal & Insurance Product Manager, Topdemir moved to the Maritime & Logistics division of the Research Institutes of Sweden. In his new role, he’ll lead examination and commercial initiatives in port logistics, sustainability & decarbonisation, transport efficiency, and modal shift. Topdemir also worked for Maersk’s subsidiary, Seago Line, as a Business Process Analyst.

BJØRNAR BUKHOLM CFO, Wallenius Wilhelmsen

After six years at Sector Alarm, where he also worked as Chief Financial Officer, Bukholm is back with the Norwegian-Swedish shipping line. In the years 2011-2019, he filled a number of posts at WW, starting as Strategy Business and Development Manager and ending as SVP Corporate Finance, Strategy & HR. An alumnus of the BI Norwegian School of Management, holding a master’s in business and economics, Bukholm started his career at McKinsey & Company in 2008.

EDVARD MOLITOR

IAPH’s Chair of Global Climate and Energy Committee

The Port of Gothenburg’s Head of International Public Affairs & Sustainability has been chosen to lead the works of the Committee in question of the International Association of Ports and Harbors, a global alliance of 189 port authorities and 162 port-related companies. A MSc in Aquatic & Environmental Engineering from Uppsala University, Molitor joined the Swedish seaport from RISE (Research Institutes of Sweden)/SSPA Sweden. He has also worked for the European Maritime Safety Agency.

ANDERS TENFÄLT

Chief Investment Officer, Stena Line

Master in Industrial Engineering and Management from the Chalmers University of Technology and in Finance and Law from the Strathclyde Business School, as well as an MBA Business & Leadership holder from the Harvard Business School, Tenfält comes from the position of Chief Business Controller at Stena Line. Earlier, he was with Stena Adactum, working there first as a Private Equity Analyst and then as an Investment Manager. Tenfält also sits on the Board of Reningsborg.

ANSIS ZELTIŅŠ ESPO’s Chairman

The General Assembly of the European Sea Ports Organisation elected the Chief Executive of the Port of Riga as its new Chair (being its Vice Chair since 2022). Zeltiņš has been leading the Latvian capital seaport since 2017, having earlier worked at the Maritime Administration of Latvia as Advisor to the Director General (a post he himself filled in 2000-2009). Zeltiņš bolds a BSc in Navigation & Shipping from the Latvian Maritime Academy and an MBA from the University of Salford.