SHIP MANAGEMENT INTERNATIONAL ISSUE 114

8-12 Cover Story

ISSUE 114 MARCH/APRIL 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

Destination net zero Carbon plan ready for launch

STRAIGHT TALK 8 – Destination net zero: shipping’s

HOW I WORK

2050 ‘moonshot’

NOTEBOOK 10 – IMO approves framework of netzero regulations for global shipping

13 – ILO delivers on key worker rights and fair treatment for seafarers

20 – Pia Meling Managing Director of EVIGO, OSM Thome’s newly rebranded green services division

14 – Agreement reached on new

global minimum wage for seafarers

16 – ITIC Get our magazine digitally.

Scan QR code and fill in your details to receive.

Tribunal limits managers’ disclosure duties under SHIPMAN 2009 Clause 22

INTERMANAGER OUTLOOK 18 – Team effort results

DISPATCHES 22 – Blurring the dividing line: ship and terminal operations

SHIP OPERATIONS

in IMO success Capt. Kuba Szymanski

27 – Enhancing vessel efficiency

with latest lubricant technologies

30 – Wallem Commercial Services introduces new players to the maritime sector

Issue 114 March/April 2025

Ship Management International

5

SHIP MANAGEMENT INTERNATIONAL – ISSUE 114 MARCH/APRIL 2025 THE MAGAZINE FOR THE WORLD’S SHIP OWNERS & SHIP MANAGERS

MARITIME TRAINING 32 – Caravel Group principals buy

REGIONAL FOCUS

new tanker niche

Indian training institute IMI

34 – Intership upgrades with Mintra Trainingportal

Gibraltar Report

36 – MarinePALs on alternative

62 – ‘The Rock’ standing solid

fuels’ safety training challenge

amid shifting geopolitical landscape

37 – Shift in fuels training: OTG SHIP REGISTRIES 38 – Spotlight on compliance and the ‘dark fleet’

47 – St. Kitts tackles dangers to

CREW WELFARE 69 – Revolutionising seafarer nutrition as next frontier for shipping innovation

pilots; tightens ship vetting

AD HOC 70 – Our regular diary section

48 – Interview with Cyprus Shipping Deputy Minister Ms Marina Hadjimanolis

ANALYSIS 72 – High number of deliveries

ALTERNATIVE VIEWPOINT 51 – Regrettable reality

could impact product tanker markets

of navigational safety Michael Grey MBE

SMART TECHNOLOGY & AI 74 – The future of fuel-

REGIONAL FOCUS Scandinavia Report

efficient maritime operations is interconnected. Are you?

53 – Norway:

full steam ahead on ammonia

56 – Svitzer signs global Eco Tow

75 – Is it time for AI and Data

pact with Wallenius Wilhelmsen

Analytics to redefine Specific Fuel Oil Consumption and emissions?

57 – Space Norway improves

76 – Challenging the current approach

connectivity with multi-orbit satellite strategy

58 – Sweden’s green fuel surge to break maritime dilemma?

TECHNICAL 78 – Liquefied CO2 shipping: a

to data-driven hull management

77 – Revolutionising maritime

LUBES 82 – Advancing Scavenge Drain Oil Analysis for Modern Marine Engines

CLEAN OCEANS 85 – Evac Group launches

sustainable waste management solution for smaller vessels

SHIP SUPPLY 86 – Procureship and Shipnet

sign deal to bring e-procurement services to maritime’s biggest operation ecosystem

NAVIGATION 88 – Navtech: Rethinking radar for the autonomous age

OBJECTS OF DESIRE 90 – Our pick of the most coveted creations

REVIEW 92 – Bringing you the best in arts & culture

LIFESTYLE 94 – Incivility - scourge

operations: Smart Ship Hub’s digital of our times platform as ‘single source of truth’

The May/June issue of Ship Management International magazine (SMI 115) will feature a country report on European superpower Germany, as well as regional reports on Dubai & the Middle East and the Indian subcontinent.

Next issue

6

There will also be technical reports on Shiprepair, including current trends in environmental retrofits; Navigation, focusing on latest advances in safety and vessel efficiency; and the growing adoption of Shore Power.

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Ship Management International

Issue 114 March/April 2025

The shipping business magazine for today’s global ship owners and ship managers Issue 114 | March/April 2025

STRAIGHT TALK Connect with us /ShipManInter

Visit our website www.shipmanagementinternational.com

Join the debate @ShipManInter

Download our App Ship Management International

Destination net zero: shipping’s 2050 ‘moonshot’

“S

hoot for the moon - even if you miss, you’ll land

But the ‘glass-half-full’ brigade rather welcome the fact

among the stars” is a popular quote among

that an agreement was reached at all, given the different

business leaders and inspirational gurus alike,

staunch interest groups among IMO Members – ranging from petrostates jealously guarding their economies to small island

urging everyone to aim high.

The IMO’s mid-term measures to reduce Greenhouse

nations fearful of extinction through rising sea levels. This

Gas (GHG) emissions from international shipping, agreed

view is supported by the fact MEPC 83 had to resort to actual

after much contentious debate at the Marine Environment

voting, rather than relying on its usual consensus method.

Protection Committee meeting (MEPC 83) in early April, has

The measures, once adopted at an extraordinary meeting

inevitably divided opinion over whether the Flight Plan for

of the MEPC in October as expected, will also represent the

industry’s own ‘moonshot’ – reaching net zero by around 2050

first legally required decarbonisation plan of any industry, they

– is ambitious enough.

point out [see also following story].

Many would have preferred a flat fixed-level carbon

So irrespective of how IMO’s net zero mission unfolds in

tax to have taken effect immediately, rather than a

practice, the strategy can still be viewed positively as a case of

phased reduction of emission targets over an extended

‘aiming for the stars…’ – as implied by the front cover of this issue.

timeframe beginning in 2027. And others worry about the

Incidentally, it might be worth pointing out that the first

complexity of the new measures agreed, and whether the

biofuel-powered spaceflight launch took place back in 2021.

‘waypoints’ on shipping’s decarbonisation journey will in

If even rocket science is embracing decarbonisation, surely

reality be reached.

shipping can do too. l

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Sales Enquiries Julian Berry Melissa Skinner Editorial Bob Jaques

Finance Lorraine Kimble

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Publisher: Editor: Sales Manager: Finance: Design and Layout: Regular Contributors:

Motoring Journalist: Technical Editor:

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Editorial contributors: The best and most informed writers serving the global shipmanagement and shipowning industry.

Printed in the UK by Warners Midlands plc. Although every effort has been made to ensure that the information contained in this publication is correct, Elaborate Communications accepts no responsibility or liability for any inaccuracies that may occur or their consequences. The opinions expressed in this publication are not necessarily those of the publishers. All rights reserved. No part of this publication may be reproduced whole, or in part, stored in a retrieval system or transmitted in any form or by any means without prior permission from Elaborate Communications.

Notebook IMO approves framework of net-zero regulations for global shipping

T

he Marine Environment Protection Committee

the reduction targets set out in the 2023 IMO GHG

(MEPC) met for its 83rd session in person at IMO

Strategy. These measures consist of:

Headquarters in London (with remote participation

enabled) from 7 to 11 April 2025. The Committee finalised

•

and approved the draft legal text for the ‘IMO Net-Zero

standard designed to gradually lower the GHG intensity

Framework’, to be included as a new chapter in Annex

of marine fuels. Ships will have to reduce, over time,

VI to the International Convention for the Prevention of

their annual greenhouse gas fuel intensity (GFI) – that is,

Pollution from Ships (MARPOL).

how much GHG is emitted for each unit of energy used.

The draft amendments to MARPOL Annex VI were

This is calculated using a well-to-wake approach.

circulated to Member States immediately after the

•

meeting, with a view to adoption at an extra-ordinary

maritime GHG emissions. Ships emitting above GFI

session of MEPC in October 2025 (MEPC/ES.2); a

thresholds will have to acquire remedial units to balance

further meeting of the MEPC in Spring 2026 (MEPC

its deficit emissions, while those using zero or near-zero

84) will approve detailed implementation guidelines.

GHG technologies will be eligible for financial rewards.

They are expected to enter into force in 2027.

The IMO Net-Zero Framework includes a set of

10

a technical element: a goal-based marine fuel

an economic element: a pricing mechanism for

Following adoption, the measures are expected to enter into force 16 months later, under the tacit

‘mid-term measures’ aimed at reducing greenhouse

acceptance’ procedure, in accordance with the

gas emissions from international shipping, in line with

amendment provisions in MARPOL. They will become

Ship Management International

Issue 114 March/April 2025

Notebook

mandatory for large ocean-going ships over 5,000 gross

•

Reward low-emission ships;

tonnage, which emit 85% of the total CO2 emissions

•

Support innovation, research, infrastructure and just

from international shipping.

transition initiatives in developing countries; •

LEVELS OF COMPLIANCE There will be two levels of compliance with GHG

Fund training, technology transfer and capacity

building to support the IMO GHG Strategy; and •

Mitigate negative impacts on vulnerable States,

Fuel Intensity targets: a Base Target and a Direct

such as Small Island Developing States and Least

Compliance Target at which ships would be eligible to

Developed Countries.

earn ‘surplus units’.

Ships that emit above the set thresholds can balance their emissions deficit by:

INDUSTRY REACTIONS The International Chamber of Shipping (ICS) cautiously

•

Transferring surplus units from other ships;

welcomed the agreement. Speaking at the end of the

•

Using surplus units they have already banked;

meeting, ICS Secretary General Guy Platten said: “Today

•

Using remedial units acquired through contributions

will hopefully be remembered as a historic moment for

to the IMO Net-Zero Fund.

our industry. If formally adopted, shipping will be the first

The IMO Net-Zero Fund will be established to collect

sector to have a globally agreed carbon price, something

pricing contributions from emissions. These revenues will

which ICS has been advocating for since COP 26 in 2021,

then be disbursed to:

when the industry agreed a net zero 2050 target.

Notebook

“Shipping is now at the forefront of efforts to

effort to help the industry progress toward the fair and

decarbonise rapidly to address the climate crisis,” he

practical transition required for international shipping

added. “The world’s governments have now come

and the dry bulk sector.”

forward with a comprehensive agreement which,

Sustainable shipping lobby the Global Maritime

although not perfect in every respect, we very much

Forum (GMF) also expressed its reservations, saying the

hope will be formally adopted later this year.”

agreed measures “may not be strong enough on their

Platten referred to the “challenging political

own to deliver on the IMO’s strategy.” It added its belief

circumstances” in which agreement had been reached –

that the GHG intensity targets create uncertainty as to

taken to be a reference to the Trump administration having

whether the strategy’s emissions reduction checkpoints

withdrawn participation of the US delegation before the

for 2030 and 2040 will be met.

MEPC talks began, threating retaliatory reaction against any financial measures imposed upon US ships.

“Shipowners and energy producers need a

“While we applaud the progress made, meeting the targets will require immediate and decisive investments in green fuel technology and infrastructure,” said Jesse

workable, transparent, and simple-to- administer

Fahnestock, Director of Decarbonisation at the GMF. “The

regulatory framework that will create the necessary

IMO will have opportunities to make these regulations

incentives to accelerate the energy transition at the

more impactful over time, and national and regional

pace required.” Platten continued. “We are pleased

policies also need to prioritise scalable e-fuels and the

that governments have understood the need to catalyse

infrastructure needed for long-term decarbonisation.”

and support investment in zero emission fuels, and it

Jamaica, a member of the IMO Council, welcomed

will be fundamental to the ultimate success of this IMO

the agreement of targets as a “step in the right

agreement that it will quickly deliver at the scale required.

direction” and a “historic achievement” for the island

“Shipping is already investing billions in new ships

and fellow member States of the Caribbean Community

and green technologies to be ready for the new fuels

commonly known as the CARICOM group, which had

when they arrive. We hope that this agreement will now

been working in in collaboration with Pacific Small

provide the certainty which energy producers urgently

Island Developing States (SIDS). Together they had

need to de- risk their huge investment decisions.”

made proposals focusing on establishment of a Net-

Addressing the fact that may sectors of the shipping

Zero fund to ensure that SIDS and developing countries

industry had been pressing for a fixed-price carbon tax as

would not be left behind as the shipping industry took

the simplest financial mechanism to administer, the ICS

significant steps to decarbonise.

Secretary General added: “We recognise that this may not

CARICOM members and SIDS already incur

be the agreement which all sections of the industry would

relatively high transport costs and are having to

have preferred, and we are concerned that this may not

make significant amounts of expenditure to replace

yet go far enough in providing the necessary certainty.

infrastructure damaged by extreme weather events,

But it is a framework which we can build upon. We will be

pointed out Bertrand Smith, Director General of the

studying the technical detail over the coming weeks and

Maritime Authority of Jamaica.

will continue to support the IMO process so that we have

What was “made clear at the end of the negotiations”,

a system that also works in company board rooms as well

he added, “was that Caribbean and Pacific SIDS,

as the governments’ negotiating rooms.”

regardless of their small populations, are now a major

INTERCARGO Secretary General Kostas Gkonis was

force to reckon with in the efforts to adopt mandatory

more outspoken, pointing out that IMO Member States

provisions to incorporate IMO’s mandate to decarbonise

had “agreed on a medium-term greenhouse gas reduction

the international shipping industry by or around 2050.”

measure that differs from the levy-based approach

SEA-LNG, the lobby group backing maritime use of

INTERCARGO and industry partners have advocated

Liquefied Natural Gas as a transition fuel, welcomed

for many years. INTERCARGO is concerned about

the fact that the IMO had held firm to its principles of

the complexity of the measure taken forward by IMO,

“goal-based, technology neutral regulation”. While

disregarding calls for a simple, practical and therefore

many details need to be decided, it said, the agreement

predictable, enforceable, and effective approach.”

“provides a clear decarbonisation framework for

However, he added: “Despite these challenges, our

the global shipping industry and will enable all fuel

Association remains committed to supporting the IMO

pathways, be they methane (LNG), methanol or

process and its implementation. We will make every

ammonia, to compete on a level playing field.” l

12

Ship Management International

Issue 114 March/April 2025

Notebook

ILO delivers on key worker rights and fair treatment for seafarers

T

he fifth meeting of the Special Tripartite Committee (STC) of the Maritime Labour

Convention at the International Labour Organization was held in Geneva in early April. The week-long talks concluded with some hard-fought achievements for seafarers, which will now be included as updates to the Maritime Labour Convention (MLC).

Noteworthy amongst the amendments adopted was the designation and recognition of seafarers as key workers “… to facilitate their safe movement when travelling in connection with their employment or work, including,

seafarers in connection with alleged

“This has been a successful and

but not limited to, access to shore

crimes. “This has been a hot topic

historic week of discussions.

leave, repatriation, crew changes

for over 20 years and now it can

Working alongside national

and medical care ashore.”

be hoped that seafarers who find

governments, and transport

themselves in a nightmare situation

workers unions, under the auspices

seafarers’ interests in the talk was

of investigation, detention or

of ILO, we have adopted potentially

International Transport Workers’

criminal charges in connection with

transformational changes for

Federation (ITF) Seafarers’ Section

their professional work will be able

seafarers and the industry. These

Vice Chair, Mark Dickinson.

to expose any injustices that they

developments demonstrate our

Leading the representation of

face. For too long this subject has

enduring commitment to improving

Seafarers’ Rights International

been talked about without any

the lives and working conditions of

(SRI), commented: “This is a

meaningful accountability to the

seafarers around the world.”

very significant win. SRI has long

seafarers for any unfair treatment,”

advocated for seafarers to be

said Fitzpatrick.

Deirdre Fitzpatrick, CEO of

designated as key workers and

SRI points out thar the Maritime Labour Convention has achieved

Out of the 16 proposed

great success but that further

in the end it was a tribute to

amendments before the Committee,

work is needed to secure better

tripartism that an amendment

other amendments adopted included

implementation and enforcement

could be achieved. States now must

better protection around repatriation,

of the Convention. In a worldwide

meaningfully implement and enforce

shore leave, medical care, recruitment

study of the MLC conducted by

this historic amendment.”

and placement, health and safety

SRI, research showed that the

protection and the elimination of

implementation and enforcement

violence and harassment.

of the MLC around the world is only

Another significant win for seafarers and shipowners was the inclusion in a mandatory Standard

The International Chamber

about 65% effective.

“The MLC is not yet being strictly

of the Code of the two sets of ILO/

of Shipping (ICS) led the

IMO Guidelines on Fair Treatment

Shipowners’ Group at the ILO

and evenly enforced around the

of Seafarers in the event of a

talks. Helio Vicente, ICS Director of

world,” pointed out Fitzpatrick. “The

marine casualty or detention of

Employment Affairs, commented:

global playing field is not yet level.” l

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Ship Management International

13

Notebook

Agreement reached on new global minimum wage for seafarers

T

he International Labour Organization (ILO) concluded the latest round of minimum wage negotiations for able seafarers at a meeting

of the Subcommittee on Wages of Seafarers of the Joint Maritime Commission (JMC), held in Geneva in mid-April 2025.

This critical bipartite dialogue brought together shipowners and seafarers’ unions from around the world, coordinated by the International Chamber of Shipping (ICS) and the International Transport Mr Mark Dickinson (Nautilus International),

Workers’ Federation (ITF).

Maritime transport remains the only industry with

Spokesperson for the seafarers group, commented:

a formally recognised global minimum wage, in place

“Seafarers are crucial in delivering 90% of all goods

for seafarers since 1958. ILO’s 2006 Maritime Labour

for people in every nation of the world and the

Convention, mandates that the minimum monthly

ITF will always demand proper recognition for

basic wage for an able seafarer be set periodically by

these workers. Last week we made an important

the JMC.

breakthrough with recognition of seafarers’ key

Following the negotiations, a Resolution was

worker status in the Maritime Labour Convention.

adopted setting out the updated minimum wage

This week we have taken a further step to improve

levels, to be submitted for approval by the 355th

their welfare through pay rises that both retain and

session of ILO’s Governing Body, in November this

increase the value of the ILO AB minimum wage,

year. The newly agreed figures are as follows:

taking into account increases in the cost of living

•

US$690 as of 1 January 2026.

since 2022.”

•

US$704 as of 1 January 2027.

•

US$715 as of 1 January 2028.

Mr Frank Hagemann, Director of the ILO Sectoral Policies Department, added: “The outcome of this wholly unique global collective bargaining forum

The updated wage structure represents an increase

the minimum wage. It reflects a shared responsibility

agreement concluded in September 2022, which set

and commitment to uphold decent work at sea.”

the minimum at US$673 as of 1 January 2025.

Mr Pål Tangen (Norwegian Shipowners’ Association),

14

represents more than just a technical adjustment to

of more than 6% and builds on the previous 3-year

The negotiations in Geneva took place against the backdrop of the escalation in global trade tensions.

Spokesperson for the shipowners group during the

In their opening remarks, both sides expressed

meeting, said: “This agreement strikes a careful

concern about the current cloud of uncertainty and

and considered balance between recognising the

the prospect of a potential full-scale trade war, which

vital contribution of seafarers and maintaining the

could divide the world and reshape global trade,

commercial sustainability of the global shipping

with shipping caught in the crosshairs and therefore

industry. Seafarers play an indispensable role in

impacting the lives and livelihoods of the world’s

keeping world trade flowing, often under tough and

nearly two million seafarers. Seafarers must not be

unpredictable conditions. These are not ordinary times,

collateral victims of global economic conflict, the

and this resolution reflects our respect for their service,

meeting resolved, reaffirming that fair trade must

while ensuring that shipowners can continue to operate

also mean fair treatment for those who keep global

in a highly competitive and volatile global market.”

trade moving. l

Ship Management International

Issue 114 March/April 2025

Notebook

Tribunal limits managers’ disclosure duties under SHIPMAN 2009 Clause 22

By Mikaela Koni, Senior Claims Executive, ITIC

I

TIC often advises on and

parties. However, the LMAA does

the Vessel and its operation.” The

assists with disputes arising

sometimes produce anonymised

interpretation of this clause seems

under the BIMCO SHIPMAN,

versions of awards in the Lloyds

simple at first glance: that owners

whether it is the 1998, 2009 or

Maritime News Letter (LMNL).

are entitled to the originals and

the newly issued 2024 version.

Unlike court judgements, arbitration

certified copies of all accounts and

Most disputes involving ITIC

awards do not set precedents –

documents related to the vessel and

members typically relate

although they are persuasive and

its operation. However, this may not

to whether managers have

can be adduced in proceedings.

be as straight forward. The clause

performed their services to

Some clarity was provided in a

aims to ensure that shipowners

the standard imposed by the

recent arbitration award in relation

can, upon termination, request all

SHIPMAN and/or issues related

to Clause 22 of SHIPMAN 2009

necessary documents to allow for

to budgeting and expenditure.

and specifically in relation to the

the smooth operation of the vessel

documents that an owner is entitled

and the transition from one ship

occasionally arise regarding

to request upon the termination

manager to another.

the actual interpretation of the

of the SHIPMAN. It is widely

SHIPMAN contract itself and the

considered to be the case that any

ITIC member and the shipowner,

parties’ respective obligations

documents produced during the

it became apparent that the

and duties. When such a situation

management of the vessel belong to

interpretation of the clause was

occurs, if the claim is decided

the owners and should be handed

not as simple as once thought,

in court, clarity is provided on

over to the owners when requested.

specifically regarding the timing

the interpretation of the clause

This is also the case when it comes

and extent of the documents that

in question, which benefits the

to the termination of the SHIPMAN

may be requested. In this case, the

industry as it creates certainty for

2009 contract where Clause 22

ship management agreement was

the users of the contract.

paragraph (i) states that “on the

terminated and the shipowners

However, disputes can

In a recent dispute between an

When a matter is decided in

termination, for whatever reason,

requested the production of a

arbitration (which is not appealed

of this Agreement, the Managers

long list of documents related to

to the court), the decision is not

shall release to the Owners, if so

the vessel. The manager supplied

publicly available due to the

requested, the originals where

some of the requested documents,

private and confidential nature

possible, or otherwise certified

but the owners claimed that the

of arbitration and cannot be

copies, of all accounts and all

ship managers failed to provide all

used to provide clarity to other

documents specifically relating to

the required documents, thereby

16

Ship Management International

Issue 114 March/April 2025

Notebook

The clause specified that

were not within the scope of

agreement. It is also important to

the managers were to release

Clause 22(i) because they were

note that owners did not advance

documents “if so requested” and

not requested on or in relation to

any other claim for breach of

“specifically relating to the Vessel

termination and were not needed

the SHIPMAN to which these

and its operation.” This indicated

for the transfer of management

documents may have related.

that the provision was intended to

(all such documents had already

breaching Clause 22(i) of the

limit the production to documents

been provided and managers had

crew managers and technical

necessary for facilitating the

cooperated with the incoming

managers. The owners sought to

transfer of management upon

managers for the transfer of the

rely on Clause 22(i) of the contract

termination and was not meant

vessel). The owners’ broader

when requesting the documents.

to cover all documents produced

claim for all documents in the

The managers contended that they

or held during the entire

managers’ control was also

had already provided a substantial

management period. The tribunal

rejected. The tribunal found that

number of documents and the

emphasised the ordinary meaning

the owners’ interpretation was

owners did not have a contractual

of “on the termination,” which

not supported by the contract’s

right to additional categories of

did not imply an obligation that

wording and would impose

documents. They argued that Clause

extended beyond the termination

an uncommercial and onerous

22(i) was limited to documents

event. The wording suggested

obligation on the manager.

requested at the point of termination

that the provision was meant to

and did not extend to all documents

cover just documents needed

find for the owner in respect of

produced or held during the

for the immediate transfer of

all documents, they did find that

management period. The managers

management reasonably requested

the owners were entitled to the

also sought reimbursement for any

at the time, not an indefinite

return of the vessel’s logbooks,

costs incurred in producing

ongoing obligation to produce all

which were their property. The

additional documents.

documents after termination.

managers were ordered to

ITIC’s members acted as both

The owners argued that they

The tribunal noted that the

Although the tribunal did not

deliver these logs to the owners.

were entitled to all relevant

owners’ interpretation would

However, the owners were

documents under the managers’

require the production of every

ordered to bear their own costs

control, including 29 specific

email and personnel record,

and pay the managers’ costs of

categories of documents. They

which would be both onerous and

the claim, with interest.

also claimed a broader right to

uncommercial. Clearer wording

all documents related to the

would be needed to impose such

issued by the tribunal indicating

vessel’s management, based on an

a broad obligation. The BIMCO

that managers do not have a broad

implied term of the agreement and

explanatory notes for Clause 22(i)

indefinite disclosure obligation after

common law principles. However,

indicated that this derived from the

termination, thus raises questions in

the tribunal found that Clause 22(i)

auditing provision of Clause 14 of

relation to the statement that any

did not impose such an open-ended

SHIPMAN 98. This historical context

documents related to the operation

obligation on the managers to

suggested that the clause was

of the vessel belong to the owner

produce all documents indefinitely.

intended for specific documents

at least following termination. It

The clause was originally intended

needed at termination to allow

also does appear that this decision

to facilitate the transfer of

the new manager to continue with

applies to SHIPMAN 1998, but

management upon termination

the management, not a broad,

it remains to be seen whether it

and was limited to reasonable

indefinite obligation.

does in relation to SHIPMAN 2024.

This is a very important decision

documents specifically requested at

The tribunal concluded that

Clause 22 of SHIPMAN 2024 is

that time. The tribunal rejected the

the owners were not entitled to

similar to its predecessors, but

owners’ broader interpretation of

the documents claimed under an

slightly different wording is used.

the clause and their claim based on

implied term contained in Clause

Therefore, it could potentially be

an implied term.

22(i). The documents requested

interpreted differently. l

Issue 114 March/April 2025

Ship Management International

17

InterManager Outlook Team effort results in IMO success InterManager’s input into international greenhouse gas regulations has been successful, as Capt. Kuba Szymanski, Secretary General, explains

Opening of the IMO Marine Environment Protection Committee 83rd meeting (Pic IMO)

I

Maritime Organization’s (IMO) Marine Environment

“responsible party” responsibility to the DOC holder. However,

Protection Committee meeting (MEPC83) have

as InterManager has repeatedly argued, ship managers are

contributed to achieving a draft ruleset that is

effectively the facility manager not the factory owner. Since we

significantly improved over its predecessor drafts.

have no control over the type of fuel used, the trading area, or

nterManager’s efforts during the International

In the words of our President, Sebastian von Hardenberg of BSM: “I am very happy to report that IMO MEPC 83 ended with a vastly improved position on the responsible party

The IMO’s starting point had originally been to attribute

the speed of the vessel, we have next to no ability to control emissions or impact decarbonisation significantly.

It is reassuring to see that IMO in the end decided to see

matter and a clear decision to provide ship owners with a way

the responsibility fall back in line with the rest of Marpol Annex

to claim back from charterers, therby turning the ruleset into a

6, attaching responsibility back to “the ship”, with the primary

true ‘polluter pays’ scheme.

prosecution method being detention.

“I am also pleased that so many of our members and

The impending regulation now also includes a clause on

shipmanagment peers joined in these efforts. This really was an

upstream recovery from the commercial managers, who are

excellent example of ship managers speaking with one voice

the ones ordering the vessel’s fuel, which is important to

on a global level.”

ship owners. l

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How I Work SMI talks to industry leaders and asks the question How do you keep up with the rigours of the shipping industry? real-time ocean insights tech company Miros, as well as having served for two years as President of WISTA Norway.

“It was a little bit by chance that I came into shipping,” she tells SMI. “But I fell in love with the fast pace of business and its people so having felt that pulse, I’ve stayed in shipping.”

And although all her roles to date have been based in Norway, she has travelled extensively and always worked alongside overseas colleagues, so relishes the international dimension that OSM Thome’s main operational hubs in Singapore, Cyprus, Norway (Oslo, Arendal and Bergen), India (Delhi and Mumbai) and the Philippines will bring.

In fact, Pia is excited about her new role as she feels EVIGO “has

Pia Meling

the potential to have real impact”

Managing Director of EVIGO, OSM Thome’s newly rebranded green services division

thanks to “the amount of data we can draw upon and the insights we can gain” through the sheer size of the OSM Thome operation. The two Norwegian-origin ship managers OSM

N

orwegian sustainability

system provider Clean Marine. Further

and (Singapore-based) Thome merged

specialist Pia Meling brings

senior positions followed at Radio

in mid-2023, followed by the takeover

a wealth of maritime and

Holland (Norway) and Wilhelmsen

of Klaveness Ship Management

business management experience

Ships Service, until she really found

earlier this year. Today OSM Thome

to her new role heading up EVIGO,

her environmental vocation serving

“has close to 400 vessels under full

formerly the green services division

four years as VP Sales & Marketing for

technical management and a bit more

of leading ship manager OSM Thome

Massterly - set up by Wilhelmsen as the

on crewing,” she says, “so close to

but now relaunched under its own

world’s first company to operate zero

1,000 ships in total”, for which 29,000

brand identity.

emission autonomous vessels. From

seafarers are employed plus more than 2,000 personnel onshore.

Starting out as a strategy consultant

there it was a natural progression to

with multinational professional services

become MD of Grieg Green, a world-

“At EVIGO we’ll be doing

company Accenture after completing

leading ship recycling and sustainability

performance management for most

her MBA in Bergen, she soon moved

services company owned by Norwegian

of the vessels under full technical

into shipping with a series of operational

shipowner Grieg Group, before

management, about 300,” the MD

roles at Klaveness, including Senior

assuming her present role at EVIGO

continues. “So both in terms of

Chartering Manager, followed by a

this March. Pia also serves as a Board

performance handling and complex

move to the exhaust gas cleaning

Member for MPC Container Ships and

regulations we have the scale that it’s

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How I Work

Pia Meling, seen here in a Remote Operating Centre in Finland, brings a wealth of experience to her new role.

Pia Meling’s interests including hiking, skiing with her husband Tore and two children, and having fun with the family’s Portuguese Water Dog.

difficult for small and medium-sized ship

the fact that ‘evig’ in Norwegian means

the technical base we’ll have with

managers to keep up with.

‘eternal’, Pia explains.

my other colleagues and that

“It’s a very dynamic name.

commercial mindset will bring

decisions on what energy efficiency

Our mission is to help shipowners

value to our offering. Plus I have

technologies fit their vessel and

reduce their emissions while staying

a wide network of people and

operational profile best, providing an

competitive, as well as staying

competencies to draw upon.”

acceptable payback time in fuel savings.

compliant with what is a tsunami of

With our global reach we can also assist

regulations today.

“We help shipowners make informed

Then there’s the natural inclination towards environmental consciousness that she feels is inherent in people

with physical retrofit projects; procuring

“And while there’s a lot of

equipment, securing drydock and repair

data around, it needs compiling

growing up in such pristine yet

yard slots and overseeing or undertaking

and cleansing. This in turn means

fragile ecosystems as that of Norway,

installations onboard.

communicating with crew on a

matched in equal part as influence by

constant basis to make sure we have

the Norwegian government’s strong

the correct data.

regulations on sustainability - such as

“We also want to grow new services, not mandatory but value-

“So job No. 1 is delivering solid

the latest zero-emission requirements

she adds. “We’re just starting out

data to shipowners, and job No. 2 is

for ferries sailing in the country’s five

on the journey of what services

delivering advice based on that. We

UNESCO World Heritage fjords from 1

we’ll be building for the benefit

also have to make sure that the crew

January 2026.

of existing clients, and to attract

has enough time to focus on the safe

Indeed, when not working Pia

new ones, because that’s a good

operation of the ships. We can work

enjoys nothing more than outdoor

test for the value of services.”

on training, reducing manual errors

sports such as skiing, cycling and

Such new clients might fall

and reducing the workload burden on

hiking - together with her husband

outside the realm of traditional

their crew.”

Tore and children Leo (20) and Julia

added management services,”

shipowners, she hints, including

As to what specific strengths she

(18), alongside more meditative

for example “charterers, or vessel

brings to her role, the new EVIGO

pursuits such as yoga and reading.

poolings for Fuel EU compliance,

MD cites her varied professional

These, together with exercising her

or green finance”. And the scope

career, which means “I have a

Portuguese water dog described

of services can include activities

good strategic understanding

as “a lot of fun”, help maintain her

such as arranging financing and

and a ‘helicopter view’ of what it

fitness levels and stamina, as well as

undertaking turnkey projects. “So

means to be in shipping, not just

a youthful appearance that belies

there’s a lot to be explored.”

from the shipowner’s but from the

her almost 25 years’ experience in

charterer’s point of view. So I think

multiple strategic management roles

I bring insights that complement

within maritime. l

As for the origins of the new brand name, it derives from both ‘vigour’ and

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21

Dispatches Blurring the dividing line between ship and terminal operations With the liner industry enjoying a period of unprecedented prosperity amid near-constant trade disruptions, cash-rich carriers are busy expanding into terminal operations and related logistics like never before. Felicity Landon examines the reasons why, warning that not all deals may go through.

T

he sale of 80% of Hutchison’s ports division

Drewry’s Global Terminal Operator (GTO) league table,

to BlackRock and MSC-controlled TiL (Terminal

way ahead of PSA in second place with about 10%

Investments Limited) for US$22.8bn – assuming

market share.

it goes ahead – would be the largest acquisition

But will the deal go ahead? And if/when it does,

ever in terminal operation history, according to Eirik

how will competition authorities view MSC/TiL’s vastly

Hooper, Senior Associate - Ports and Terminals,

increased market concentration in key locations?

speaking at a recent Drewry ports webinar.

The deal would deliver a 100% increase in MSC/TiL

The sale notably includes Hutchison’s two Panama Canal ports, Cristobal on the Atlantic side and Balboa

terminal capacity and take MSC and its subsidiaries to

on the Pacific site, where the Hong Kong-based terminal

holding roughly 15% of market share in global container

operator’s presence – in the form of Panama Ports

terminal capacity. This means MSC/TiL leapfrogging

Company (PPC) - apparently so much offends President

over PSA, COSCO and APMT to take top place on

Trump. But Beijing is pushing back, seeking to block

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Dispatches

Terminal operators owned by carriers are gaining the upper hand in the market.

the transaction which had been due to go through at the end of March, and Panamanian authorities are now casting doubt on the legality of PPC’s renewed concession agreement.

China has said that the sale, covering 43 ports in 23 countries, will be reviewed by its state administration for market regulation. In the context of Trump’s tariff wars and protectionist policies, and China’s response, including condemnation of US ‘bullying’ and an attack on the US

Eirik Hooper, Senior Associate Ports and Terminals, Drewry

for pressuring the deal ‘through despicable means’, the Hutchison sale represents another battle line drawn. unlikely to overlook MSC’s minority stake in PSA’s Rodman

COMPETITION CONCERNS

port, he said.

But aside from Beijing’s opposition, there would be plenty of interest from competition authorities in MSC’s enlarged portfolio if the sale proceeded.

Hooper noted that with any deal of this magnitude, there are always going to be overlaps between the two portfolios.

For example, following TiL’s acquisition of the Altamira

HYBRID OPERATORS Liner company-owned terminals normally declare themselves to be common user facilities but the general assumption is that the ‘home’ line receives priority berthing rights, as well as equipment upgrades geared

terminal in November 2024, and with the Hutchison

around their fleet’s needs. Indeed APM Terminals – albeit

portfolio incorporated, MSC/TiL would have capacity in

nominally at arm’s length from Maersk – has had quite a lot

each of Mexico’s five largest container ports in one of the

to say recently of how it has prepared the ground for calls

fastest growing markets in the world.

of the Gemini collaboration between Maersk and Hapag-

“It’s likely the competition authorities in certain key

Lloyd, thereby helping facilitate the new service which

locations will want to scrutinise the deal,” said Hooper.

began in February after MSC quit its 2M vessel sharing

“In particular, we note that there’s a risk of market

agreement with Maersk on East-West trades.

concentration in the Netherlands, where the combination

Eirik Hooper’s view is that hybrid operators – i.e. the

of portfolios would give MSC majority stakes in over 30m

terminal operators owned by carriers – are gaining the

TEU of capacity in the Port of Rotterdam – not to mention

upper hand in the market.

its already significant exposure in Le Havre, Antwerp, Bremerhaven and Hamburg.”

The MSC/TiL expansion is ‘the’ example of this trend.

But who else has been buying what on the liner/terminal/

Regarding the latter, MSC Group late last year

logistics interface in recent times?

completed its investment in Port of Hamburg‘s major

In February, APM Terminals announced it had acquired

terminal operator HHLA. Going forward, HHLA will be

the Panama Canal Railway Company from Canadian Pacific

operated as a strategic joint venture, with the City of

Kansas City Limited and the Lanco Group/Mi‑Jack. PCRC

Hamburg holding a stake of 50.1% while the remaining

operates a 76-km single-line railway next to the Panama

49.9% is held by the MSC Group.

Canal that mainly carries cargo between the Atlantic and

In Spain, the authorities would consider whether

Pacific Oceans. “The Panama Canal Railway Company

Hutchison’s BEST terminal in Barcelona addresses the

represents an attractive infrastructure investment in the

same market as MSC’s terminal in Valencia, and its €1bn

region aligned to our core services of intermodal container

development project there, Hooper continued. There

movement,” said Keith Svendsen, CEO of APMT. “The

would also be a review of the Panama Canal ports,

company is highly regarded for its operational excellence and

“ostensibly the prime mover in bringing the parties to an

will provide a significant opportunity for us to offer a broader

agreement”; and the Panama Maritime Authority would be

range of services to the global shipping customers we serve.”

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Dispatches

In March, AD Ports Group announced it had formed a joint venture with Columbia Group, called Noatum-CSM

operator of the Atlantique terminal in Le Havre, France’s busiest container port.

Limited, “to optimise third-party vessel operations, and

And fellow liner giant CMA CGM announced in late

that of AD Ports Group’s ocean-going fleet, through state-

2024 that it was acquiring a stake of around 48% in multi-

of-the-art fleet management systems”.

terminal operator Santos Brasil – whose holdings include

Capt. Ammar Mubarak Al Shaiba, AD Ports Group’s

largest South American container terminal Tecon Santos

CEO, Maritime & Shipping Cluster, said: “This partnership

in the Port of Santos – and would be making a public offer

symbolises a pivotal advancement in maritime asset

for all outstanding shares in due course.

management, merging the strengths of Columbia Group

This blurring of ownership lines between container

and AD Ports Group. As we expand our capabilities,

carriers and terminals is not one-way traffic, of course. DP

we are benefiting our clients by elevating quality and

World has been moving over into operating shipping lines,

efficiency. We are committed to offering a holistic suite

most notably through its ownership of Unifeeder, largest

of services with exceptional operational competency

feeder operator in the Med, while fellow Global Terminal

and expertise, further fortifying our position as a global

Operator group PSA also now has a shipping function via

maritime service provider.”

its PSA BDP joint venture, whose services include NVOCC

AD Ports Group’s maritime & shipping cluster is led by

(Non-Vessel Operating Common Carrier) ocean transport.

Noatum Maritime, which has a fleet of 250 vessels and a network of services covering shipping, offshore & subsea, marine services, shipbuilding & drydocking, and agencies

PRECARIOUS TIMES Extended stakeholding in operations along the supply

& maritime services. In March, Noatum Maritime took

chain of course brings a greater degree of control – no

delivery of its first LNG powered pure car and truck carrier,

bad thing amid growing geopolitical pressures that mean

to be operated by United Global Ro-Ro – another joint

precarious times for trade. The UN Trade and Development

venture, formed with Turkish company Erkport in February,

(UNCTAD) noted when releasing data a few weeks back –

for global ro-ro and vehicle logistics transport.

long before Trump’s ‘Liberation Day’ – that protectionism

In November 2024, DP World Australia announced

and shifting trade strategies could disrupt global trade. “As

the acquisition of Silk Logistics, a port-to-door logistics

trade uncertainty grows, global cooperation and balanced

services provider which operates 21 logistics hubs and 25

policies will be key to preventing economic fragmentation and

warehousing sites across five Australian states. However,

safeguarding long-term growth,” it said.

the deal has attracted the attention of The Australian

Given what’s been happening since, UNCTAD’s

Competition & Consumer Commission (ACCC), which has

statement urging ‘balanced policies and multilateral

outlined “preliminary competition concerns” about DP

cooperation’ seems rather a quaint concept. Instead

World Australia, a major container stevedore, owning a

major liner operators and terminal groups alike seem

national container transport provider.

to be ‘battening down the hatches’ by bolstering their

Meanwhile, Hapag Lloyd’s recently rebranded

defences against trade volatility, reaping the financial

terminals division Hanseatic Global Terminals (HGT) in

benefits of shipping’s inherent ability to ride out

March bought a 60% share in the company CNMP LH,

disruption in the process. l

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Ship Operations Enhancing vessel efficiency with latest lubricant technologies

By Jason Ho, North Asia Regional Director at Shell Marine

M

odern shipping is changing

introduces a new maintenance issue

easy to do, which is why we see a lot

rapidly, especially in

for crews to resolve.

of lubricant switching taking place.

response to tightening

Modern engines operate at higher

This is a process where crews swap

environmental standards. But, in

temperatures and higher pressures,

between a lubricant that improves

many ways, the job is the same

which can lead to the formation of

cleanliness but potentially reduces

as ever. Keep vessels running as

deposits on engine components.

engine efficiency and a lubricant that

efficiently as possible, helping to

This puts them at risk of failure and

maximises engine performance but is

maximise performance when waters

breakdown, reducing the efficiency of

less effective at addressing deposits.

are calm while ensuring little when

the vessel and potentially increasing

things become complicated.

costs. It emphasises the importance of

to operate, which makes crews work

It can be a hugely inefficient way

One such disruptor is the

effective lubrication, which can help to

harder and can cost more money. That

introduction of new, more efficient

make vessel engines more efficient by

is why we developed Shell Alexia 40

engines such as those running on

reducing the risk of component failure.

XC, after various trials with MAN, our

very-low-sulphur fuel oil (VLSFO) or

Selecting the right engine

Category II cylinder oil designed for

ultra-low-sulphur fuel oil (ULSFO).

cylinder oils can help operators to

low-speed, two-stroke marine engines

While these engines help operators

reduce deposits, improve cleanliness

powered by low-sulphur fuels.

reduce the amount of sulphur

and enhance the reliability of their

Formulated to minimise

emitted from their vessels, it also

engines. However, this is not always

Modern container ship

deposits, control wear and prolong

Shell LubeMonitor

By Jason Ho, North Asia Regional Director at Shell Marine

Issue 114 March/April 2025

Ship Management International

27

Ship Operations

component life, it is 30% cleaner than Category I BN40

advice all in one place, it gives operators real-time

cylinder oils while offering the same cleanliness as

information on the performance of their engines.

Category II BN100 products. So, it can improve the

This means that, when deposits do occur, they can be

efficiency of on-board operations by removing the need

identified swiftly and addressed properly – helping crews

to switch between the two.

to extend component life and reduce maintenance costs.

This is demonstrated by our customers in the region.

It is all part of making vessels more efficient. Effective

For example, T.S. Lines Ltd of Taiwan were able to

lubrication monitoring can help to reduce oil consumption,

improve the cleanliness of their engines and reduce wear

enhance engine performance and keep vessels out at sea

on the cylinder liners of the MV THE Victory by using

for longer. It is all part of helping crews to optimise on-

Shell Alexia 40 XC. The vessel crew has also reduced

board operations.

inspection and repair time by 10 hours a month, all of which generated $5,000 of savings a year in addition to improving engine reliability.

ADAPTING TO ALTERNATIVE FUELS Another challenge that effective lubricant monitoring

In China, Shanghai Run Yuan Shipping Management

will be essential for is the switch to alternative fuels. In

Company has been using Shell Alexia 40 XC on its

2024, half of new shipbuilding orders by tonnage involved

Yangze 23 vessel for more than a year, delivering visible

alternative fuel, meaning that 7% of the global fleet has

improvements in cylinder cleanliness. Optimising the

some form of alternative fuel technology.

lubricant feed rate has helped the crew to simplify

As the adoption of low- and zero-emission fuels

onboard processes, cut oil consumption by a quarter and

becomes more widespread, the requirements for cylinder

generate $4,200 a year in workforce costs due to the

oils will shift. Looking at liquified natural gas (LNG),

reduced need for inspections and repairs.

for example, there is a whole pathway from its current

Highlighting maintenance issues

form to bio-LNG through to synthetic e-LNG. This will

Using the right lubricants can have a significant impact

need careful consideration about the right lubricants

on vessel efficiency, but there is more that operators

to use at each stage to deliver the optimum balance of

can do to improve engine performance further. For

performance and cleanliness.

example, cylinder oils can also help to highlight potential maintenance issues within the engine.

It is important to know that two-stroke engines

To make those careful considerations, it will be vital for operators to gather the in-depth vessel data they can gain from lubricant monitoring. This can then help them to work

consume oil all the time. They constantly inject

with suppliers to find the right solutions throughout their

lubricants – and they have a lost-lubrication system,

alternative fuels journey.

which crews can use to monitor the performance of the

Ultimately, it is less about the specific products

engine. Vessel crews should be monitoring their used

themselves and more about working with the right

lubricants for traces of wear metals that can indicate

supplier to futureproof your operations. Having the

wear on the engine itself.

supporting data will help those suppliers unlock the

There is also the need to adjust the amount of lubricant

insights that can drive optimal efficiency.

injected into the engine’s power cylinders to maximise

Shipping operators might not be able to predict the

performance and avoid costly overconsumption. The

future of the industry – or the circumstances they will face.

challenge for crews, however, is that monitoring can be a

But they can equip themselves with the tools to adapt

lot of work for them if not done efficiently. This is where

quickly and easily to the challenges that come their way.

lubrication monitoring services like Shell LubeMonitor

Whatever the future holds for shipping, Shell Marine

come in. Combining on-board and lab testing, engine

says it will always strive to help operators get the most

inspection photos and measurements, and expert technical

from their vessels. l

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Ship Operations

Wallem Commercial Services introduces new players to the maritime sector Financial advisory and asset managing capabilities help smaller ship owners, and financial and industrial groups alike overcome complex market challenges, writes Capt. Anurag Mathur, Managing Director, Wallem Commercial Services.

S

maller shipowners seeking expansion, as well as

behalf for a distress asset management company, it expanded

multinational corporations entering the maritime

into operating vessels commercially as well as technically.

industry for the first time, often encounter

Over time, evolution has enabled Wallem to provide a

a shared challenge: the complexities of the market

one-stop service for ship owners seeking new opportunities,

frequently exceed their own expertise and that of the

diversification or to deal with increasingly complex regulatory

advisors they typically consult.

requirements and financial modelling. Wallem Commercial

However, what may be a perceived obstacle to maritime

Services works with a number of international shipowners

business development has become a catalyst for growth

in support of bulk carriers, tankers, chemical tankers and

within Wallem Group, manifested in the success of Wallem

PCTC vessels.

In Asia, its activities have been driven by large commercial

Commercial Services.

Expanding its range of capabilities has helped Wallem

groups seeking to enter shipping markets where they see

Commercial Services achieve double digit growth over

strong opportunities to assist their growth. An example

the last couple of years, based on its ability to boost the

has been an unfolding relationship with a giant Chinese That work led on to providing support for other maritime

performance of its partners.

Launched in 2008, Wallem Commercial Services initially focused on areas such as commercial ship and cargo management, broking, chartering and S&P, but has evolved

functions such as cargo bookings and vessel performance management, with Wallem emerging as a key

to take in insurance, advisory financial services, loan facility

value-add partner,

and distressed asset management as core activities.

providing support to

The unique portfolio of capabilities means that Wallem Commercial Services can effectively perform in the role of

the Automaker’s vision for fleet expansion.

shipowner for companies without their own expertise, or act as the point of worldwide contact for smaller owners wishing to serve different vessel types or enter new markets.

In doing so, the Wallem’s Commercial Services team leverages Wallem Group’s experience in areas that are usually closed to third party managers – such as market research, commercial knowhow, back-office support and asset financing.

CLOSER TO MARKET Originally set up to help Wallem get closer to shipping markets as a ship broker based in Hong Kong, Wallem Commercial Services moved into sale and purchase activities. After it started acting on

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Capt. Anurag Mathur

Ship Operations

CONFIDENTIAL PARTNERS Wallem’s 122-year legacy of quality operations also puts the group in a strong position to work with new interests as counterparty.

It takes boldness for industrial groups

Wallem Bridge Team Management (above) and Engine Room Management (left) training

advisory software inhouse to help make vessels more efficient and find what routeing and utilisation will achieve the best environmental ratings under the CII system. We can work with owners’ own IT to ensure that the best stowage, routing or hardware options are selected to ensure regulatory compliance for the EU ETS and FuelEU to become ship owners, no matter how large they are, but Wallem

Chinese and Japanese leasing houses.

Maritime regimes, for example.

We have seen the need for

Increasingly, Wallem Commercial

Commercial Services has the attributes

alternative financing for shipping

Services is involved with owners

to manage the transition safely and

markets grow because of the size of

at the strategic level over how

efficiently, and to help build the teams

investments, and a reduced appetite

these issues will develop, utilising

and strategy that will lay the best

from traditional bankers. Chinese and

our experience and connections

foundations for their businesses.

Japanese finance leases are often now

to develop project management

Smaller ship owners that lack

a more attractive way to fulfil new

pathways with our customers.

the management resources or

investors’ requirements as ship owners.

new sectors or wish to go from a local base to global operations have

Across multiple ship types, Wallem Commercial Services will continue to

inhouse expertise to expand into

TECHNICAL CHALLENGES

serve the best interests of its partners,

A major challenge for all

whether by giving smaller owners

also benefited from partnering with

owners, new or established, is the

the network they need to achieve

Wallem Commercial Services.

changing technological sphere and

sustainable growth, or by putting our

environmental regulatory requirements

strong operational capabilities at the

can prefer to keep relationships

as the industry gets to grips with

disposal of international conglomerates.

confidential but, for example, Chinese

digitalisation and decarbonisation.

and S.E. Asian ship owners may want

We also see a growing number of

opportunities in every situation; the

to work worldwide, and Wallem can

queries regarding what owners need to

‘right’ answer may not be the same

help by facilitating negotiations with

do to improve vessel efficiency, as it can

for all because much depends on the

established charterers and operators. In

be extremely difficult for ship owners

position of the asset and the owner in

addition, Wallem draws on longstanding

to plan which new technologies will

the investment cycle. For instance, a

relationships with oil majors and big

make their fleets more sustainable

vessel may at one and the same time

commodity players, for example, and

and which alternative fuels will be

be a candidate for investment based on

enjoys a growing niche position with

available worldwide.

sustainability criteria which one owner

In these cases, private owners

Asian financiers due to its close ties with

Wallem has developed its own

In fact, I believe there are

wants to sell and another to buy. l

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Maritime Training Caravel Group principals buy Indian training institute IMI

I

n a major development within the maritime training

need highly trained, skilled, and competent seafarers

sector, Dr Harry S. Banga and Mr. Angad Banga

to keep global trade moving. With 90% of world trade

of Hong Kong-based The Caravel Group, owner

transported by sea, our industry is not just important, it is

of Fleet Management Limited, have acquired the International Maritime Institute (IMI) of India. This

essential to the global economy.

“At The Caravel Group, we believe that investing

initiative in the not-for-profit segment reinforces

in maritime education is a responsibility. We are here

Group’s commitment to developing the next

to ensure that the next generation of seafarers is fully

generation of global maritime professionals and

prepared - prepared to navigate modern fleets, to comply

ensuring the industry’s long-term sustainability.

with stringent regulations, and to master the cutting-edge

The Caravel Group says it will apply IMI’s knowledge

technologies that will define the future of shipping.”

and expertise to advance the learning and development

Established in 1991 by a group of distinguished

programmes on offer to its 28,000-strong workforce across

mariners, the International Maritime Institute (IMI) in

Fleet Management Limited (Fleet) and other maritime

Noida, India, is one of the country’s most respected

operations. This will include advanced simulator training,

maritime academies, specialising in pre-sea training for

as well as specialised courses in alternative fuels, emissions

cadets. It was founded with a guiding mission to train

reduction, and digital navigation. The Caravel Group will

world-class mariners who uphold the highest standards

also expand leadership programmes to support career

of integrity, professionalism, and dedication. IMI will

progression from cadet training to senior command roles.

continue to serve as a beacon of excellence with state- of-

Welcoming IMI into the Group, Caravel Chairman

the-art maritime simulators and training facilities for Deck

Dr Banga explained the rationale behind the move,

and Engine cadets, overseen by world class faculty and

saying: “The maritime industry is experiencing radical

academic staff.

change. Digitalisation, decarbonisation, automation, and

Capt. GPS Bhalla, the IMI’s Promoter Director, said:

regulations are reshaping the way we manage fleets and

“The International Maritime Institute has built a strong

operate vessels. But no matter how much the industry

foundation through long-standing industry partnerships

transforms, one thing remains constant - we will always

and a commitment to excellence in maritime training.

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Dr Harry Banga, Chairman of The Caravel Group, meets cadets at the International Maritime Institute (IMI)

Caraval Group Chairman Dr Harry Banga and Chief Operating Office Mr Angad Banga JP, pictured on their acquisition of the International Maritime Institute (IMI) in Noida, India

Maritime Training

Under The Caravel Group, and the Banga family’s

safe working environment through regular safety training,

stewardship, IMI will continue to provide exceptional career

such as Fleet’s SafeR+ course. In addition, the company

development opportunities and shape the next generation

incentivises seafarers who can earn credits for safe

of maritime professionals for decades to come.”

operations which is paid to their families at the end of a

Fleet has worked closely with IMI for more than 20 years. “We have welcomed many graduates onto our vessels, watched them grow into officers, and supported

contract, alongside recognition for their diligence from the Fleet’s senior leaders.

Recognising the strain that months away at sea can

many as they transition into shore-based leadership

place on both seafarers and their families, Fleet 15 years

roles,” said Dr Banga. “We know first-hand the quality

ago launched Fleet Care, which takes an innovative

of an IMI graduate. We know the work ethic they bring,

approach to seafarer wellbeing – whether they are at sea

the technical expertise they possess, and the values they

or at home - and extends the same care to their families

uphold. When the opportunity came to bring IMI into The

too. Fleet has invested in welfare programmes including

Caravel Group family, there was no hesitation. We did

on-staff psychologists to support seafarers’ mental health.

not acquire an institution—we invested in the people, the

Local teams are also in regular contact with their families

legacy, and the future of maritime education to ensure the

to offer support.

industry’s long-term sustainability.”

Medical insurance - Marine Benefit - is provided to

Fleet today boasts a workforce of more than 27,000

seafarers’ families, as well as seafarers on leave, to ensure

seafarers and 1,300 onshore staff so creating a culture that

that their health and wellbeing is looked after when they

unites both is a major focus of the business, especially at a

sail with Fleet.

time when the maritime industry grapples with maintaining a strong pipeline of talent, Dr Banga continued.

By focusing on safety, wellbeing, and the delivery of

The Fleet Care team is also charged with the company’s approach to advancing diversity, equity and inclusion (DE&I). Offering careers – not jobs - is a core part

quality operations, the company says it is cultivating an

of Fleet’s strategy. The company helps bright talent to

environment which positions it to deliver safe, efficient,

transition from ship to shore and contribute their expertise

and sustainable shipping operations for decades to come.

and talents to support the ships and crew.

What will this look like in practice? Fleet says “first - and

“We will apply the skills and knowledge of IM,” Dr

above all - an enduring commitment and continual reinforcement

Banga concluded, “to train and develop future officers

of safe operations. Nothing could be more important. And then a

who will sail on our vessels, strengthen leadership

renewed focus on recruitment and retention – a challenge shared

programs that will allow seafarers to transition into shore-

across the shipping sector as we grapple to build a pipeline of

based roles, and enhance our ability to meet the evolving

next-generation talent to power the industry.”

demands of fleet management and ship operations.

Technical training is just one aspect of the company’s approach. There is significant investment in maintaining a

“With IMI, we are not just managing ships - we are shaping the future of the maritime industry.” l

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33

Maritime Training

Intership upgrades with Mintra Trainingportal

C

yprus-based Intership Navigation, a leading global

equipment. Mintra’s

independent ship manager, has partnered with

SafeMetrix psychometric

Mintra to revolutionise its seafarer training and

assessment platform was also

competency management. This strategic collaboration

integrated, enabling Intership

marks a significant step forward in Intership’s commitment

to assess non-technical

to maintaining high service and safety standards across its

skills such as leadership and

fleet of over 60 vessels.

decision-making to improve

Intership manages a diverse fleet, including dry bulk carriers, tankers, gas carriers, and PCTCs. With a remarkable crew retention rate of 96%, the company’s investment in

crewing decisions and targeted training.

Since the migration,

seafarer training and career progression has been central to its

over 23,000 courses

operational success. However, the need for a more flexible and

have been completed, with more than 2,500 active users

technologically advanced training solution prompted Intership

accessing the platform. The new system has streamlined

to seek a new digital training partner.

training administration, automatically updating certifications

Intership’s existing Learning Management System (LMS) was

and competence records. The centralised dashboard gives

server-based and only accessible onboard. With a workforce of

seafarers a clear view of their career progression, empowering

3,000 seafarers, the company required a scalable, user-friendly

them to take charge of their development. The intuitive, user-

solution to provide continuous access to training, both online

friendly dashboard of Trainingportal allows the Intership team

and offline, while integrating with its crew management system

to fully manage the system and make administrative changes

and automatically recording training outcomes.

independently, without relying on Mintra’s support.

Following a comprehensive evaluation, Intership

Capt. Dzicki, added: “The first weeks of intense

selected Mintra’s Trainingportal Learning and Competency

collaboration, and the ease of communication, have left no

Management System. Mintra, a global leader in digital learning

doubt that our ambitious goals will be achieved.”

and human capital management, serves some of the world’s

According to Dieter Rohdenburg, CEO of Intership

largest shipping companies, offering a platform specifically

Navigation: “The successful migration of our fleet and crew

tailored for the maritime industry. Its intuitive interface allows

to Mintra’s Trainingportal marks a significant milestone in

seafarers to access training materials from any location, online

our partnership. Together, we are setting new standards in

or offline, through the Trainingportal app.

maritime training and competency management, ensuring that

Intership is utilising a training matrix consisting of 60 of Mintra’s accredited courses and 40 of its own. The platform integrates seamlessly with Intership’s crew management system, consolidating training and certification records into a single, centralised location.

“Pairing our in-house training platform with a new provider was a daunting task,” said Capt. Rene Dzicki, Head of Training at Intership. “We aimed to preserve the experiences of the past whilst preparing our sea staff for the technologies of the future.” He added that having worked with many training providers over his 40 years on and around the sea, he was “consistently impressed with Mintra’s professional and straightforward approach.”

Mintra’s migration team executed the transition over eight months, working closely with Intership’s training and IT teams to minimise disruption. The system was installed on existing vessel hardware, eliminating the need for additional

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seafarers are well-equipped to navigate today’s challenges and the innovations of tomorrow.” l

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Maritime Training

Alernative fuels and the safety training challenge Capt. Pradeep Chawla, CEO and Founder of maritime training solutions provider MarinePALS, explains how the maritime sector can deal with the enormous training requirements presented by novel fuels.

T

he news on geopolitics may be changing every

new technology and the sheer lack of teachers with the

morning, but the discussion on Alternative Fuels

knowledge and experience in the subject matter because

for the maritime industry is a constant point of

these fuels are so new to the industry.

debate in every shipping company. And while there

It is my strong belief that private maritime training

are a host of different contenders, all differing in their

providers, such as MarinePALS, are better geared to use

efficiency and costs and in the hazards or challenges

modern technologies for delivering the quality training

that they pose, the main concern remains the same -

required to answer this urgent need within the industry.

how is the industry going to cope with the requirements to train the crew going on these ships?

According to one oft-cited report, alternative maritime fuels may involve as many as 800,000 users, and even if it turns out that training is required for only half that number,

Administrations and companies will need to be mutually supportive and to collaborate with the industry in allowing the adoption of modern technologies for a blended learning approach.

The solutions that we can envisage and already offer

the necessity to train such a large number of seafarers in a

include a combination of traditional or online teaching

very short period of time is formidable and unprecedented.

together with cutting edge technologies like Digital

The industry has to look for solutions quickly!

Twin training and training on simulators. Another change

IMO has worked swiftly to provide Interim Guidelines

that we have pioneered in the industry and continue to

for the alternative fuels ahead of its more comprehensive

focus upon through our innovative videos, is to condense

review of STCW, that is still some years off. The theoretical

knowledge into shorter, critical packets of micro-learning

aspects of the hazards and safety systems provided in

or bite sized learning that is always available to the

the design of these ships are covered in these guidelines.

seafarer on their personal devices.

The maritime training institutions will create the learning

We believe that in modern times every individual is

content and lesson plans and will be ready to deliver the

dealing with an overload of information through multiple

courses very soon but the main challenge for the shipping

channels. We can see that society is changing and even the

companies will be the logistics of bringing thousands

TV news channels are now providing news in ‘Headlines’

of seafarers into the classrooms, especially as the same

and long discussions and debates are no longer popular.

seafarer may require training for several different fuels

The underpinning knowledge to gain proficiency in any subject must of course not be neglected. Our approach is

within a short space of time.

STCW 2010 and the planned revisions do allow

that if you want to eat an elephant, you can do it in small

the use of modern technologies for training. However,

steaks. You are likely to enjoy learning a lot more when it

the education institutions have their own challenges in

is delivered in bite sizes rather than in long lectures of 45

adopting these new approaches. These could include

minutes where half the class is yawning or on their mobile

availability of funds, adoption rates of technology in the

phones. We, instead give them the learning content on

particular country, reluctance of the teachers to accept

their mobile phones! l

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Maritime Training

Shift in fuels training underway

A

By Raal Harris, Chief Creative Officer, Ocean Technologies Group (OTG).

s we look at the changes that need to happen

Moving the workforce to

in order for the maritime industry to achieve

alternative fuels has its challenges

decarbonisation by 2050, there are signs of

but is not without precedence. LNG

progress. Training programs are already in place in early

for example is well established and

adopter companies addressing the risks and hazards

in use on vessels that are running

associated with ammonia, hydrogen, and methanol.

on LNG as fuel. IGF code, basic

We can’t be complacent, however. The reality is that

and advanced courses, sea time

heavy fuel oil has predominated for so long, it has created a

requirements for mariners - all of that is already in place for

homogenous situation where a vast majority of the world’s 1.8

LNG. That fact is one of the reasons why LNG is potentially

million seafarers have only ever worked on vessels running on

both an attractive fuel from a transition point of view, but

heavy fuels.

can also act as a blueprint for how we approach other

That’s going to be changed fundamentally, as the global fleet starts to fragment into alternative types of fuels and different types of ships. The shift has begun.

The glaring issue emerging in this transition is the

alternative fuel training standards.

It’s important to acknowledge the mixed picture at the moment in terms of how comfortable everyone is in working with more dangerous, volatile fuels. There are very different

readiness of seafarers. We already have a problem with finding

pictures across the world fleet. Seafarers working on oil,

the right people with the right experience and knowledge to

chemical and gas tankers, have been working typically to a

work on specialist vessels and that problem will be massively

very high safety culture, risk averse, control heavy, competency

exacerbated in a multi-fuelled future.

focused. That experience puts those seafarers in a very good

With relatively small numbers of ships with alternative fuels

position to work with some of these more volatile fuels.

on the water today we still have time to prepare people, that’s

Seafarers coming from a heavy fuel oil cargo carrier have been

the good news.

working under a very different sort of regimen than a tanker,

The less-good news is how long it takes to create effective training programs and then put enough people through that training in good time to ensure the safety of seafarers and avoid disruption to crewing and world trade.

The development of standards that we all agree on for alternative fuels training programs must come first. As a

so they have a bigger mountain to climb in terms of thinking about how to work with potentially more dangerous fuels.

Likewise, shipmanagers and operators who already have training in place to a high standard will be better off in terms of the transition.

Going forward, there is optimism in the awareness that

supportive participant in the Maritime Just Transition Task

maritime is becoming a greener industry and is also critical

Force, and the leading provider of training to the maritime

in powering the transition more widely because green fuels

industry, Ocean Technologies Group (OTG) welcomes the

also need to be transported around the world from where

interim guidelines for ammonia, hydrogen, and methanol

they are sourced to where they are consumed. As the

recently adopted by the IMO as a leap forward. With

fundamental shift begins to happen, albeit slowly, shipping

standards in place, we can create a curriculum, design training

has a very big part to play and ultimately it will be the

materials, and provide delivery methods to suit the widest

maritime professionals at sea and ashore that will be key to

possible range of seafarers, from cadets on up.

a successful energy transition. l

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37

Ship Registries Spotlight on compliance

and the ‘dark fleet’

By Felicity Landon

The world’s largest flag state administrations continue to demonstrate high levels of performance when it comes to enforcing global shipping regulations, the International Chamber of Shipping’s Flag State Performance Table for 2024/25 has shown.

“G

reece, Hong Kong SAR,

flags of these states,” said the ICS.

regimes in place. It’s also possible for

Japan, Liberia (the

Eswatini’s emergence as a flag state

vessels to unknowingly breach sanctions

largest), Malta, Marshall

presents a ‘distinct concern’ as it is

rules, especially if they are some way

Islands and Singapore – where

not a member of the UN IMO and

down the chain from a suspect ship-to-

more than 53% of the world fleet is

is therefore not a signatory of its

ship transfer.

registered – continue to show all-

international maritime conventions.

green performance indicators on the

A common thread when discussing

PANAMA

latest ICS table,” according to the ICS.

the issues with major ship registries

In April, the Panama Maritime

“Bahamas, China PRC and Panama,

is the call for more cooperation and

Authority (AMP) announced that more

also in the top ten by tonnage, also

collaboration to push back against the

than 100 vessels had been removed

demonstrate very good performance

‘dark fleet’, particularly because these

from the Panama flag under Executive

and a strict commitment to global

vessels undermine the drive for safe and

Decree No. 512, introduced in 2024.

maritime regulation.”

high-quality shipping, not to mention

The AMP is implementing ‘necessary

skewing any idea of fair and safe

measures’ to refine its merchant fleet,

all positive – it shows smaller but

competition. However, the issues are

taking actions that “reflect the nation’s

expanding flag states associated with

complex, not least because not all IMO

commitment to safeguarding its

ships reportedly seeking to bypass

member states have the same sanctions

reputation”.

However, the ICS analysis is not

sanctions, and there is concern about four new flag states that have appeared on the table.

“The new additions, Cambodia, Eswatini, Gabon and Guinea-Bissau, are reportedly used by some shipping companies seeking to bypass US/EU/ G7 sanctions, leading to concerns as to whether international maritime standards are being properly enforced on board ships flying the

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Ship Registries

AMP Deputy Administrator

Earlier this year, the AMP defended

the right way are not disadvantaged by those that circumvent the rules.”

Alexander De Gracia (pictured, with

its position – insisting it was not

microphone, left, page 38) said

a shelter for sanction evasion and

The Marshall Islands follows a

the Panamanian Ship Registry has

pointing out that it was deflagging

robust vetting process before ships are

adopted a zero-tolerance policy

many sanctioned vessels.

registered, said Makar. “The big focus is on safety standards and ensuring there

against the improper use of vessel registration. If the Directorate

MARSHALL ISLANDS

aren’t substandard ships. We require

Any emergence of a system

confirmation of class, and demonstration

becomes aware that a vessel within

that enables or promotes deceptive

of compliance with technical standards

Panama’s merchant fleet, or its owner,

shipping practice, including fraudulent

and with regulatory standards such

appears on one of the international

registrations, has a consequential effect

as ISPS and MLC. But it is also about

sanctions lists, a deregistration

on those entities that are doing the

making sure that ships in the registry are

process is immediately initiated.

right things – governments, agencies

adhering to sanctions regimes, so there

and operators that are operating above

is the interplay of trade compliance as

vessels, resulting in 107 cancellations,

board, being responsible and meeting

well as fleet operations.”

with 18 other cases under review, said

obligations, said Nick Makar (pictured

AMP. Of the vessels removed, 83 were

below left), Senior Vice President,

(pictured below) said: “We have a

listed by the US Office of Foreign

Maritime Administration and Regulatory

whole department we didn’t have

Assets Control (OFAC), 32 were on the

Affairs at International Registries, Inc.

10 years ago – of people trained in

European Union’s watchlist, and ten

(IRI), the administrator of the Marshall

trade compliance. This is not just

appeared on the UK’s sanctions lists.

Islands Ship Registry.

about sanctions busting but also

General of the Merchant Marine

The decree has been applied to 125

“We are enforcing regulations that

“My view is that this is a compliance

establish expedited procedures for

issue. Essentially, it’s about making

deregistering non-compliant, polluting

sure the agencies that are responsible

or opaque-background vessels, while

for regulating shipping are fully

also enhancing fleet monitoring and

resourced for undertaking their

updating data on Panama-flagged

responsibilities under the various

ships,” said Rina Berrocal (pictured,

convention requirements that support

second from left), Acting Director

environmental safety, protection of

General of the Merchant Marine.

seafarers and the promotion of the

Other mechanisms for deregistering

IRI President Bill Gallagher

people who might be involved in human or drug trafficking.”

shipping industry,” he said. “The key

vessels linked to illicit activities include

concern is that by undertaking these

Article 49 of the General Law of the

deceptive practices and avoiding all

Merchant Marine which mandates the

the technical standards, that will lead

The team will follow up instances of

automatic cancellation of registration

to substandard ships – and, as a result

a vessel switching off LRIT transmission,

for vessels involved in smuggling, illegal

of that, there is a greater risk of things

especially if AIS and LRIT are both off

trade, piracy or any other criminal

going wrong.”

at the same time. There are usually

activity, and Decree No. 32 which

From the flag state’s point of view,

legitimate reasons – for example, when

mandates measures against vessels

the due diligence process of registering a

drydocking. “But our technical group

and maritime companies linked to the

ship is crucial, said Makar. “It’s something

follows up on each and every one of

financing of terrorism.

we do very well [at the Marshall Islands

those instances to make sure all is OK,”

registry]. Now we are looking in the

said Makar.

context of broader IMO membership, at

“Even before sanctions and the dark

what could be put in place to help ensure

fleet, it was very complex and difficult

this due diligence is carried out – and

to set up a ship register,” said Gallagher.

highlighting the risk of not doing so.

“It takes a lot of money, resources and

“The Marshall Islands fully supports

trained people. The world has changed

the idea of taking a holistic approach to

such a lot. We never had to think as

this issue. That means making sure the

geopolitically as we do today. We just

rules in place are fully robust and fully

have to stay prepared – and sometimes

implementing any mechanisms we can to

we have to not pay attention to rhetoric,

ensure that those that are doing things

but to actual deeds.

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Ship Registries

“Also, you might get a bad

agreement we [The Bahamas] have with

Hutchinson also emphasised that

report about a vessel, but you can’t

that country; we would advise our owners

the ship registry is run on behalf of The

overreact. You must get all the facts

of any restriction/requirements. But in any

Bahamas government, so broader policies

and not take a kneejerk approach.

event, we do say to our owners – it is our

on international maritime agreements

Having said that, we believe that

expectation that you will comply with all

are coordinated with the Ministry of

people who are trying to break the

requirements/restrictions of any countries

Foreign Affairs. “The government will

rules are going to stay away from

in which you trade. It’s a strategic choice

make decisions based on economic

the better registries like ours. An

– if country A has imposed restrictions on

development and the wellbeing of

unknown owner with an ageing tanker

country X and this affects your operation,

its people, while also working with

is not something we are going to

you have two choices, comply or do not

neighbours and the global community.

register. It’s that simple.”

trade there. When owners approach us

We are a small nation relying very much

for our view, our position is this: we cannot

on maritime and shipping – we must work

override a national requirement, you have

with all partners to ensure we can continue

a choice whether to go to that country.”

to sustain and grow our economy.”

BAHAMAS There will always be actors trying to circumvent regulations, no matter what

The BMA has not identified any ships

This, he said, brings us back to the

measures are put in place, said Capt

engaged in sanctions-busting operations,

question – what could and should flags do

Dwain Hutchinson (pictured below),

said Hutchinson. “This is probably because

about the dark fleet?

Managing Director and CEO of the

the owners and operators that we deal

Bahamas Maritime Authority (BMA).

with tend to be compliant with convention

it. It’s important to advise stakeholders of

“The concept of the dark fleet

requirements and any sanctions if they are

any challenges you have and if you have

and fraudulent registries is really those

operating to that country. If we did have

an owner or operator on your flag who is

ships not complying with international

an allegation, we have varying control

identified as not compliant in any way and

requirements and finding ways of

measures ranging from detaining the ship/

you took this action, share that information

operating outside the international

stopping it in a particular port, to deletion.

with other parties, so the owner/operator

conventions and, in some cases, best

We must ensure that we have all the

doesn’t have the benefit of simply

industry practice,” he said. “And for

correct information – we engage with the

transferring to any other registry instead.

compliant operators and owners, it

owners and carry out our investigation,

“It also means sharing information

undermines their ability to fairly compete.”

then if we assess that there is or has been

with other member states at all three

a breach, we can suspend registration or

levels – coastal, port and flag state, so

remove the ship from the flag.”

they can look out for that owner/operator

One approach to address such operations could be tasking ports with

“Communicate and collaborate – that’s

checking that a ship calling is registered

There can be areas where there is

if they come into their region. Continue

with a genuine ship registry, he suggested.

a lack of clarity of a national or regional

the communication dialogue and continue

requirement, in which case owners

to collaborate. We may be competitors

the responsibility to manage The Bahamas

should engage with the country involved

in terms of ship registry, but you never

ship registry; while we always ensure

to ensure they haven’t unknowingly

compete on safety, on environmental

that all our ships are fully compliant with

breached the rules – “that can happen”,

sustainability, or on the wellbeing of the

international standards, we are governed

said Hutchinson.

crew on board. If we all have that principle

“From our perspective, the BMA has

by The Bahamas government in terms of

However, as he pointed out, much of the

in mind, sharing incidents that can

sanctions, starting with the UN regulations,

oil carried by the dark fleet is transhipped at

negatively impact the broader shipping

which The Bahamas has ratified, so

sea, usually through a long supply chain. “If

industry, we can make a difference.”

we would enforce those. Then for any

you are innocently caught up in that chain,

International shipowner and

regional or country-specific sanction,

perhaps three or four ships down the line,

industry groups such as INTERTANKO,

this will be dependent on what bilateral

you need to be able to demonstrate your

INTERCARGO and the International

due diligence and measures as the owning

Group of P&I Clubs also have a role to

company to comply.”

play, he added. “If we are not flagging

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Ship Management International

The Bahamas says every effort to

the non-compliant owner and they are

address the dark fleet issues should go

not accepted by the member of these

through the IMO, to deliver a global

groups and not getting charters, that

approach wherever possible and in this

limits where the vessel can trade, thereby

regard, it is supportive of the work being

moving them out of the commercial

undertaken by the IMO Legal Committee.

aspect of doing business.”

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JAMAICA

Only by “addressing the root

operations, adding: “However, despite

causes of the dark fleet phenomenon

Barbados not having any sanctions

poses significant concerns for the

and promoting a culture of safety,

against Russia, we do not register any

international maritime community,”

quality, and compliance” can the

sanctioned vessel. Before registering a

noted the Maritime Authority

international maritime community

vessel, the BMSR checks USA OFAC,

of Jamaica (MAJ) in reply to

work towards “a more responsible and

the UK sanctions list and EU websites

SMI questions. “These vessels

sustainable industry”, MAJ believes.

to check if the vessel is sanctioned.

often operate outside regulatory

As regards its own Jamaica Ship

Also, the BMSR registration platform

frameworks, compromising safety,

Registry, MAJ points out that before

issues a warning every time a vessel

security and environmental standards.

ships are accepted onto it they are

registered with us is sanctioned, after

This trend undermines efforts to

subject to “a comprehensive search

which the vessel is deleted from the

maintain high-quality shipping and

to ensure that the vessel is not listed

register within a month.”

encourages the emergence of less

on any international sanctions list. All

Ciniglio said cooperation and

responsible ship registers.

vessels accepted and registered are

collaboration among flag states,

“The growing ‘dark fleet’

“Dark fleet vessels often lack

required to undergo inspection, survey

coastal states and port states is

proper maintenance, crew training

and audit to ensure compliance with

needed to combat the growing ‘dark

and adherence to safety protocols,

statutory conventions and to ensure that

fleet’. However, he said, the pushback

increasing the risk of accidents and

they are safe and seaworthy.”

should not involve making personal

environmental disasters. Operating

attacks insinuating that a registry –

outside international regulations, these

i.e. the BMSR – is ‘doing something

vessels evade inspections, fines and

dodgy’. He is angry about what he

other enforcement mechanisms, creating

describes as ‘bias against a third

an uneven playing field.

country’, and said respect goes a long

“Less responsible ship registers

way. “Stop telling me my ships are not

may prioritise flagging vessels with

compliant or are dodgy. Tell me what

questionable safety and environmental

you really want – for us to not register

records, further compromising industry

a vessel with a sanction.”

standards. Dark fleet operators may enjoy lower operational costs, unfairly

BARBADOS

competing with compliant operators

The Barbados Maritime

who prioritise safety and quality.”

Ship Registry (BMSR) likewise has what it calls “a thorough

As regards how to address the issue,

assessment process before

MAJ recommended:

registering a vessel”. CEO

•

and Principal Registrar

Enhanced international cooperation

among regulatory bodies, with law

Giovanni Ciniglio (pictured

enforcement and industry stakeholders

above) stresses that BMSR

sharing intelligence and best practices;

is “careful to ensure that no

•

vessels defined as ‘dark fleet’

Strengthening enforcement

mechanisms, including inspections, fines,

or ‘shadow fleet’, engaged

and penalties for non-compliant vessels;

in illegal operations for the

•

purposes of circumventing

Implementing robust tracking and

monitoring systems to identify and track

sanctions, evading compliance

dark fleet vessels;

with safety or environmental

•

regulations, avoiding insurance

Encouraging industry leaders to

promote safe and responsible practices,

costs or engaging in other

and to prioritise compliance with

illegal activities, are registered

international regulations; and

under the Barbados flag.”

•

Providing training and capacity-

He emphasised that a

building programmes for crews,

vessel sanctioned for links with

inspectors and regulators to enhance

Russia does not automatically

expertise and enforcement capabilities.

mean it is engaged in illegal

Ship Registries

MALTA

Kirnidis, CEO of Palau International Ship

“Tackling the dark fleet requires a more

Malta is deeply concerned about

Registry. “At PISR, we ensure that all

proactive and collaborative approach

the emergence of ‘less responsible’ ship

vessels under our flag undergo rigorous

across the international community.

registers attracting substandard ships, as

vetting and continuous monitoring

“One crucial solution lies in enhanced

this undermines the good work that has

to prevent sanctions violations and

cooperation among ship registries. This is

been done by the IMO with the support of

illicit activities,” he said. “To further

why we have actively supported initiatives

member states, said Charles Axisa, Deputy

strengthen our efforts, we have set up

such as the Registry Information Sharing

Chief Officer at Transport Malta’s Merchant

a dedicated team focused exclusively

Compact (RISC) MoU, formed in February

Shipping Directorate. “Malta is cognisant

on vetting our ships, ensuring thorough

2020 between Liberia, Panama and the

and supportive of the ongoing IMO work

scrutiny and compliance at every stage.

Marshall Islands, and which PISR joined in

on this matter, including the envisaged

By collaborating with international

March 2020. The RISC MoU serves as a

conduct of a regulatory scoping exercise of

bodies and adopting advanced

vital platform for ship registries to share

relevant instruments, and enhancement of

technologies, we maintain the integrity

information about vessels that are being

existing tools which can assist in preventing

of our registry and ensure that our

deregistered or are under investigation for

illegal operations in the maritime sector by

vessels comply with the most stringent

involvement in sanctionable activities.”

the ‘dark fleet’,” he said.

global maritime regulations.”

Another important consideration is the role of NGOs in monitoring

“Malta has always been firm and

A comprehensive vetting system

remains vigilant on this matter. Maltese

screens vessels, owners, managers and

vessels suspected of engaging in illicit

legislation has several punitive provisions

operators before registration with PISR.

activities, particularly the transport

that may also lead to the forced closure

“We utilise advanced monitoring systems

of crude oil, petroleum products and

of registry for ships that are found to be

to detect any suspicious activities, including

gas, it added.

operating in violation of international

AIS spoofing and involvement in sanctions

However, direct action can be

sanctions and/or considered to be

violations, using tools including Polestar

complicated. Flag states may ask a

detrimental to the national interest. The

PurpleTrac, RISC Databank, IHS Seaweb

vessel owner or manager for certain

latest IMO Member State Audit has

and integrating data provided by DPRK,

information, but the power to validate

confirmed Malta’s robust procedural and

OFAC and UN sanctions lists, as well as

their responses is often insufficient, as

legal system to ensure the applicability

the US Senate List, ISN and the Office of

registries do not have the necessary

of international conventions in the

Cooperative Threat Reduction (CTR).”

infrastructure or other means to

interests of maritime safety.”

PISR said it is taking ‘decisive

verify such suspicious activities, said

Whilst keeping an open eye

steps’ to combat vessel involved in

PISR. Tools such as AIS data are not

on geopolitical developments that

illicit activities, by ensuring they are

designed for sanctions monitoring –

invariably affect the industry, one way

swiftly delisted. If a vessel is found to

AIS “can provide information about

registries can cope with geopolitical

violate sanctions or international laws,

attempts to conceal illegal activities

developments is “to always aim to

there is a thorough investigation and,

but cannot prove such”.”

be ahead of the shifting climate and

if necessary, registration is temporarily

turn challenges into opportunities”,

revoked. Administrative hearings are

a tamper-proof tracking instrument

said Axisa. “Malta highlights the

held, relevant authorities are notified

working independently and impartially

importance of enhancing co-operation

and the vessel’s registration may then be

to record and broadcast vessels’ trading

and promoting dialogue with key

permanently revoked.

and sanctions-related information.

“PISR has more than 400

stakeholders, particularly in a

PISR suggested the installation of

“The growth of the dark fleet, which

constantly evolving environment and

rejection cases, where vessels have

includes illicit practices such as flag-

faced by new challenges.”

not been accepted for registration

hopping and shadow fleet operations,

due to failure to comply with rules

is undoubtedly a serious concern for the

and regulations. Additionally, there

global shipping industry,” concluded

The growing

have been over 100 administrative

Kernidis. “This growing trend threatens

challenges posed by

hearings related to violations. These

to undermine the broader international

the dark fleet and

steps ensure that the integrity of the

drive for safe, transparent and high-

increasing geopolitical

Palau flag is upheld and that vessels

quality shipping practices, as well as

uncertainties require a

under our jurisdiction comply with the

the integrity of ship registries. It is clear

robust and proactive

highest international standards.”

that a united and robust mechanism is

PALAU

44

approach from flag

However, PISR said, it recognises

states, said Panos

that these efforts alone are not enough.

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Issue 114 March/April 2025

needed to tackle the challenges posed by the dark fleet.” l

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Ship Registries

Liam Ryan, CEO, SKAN

S

St Kitts tackles dangers to pilots; tightens vetting pre-registration how to rig properly, check the

rigged perfectly – and that little

condition of kit (which will likely

compliment goes a long way for the

have been subject to temperature

seafarer, who is more accustomed

variations, and degradation from

to getting complaints. I don’t think

sun, rain, moisture and/or wind),

crew members always appreciate

and ensure all kit is in date. There

the dangers of incorrectly rigging

t Kitts & Nevis Ship

will also be checks for potential

pilot ladders. So for me, it was vital

Registry (SKAN) has

counterfeit pilot ladders and fake

to work on this campaign.

launched a campaign

IMO numbers.

focused on the safety of pilots

“If we can hypothetically find

Graeme Morkel, SKAN Deputy

that 10% of ladders and rigging

boarding and disembarking

Registrar, says: “Having served

arrangements are inadequate or not

SKAN-flagged vessels.

myself as a master and having done

fit for use, by ensuring that those

More and more pilots across

numerous surveys, inspections and

10% are replaced, we are going to

the world are being injured and,

audits, I know that you can often go

save lives.”

in some cases, killed due to poor

on board and ask crew members to

Separately, SKAN has announced

maintenance, incorrect rigging

show you where pilots ladders are

a tightening of the application process

and the unsatisfactory condition

stowed, and if they know how to rig

for those vessels aspiring to join the

of pilot transfer and boarding

them correctly. In some cases, the

fleet. A completely revised application

arrangements, according to SKAN;

means of stowage can often appear

process is to be introduced from

as a result, the registry is working to

suspect, which then tells you that it

1st April 2025 putting the onus on

ensure that vessels are adhering to

has not been run out or tested, or

owners, managers and operators

all the relevant regulations.

that has not been rigged correctly,

of aspiring vessels to produce the

which all comes down to training.”

documentary requirements first time

“We have all seen videos of pilot ladders breaking and other

“I am keen to increase awareness

round otherwise their application will be rejected.

dangerous arrangements. These

of our campaign – especially

have helped us compile our

because of my background in

campaign, which we have wanted to

safety. If a crew is able to rig the

procedures are going to change

do for some time,” says Liam Ryan,

safe arrangements competently,

and upfront documentary

CEO of SKAN.

Liam Ryan says: “The vetting

nine times out of ten the pilot

evidence to support the

During flag state inspections,

will comment to a crew member

application will be required.

SKAN inspectors will target rigging

when they board the vessel – one

arrangements, ensure crew know

of the first things, your ladder’s

“No second chances. Improve or go,” he warns. l

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Ship Registries

An exclusive SMI interview with the Shipping Deputy Minister of Cyprus, Ms Marina Hadjimanolis Q) What are your views on the growing ‘dark fleet’

work programme is the development of non-mandatory

– is this undermining the international drive for

guidelines on ship registration. The development of such

safe and high-quality shipping and encouraging the

guidelines may be particularly helpful for Flag States who

emergence and adoption of ‘less responsible’ ship

do not have in place due diligence established checks

registers? Do you have any views on what can be

and procedures and who need support and assistance, or

done about this?

even, for new/ emerging registries in order to ensure that

MH) The rise of the ‘dark fleet’, comprising ships

fraudulent registration or flag abuse do not take place.

operating without proper oversight or registration, undermines global efforts to ensure safe and high-

Q) What measures has Cyprus taken to ensure

quality shipping and encourages the adoption of less

that ships under your flag are fully compliant with

responsible ship registers. As a result, the growing ‘dark

international sanctions as well as safety standards?

fleet’ poses significant risks to maritime safety, security,

Please could you provide details (tonnage/ number

insurance and environmental protection and raises a

of ships) of any de-listing you have carried out and

series of new challenges for the maritime sector which

reasons/procedures for doing this, as you see fit?

MH) As a Member State of the UN and the EU,

require to be urgently addressed.

The increased number of unreported ship-to-

the Republic of Cyprus is bound by the UN sanctions

ship (STS) operations beyond sovereign territorial

and the EU restrictive measures. Our Shipping

waters, along with deceptive shipping practices like

Deputy Ministry is the supervisory authority for the

manipulating AIS and LRIT data, presents significant

implementation of UN and EU sanctions in relation

safety and security risks. Effective enforcement of

to Cyprus-flagged ships. To this end, our Maritime

IMO Conventions, including insurance requirements

Administration, acting in its Flag State capacity-

under the IMO Liability Conventions, is essential for

jurisdiction, closely monitors the variety and complexity

maintaining safety and environmental standards. To

of the economic sanctions imposed both at EU and

address these challenges, it is crucial for all States to

international level and regularly issues Sanctions

take necessary steps to improve global enforcement and

Information Notices to the Cyprus shipping industry.

implementation of IMO instruments.

It should be stressed that, taking into account the

All these challenges constitute a serious situation

effect of the war in Ukraine and the 16 sanctions

and thus require particular remedies on the basis of an

packages adopted to date by the European Union on

international cooperation. It is encouraging to see that in

the Russian Federation, our Shipping Deputy Ministry

March the IMO Legal Committee during its 112th session

has continuously offered relevant support and guidance

(LEG 112, 24-28 March 2025) adopted a proposal for

to the Cyprus shipping industry through the issuing

a new output on a regulatory scoping exercise of IMO

of 27 Sanctions Information Notices and six Circulars.

conventions and other instruments available for Member

Furthermore, we have been cooperating closely with the

States to further develop actions to prevent unlawful

Ministry of Foreign Affairs, the Ministry of Finance and

operations including substandard ships. Another new

the Cyprus Ports Authority for matters pertaining to the

output that the Legal Committee agreed to include in its

implementation of sanctions in the maritime sector.

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Ship Registries

For our Deputy Ministry, implementing the relevant

Cyprus fleet. In addition, the Cyprus Shipping Deputy

EU sanctions against the Russian Federation has proven

Ministry maintains an ISO Quality Management System,

challenging, requiring the adoption of innovative

and we are subject to the IMO Member State Audit

approaches, of a new modus operandi and of measures

Scheme (IMSAS). Cyprus’s IMSAS audit was successfully

on various matters such as inter alia the withdrawal of

carried out during April 2023.

authorisation of the Russian Classification society (Russian Maritime Register of Shipping); the development of an

Q) In general, how is Cyprus (Registry) coping with

attestation for the Russian oil Price cap mechanism; the

increasing geopolitical and trading uncertainties in

termination of acceptance of insurance provided by

the world? What can or should Registries/Flag States

Russian insurers (P&I Clubs); and internal guidance for

be doing to cope with it all?

Ship Registry transactions/due diligence.

MH) Indeed, increasing geopolitical and trading

There had been a reduction in the number and

uncertainties in the world constitute real challenges for

gross tonnage of vessels which were flying the flag of EU

the ship registries/ maritime administrations. Sanctions

Member States due to reflagging to the ship registries

in the shipping industry take various forms, from

of third countries particularly in years 2022 and 2023.

comprehensive economic and trade sanctions to more

However, reversing a two-year decline in the Cyprus

targeted measures. Their complexities and evolution in

Register of Ships due to geopolitical tensions, I am very

the recent years have been particularly challenging for

pleased to report a remarkable increase of 18% in our

shipowners, service providers and regulators/maritime

registry in terms of total tonnage over the last 16 months.

administrations. The general position of Cyprus with

As for compliance with the safety standards, it is

regard to shipping-related sanctions is that such sanctions

recalled that the paramount obligation as a Flag State is to

should be targeted, traceable and easily implementable.

ensure compliance of ships with the applicable provisions

Regarding the changes in seaborne trade, since 19

of the national and international maritime legislation

November 2023, navigation in the southern part of the

relating to safety, pollution prevention and living and

Red Sea and the Gulf of Aden is a major concern due

working conditions on board Cyprus flag vessels.

to the attacks of the Houthi rebels from eastern Yemen

A successful monitoring programme of our fleet, is

against ships transiting the area. Whilst the Houthis,

reflected in the Cyprus Fleet Performance on various

through various statements, have made known those

MoU and Port State Control regimes.

whom they are targeting, a number of the attacks have

The monitoring of the Cyprus fleet is a multidimensional

been against ships which do not fall within this published

effort which includes coordinated and well-designed

profile. Our Maritime Administration is monitoring the

actions. In this respect the Shipping Deputy Ministry ensures

matter and has already issued relevant Circulars.

high standards by employing qualified marine surveyors

Cyprus has been adapting to the increasing

knowledgeable in maritime legislation and international

geopolitical and trading uncertainties by maintaining

conventions. Flag State Control Inspections focus on risk-

high standards of safety, environmental protection and

based standards with independent inspectors in key ports

compliance with international maritime conventions

for effective monitoring. The SDM maintains a modern fleet

in order to safeguard that Cyprus remains a trusted

by enforcing age limits, imposing penalties, and regularly

and highly reputable registry. Therefore, despite the

auditing Recognised Organisations, authorised to act on

geopolitical challenges, the Cyprus Flag Administration

its behalf. Additionally, Cyprus analyses Port State Control

remained focused to delivering efficient, high-quality

inspection reports and issues Circulars to provide ongoing

and personalised services and has excelled both globally

guidance to shipowners and managers.

and locally. Cyprus has strengthened its position as a

By applying the above-mentioned measures, this has resulted in the further improvement of the quality of the

Maritime Centre of Excellence and has experienced a significant increase in its registered tonnage. l

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Alternative Viewpoint Regrettable reality of navigational safety

By Michael Grey, MBE, an internationally respected maritime commentator

D

o we really learn any lessons from the more

There is a schedule to keep and what do you think all this

serious maritime incidents that flit briefly across

sophisticated radar equipment is for? They may of late

public consciousness? Accidents such as the

have slowed down a little to save fuel and the planet, but

catastrophic meeting between the containership Solong and the anchored tanker Stena Immaculate, which recently produced a lot of headlines recently?

There is a sort of grim inevitability in such incidents and

they can still be very scary.

There is also, professionals point out, a lot of very bad behaviour out there, with dim-witted watch officers happily running down a line on their electronic chart being

whatever is finally revealed by the various inquiries into

unwilling to alter course to a stand-on ship, regarding this

the fatal allision, it is unlikely to affect the frequency of

as a diversion. Is the equipment too clever for those using

these navigational mishaps. Questions will be asked; the

it? Or are they just badly trained?

trite all-purpose phrase “lessons will be learned” will be

There has been plenty written about the problems

trotted out, but, in reality, little or nothing will be changed

of distraction, often by accident inspectors, but there

about the way modern ships are operated.

is little evidence of any progress. There are plenty of

Clever and experienced people have suggested for

bureaucratic tasks to take the mind of the watchkeeper

years, (usually in the aftermath of a stranding or collision)

off the principal role and eyes off the horizon, while more

that the manning on small, hard-run ships is inadequate,

and more alarms, for every conceivable item of ship’s

that fatigue is cumulative and that attitudes to hours of

equipment, find themselves located on the bridge in this

rest and work are, to say the least, flexible. But then,

age of automation.

equally clever and experienced people will assert that the

And finally, and rather basically, are you sitting rather

rules are there to be followed, and the financial basis of

too comfortably in a warm wheelhouse, in the posture-

their business proves conclusively that additional hands

perfect chair, lulled into a less than entire attitude of

could not be afforded. Perhaps some AI or additional

alertness by the gentle thrum of machinery? It was

technical help might be considered, in due course, after

many years ago that the UK administration, seeking to

appropriate international discussions, at IMO.

get some proper data on the worrying enthusiasm for

And whatever might be inscribed in the SMS or

One Man Bridge Operation, with no additional lookout

standing orders, weather delays, for anything other than

after dark, sent their observer to sea in small, hard-

the most extreme conditions are increasingly regarded

working ships. The results were not encouraging, this

as unacceptable. Nothing new in that, perhaps - the

person noting a worrying lack of alertness among tired

master who regularly arrived on time has always been

watchkeepers. The term ‘catatonic trance’ was employed,

regarded more favourably than the cautious colleague

one recalls.

who is reluctant to ‘press on’. Regardless of the long-

All of which leaves us with the thought that the whole

established regulations, navigators on slow ships are

logistic chain is just too taut; too finely tuned for speed,

constantly being frightened by speedsters (invariably

rather than safety. If something could be done about that,

container ships), rushing up and down busy waterways

maybe all the other problems might be a little easier to

in restricted visibility. Ask any coastal VTS operator.

solve. And that is navigational reality in 2025. l

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Regional Focus: Scandinavia Report

Regional Focus SCANDINAVIA REPORT

Norway: full steam ahead on ammonia Charlie Bartlett reports for SMI from a press tour of leading Norwegian companies organised in the run-up to Nor-Shipping.

I

n recent months, Norway has seen a divergence between its green shipping targets and those of other countries. Enthusiasm for ammonia is outstripping that of Norway’s European neighbours,

which are leaning instead toward methanol and bio-derived fuels.

By the time Höegh Autoliners’ newbuildings are delivered, its fleet will perhaps the most ammonia-ready in the world, with considerable work done on tank design to ensure that very little will need to be done – some piping and a new fuel feed system, according to CEO Andreas Enger – to make the vessels ammonia dual-fuel capable.

Höegh seems to be avoiding one of the potential pitfalls of ammonia, though; when the time comes, its vessels will be capable of sticking with LNG if sufficient ammonia bunkering capacity is unavailable. “We have no plans to burn grey ammonia,” Enger clarified in conversation with SMI. Norway is extremely good at manufacturing grey ammonia through its fertiliser giant Yara. Currently, Yara’s plant extracts carbon from natural gas using steam-methane-reforming, and then combines it with nitrogen extracted from the atmosphere to create ammonia. Burning this as fuel would be ill-advised, however, because of the extraordinary CO2 emissions of steam reforming. Doing so would generate considerably more carbon than to burn natural gas as ship fuel.

A view from DNV’s scenic Høvik headquarters

Andreas Enger with a model of Höegh’s Aurora-class newbuild

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Regional Focus: Scandinavia Report

Another concern is that of the safety

Intimately familiar with the process of

of ammonia, to which there appear to

making ammonia, however, Yara may be

be few answers. SMI was repeatedly

able to drastically scale up green ammonia

assured there were sufficient safety

production based on Norway’s abundant

procedures in place to enable safe

supply of renewable energy. Much

operation for crew.

depends on the availability of proton

“If you get ammonia leakage, in the

exchange membrane (PEM) electrolysers,

interim guidelines from IMO, they have

used to generate the renewable hydrogen

included an important requirement in

that is the precursor of the new generation

an emergency situation for an ammonia

of fuels. Such electrolysers are already

ship where you have a large leakage,”

present in Yara facilities.

said Linda Hammer, Principal consultant,

As Yara Clean Ammonia’s Senior

DNV. “There is a requirement for a safe

Vice President - Product Management &

haven, so the people on board the ship

Certification, Vibeke Rasmussen, points

can go to a safe place, not affected by

out, while the hydrogen production is

the toxic gas, so that they can plan and

limited only by the supply of renewable

find out how to proceed.”

energy, biogenic carbon is much

SMI was unable to extract a

more difficult to find, and is shared

response from DNV, Höegh or Yara as

between green methanol and other

to what would happen if a vessel with

fuel types such as biodiesel. This likely

a tank of ammonia were lost at sea, an

puts methanol in a stiff competition

eventuality with potentially catastrophic

for feedstock resources which green

environmental results. “This would be

ammonia may be possible to sidestep,

dealt with on a case-by-case basis,” said

as nitrogen, ammonia’s carbon

one DNV expert.

counterpart, is available in abundance,

It may be that conventional bunkering

making up 80% of Earth’s atmosphere.

hubs, situated amid dense urban environments, are unsuited to bunkering

Yara employee shows off PEM electrolysers at Herøya

MAKE DO AND MEND

ammonia, Höegh’s Enger admitted.

While the debate over new fuels

“Personally, I believe that bunkering

rumbles on, huge progress is being

is the riskiest aspect of operating on

made on fuel efficiency, which is making

ammonia,” he said. “When it comes to

radical emissions reductions achievable

bunkering, if something goes wrong we

even with conventional fuels. Some 140

will seal the tanks and we won’t go there

efficiency retrofits, across Odfjell’s fleet

again. I think we will need to be very

of 70 vessels, has led to a remarkable

specific about the ports where we bunker

53% reduction of CO2 emissions across

ammonia, for this reason.”

its fleet, compared with a 2008 baseline, according to Erik Hjortland, Technology Vice President. These have comprised propeller boss-cap fins, mewis ducts, LED lighting, and most recently, sails.

“We took the 19 highest consumers in the fleet, and made changes to the engine, shaft generator, put on new propellers, and rudders.,” Hjortland related. “By that, without any speed loss, we saved 20% on average, as much as 30% with some of the ships. It really shows the potential of using existing on-the-shelf technology. Whatever fuel its tankers end up burning, the company stands to save a lot of money on it.”

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Hjortland lamented that Odfjell had not done this 20 years

the cylinder. EGR also, however, seems to have the effect of

prior, saying “think of how much money we could have saved

improving the efficiency of OCCS devices, Edvin Endresen,

on fuel!”

Solvang CEO, explained, through increasing the concentration

“According to a Clarksons study earlier this year, 63% of

of carbon in the exhaust. Doing so has allowed Solvang’s

the world fleet has not installed any energy-saving devices. So

OCCS to capture around 60% of the carbon from the exhaust

imagine the potential.”

– OCCS systems typically manage 30%.

Jotun, meanwhile, is preparing for a “big reveal” at

One concern with OCCS systems is that additional fuel

NorShipping, though would not divulge the exact nature

– quite a lot of it – is needed to provide sufficient energy to

of such. It will most likely involve HullSkater, Jotun’s robotic

power the CO2 sequestration reaction. But encouragingly,

hull-cleaning device developed by Kongsberg. Looking like

Solvang claims, too, to have used scavenged heat to reduce

a halfway between a Lamborghini and an electric shaver, the

this supplementary fuel consumption, from a typically around

robot is stored onboard, and used to clean the hull during port

50%, to closer to 20%.

calls, on a much more frequent schedule than would be possible with yard visits, give slime build-up little chance to develop.

“We have found that going between 30-50% [carbon capture], there is hardly any increase [in fuel consumption] –

“HullSkater generation one is out in the market, and we

like 5%,” explained Endresen. “But when you go past 60%, it

are now delivering that together with a dedicated coating

climbs – 10, 15%. When you get close to 70%, you get a 15,

developed for that single purpose,” explained Christer Lorentz

20% increase in fuel consumption. After that, the curve goes

Øpstad, Jotun Global R&D Director -Fouling Protection. “We

really steep, because you need to apply much more heat to

are working on generation two, generation three.”

get the extra out of it.” l

Jotun tests its coatings close by in the water of Sandefjord, using a raft permanently stationed by a nearby quayside. But

Norway is not the only country with an abundant

are Norway’s cold waters a good place to test anti-fouling

supply of renewable hydropower. Some 70% of grid

coatings? “Everyone thinks that Norway’s waters are not

energy in Brazil is provided by energy derived from

fouling waters,” said Øpstad. “But what we have found is that

the Amazon river, similar to Norway – though in

August in Norway is absolutely the most severe fouling that

Brazil’s case, this is tempered somewhat by the fact

you can have anywhere --Singapore is not even close.

that many communities throughout Brazil are not grid-

“We have had all summer for our sea to warm up a little

connected. Still, it is diversifying into other forms of

bit, and there is a flush of nutrients in the water from farming.

renewable energy, wind and solar, at a faster rate than

And we have very long days – so it is getting sunlight,

many other countries.

growing almost 24 hours a day. The total biomass ends up like

Apparently having recognised the synergies between

kilograms per square metre in that month. We really couldn’t

these two countries, Norway and Brazil signed a green

believe it.”

corridors agreement in February. In additio, Brazil and

Shipowner Solvang is enjoying extraordinary success with its onboard carbon capture and storage (OCCS) by combining it, quite by accident, with exhaust gas recirculation (EGR). A

Norwegian Research Association have signed an MoU to collaborate on research and development.

With major potential for provision of ship fuels, there

measure to reduce emissions of unburned NOx, EGR lowers

is growing evidence of coordination between the two

engine combustion temperature by displacing oxygen in

countries; Brazil will be sending a large delegation to this year’s Norshipping, director Sidsel Norvik told SMI. “They have a seminar, ‘Bridging the gap between Brazil and Norway’,” she explained. “On shipbuilding I think this is important, because they don’t have the expertise, and Petrobras need another 125 ships for its fleet.”

“Brazil have adopted the Norwegian model in the oil and gas industry, where the Norwegian Government is very strong in the field, but they need international expertise in order to escalate, ” India, too, is courting investment and customers for its shipyard industry, variously reopening, renovating or

The streamlined shape helps Jotun’s Hullskater stick to the hull

increasing the capacity of its shipyards. The hope is that India will be a ‘Top 5’ shipyard by the end of this decade and provide an alternative to China’s shipyards dominance. l

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Regional Focus: Scandinavia Report

Svitzer signs global EcoTow pact with Wallenius Wilhelmsen to drive decarbonisation

C

openhagen-based Svitzer has signed a global EcoTow agreement with the Wallenius Wilhelmsen group. The agreement marks a major step in

Svitzer’s decarbonisation journey and supports Wallenius Wilhelmsen’s ambition to reduce Scope 3 emissions across Svitzer’s global operations.

The agreement covers tug jobs across key markets such as Australia, the UK, and Scandinavia. By applying the mass balance principle, Svitzer can use biofuels across its network and bank the resulting CO2 savings in its emissions ledger.

These are then allocated to Wallenius Wilhelmsen, allowing the company to reduce emissions related to towage.

“This collaboration demonstrates the importance of partnerships in our decarbonisation efforts. Working with a like-minded partner like Svitzer gives us a reliable path to reduce emissions beyond our direct operations,” says Ove Moring, Senior Manager Supplier Contracting & Equipment, Wallenius Wilhelmsen.

Sven Muchardt, Key Customer Manager at Svitzer, highlights the value of the agreement: “We are excited to partner with Wallenius Wilhelmsen on this initiative to help address the shared challenges of decarbonisation. This agreement strengthens our collaboration while supporting both companies’ strategic goals.”

The deal reflects a growing customer demand for voluntary emissions reduction schemes that go beyond regulatory requirements. It also illustrates how Svitzer’s differentiated approach can support customers in accelerating their climate strategies.

“We see EcoTow not only as a solution for today, but as a bridge to more transformative change,” adds Svitzer’s Head of Decarbonisation, Gareth Prowse. “These agreements show that our customers are ready to act now, not later.” l

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Space Norway improves connectivity with multi-orbit satellite strategy

W

THOR 8 in orbit. (Courtesy Thales Alenia Space)

Jan Hetland (Photo Kilian Munch)

hereas in the past, onboard connectivity could be a somewhat unreliable, today it is an operational necessity for vessels to have

robust and high-speed communication links. These links support systems spanning navigation, cargo monitoring, engine diagnostics, connectivity services for passengers, and crew welfare.

From the bridge to the engine room, seamless data flow is essential to ensuring operational efficiency, safety

LEO CONNECTIVITY SERVICES

and regulatory compliance. Furthermore, an update to the

In another move which will be beneficial for its

Maritime Labour Convention (2006) (MLC), gives crew the right

maritime clients, Space Norway has also announced

to mandatory social connectivity including internet access.

that it has signed a Term Sheet for Lightspeed LEO

Excellent satellite communications are indispensable to all

connectivity services from Canadian satellite operator

maritime sectors.

Telesat. The company plans to integrate a multi-Gbps

Space Norway, Northern Europe’s leading satellite

Telesat Lightspeed capacity pool into its services portfolio

operator and provider of connectivity services to the

to provide secure, low-latency connectivity services ideally

maritime mobility and land-based sectors, governments, and

suited for real-time maritime requirements and enhanced

broadcasters, has a fleet of THOR geostationary satellites,

internet access for crew and passengers.

delivering exceptional northernly coverage as well as extensive reach across Europe, the Middle East, and Africa (EMEA).

Unlike Low Earth Orbit (LEO) satellites which move

Explains Jan Hetland, Space Norway’s Director, Data Services Division: “The introduction of THOR 8 into our portfolio of satellites along with the agreement with Telesat

rapidly across the sky, geostationary satellites remain fixed

allows us to expand our services in both capacity and

in one location, and so tend to provide a more stable and

geographical reach. With the addition of the Lightspeed

consistent connectivity. This makes them the ideal choice for

network we will be able to extend our range beyond EMEA

mission-critical applications such as vessel tracking, dynamic

to a worldwide scale. This will be a game changer for our

route optimisation, automated cargo handling and safety

maritime clients who frequently navigate across different

communications at sea.

geographical regions. They will be able to access seamless connectivity from us without needing to switch providers.”

NEW GEOSTATIONARY SATELLITE Space Norway recently announced the contract for a new

This multi-orbit strategy combines the stability of geostationary satellites with the low-latency advantages of

dual-use satellite, THOR 8, equipped with three dedicated

LEO networks and positions Space Norway as a formidable

payloads on the Ku and Ka bands. THOR 8 is expected to

player in maritime satellite communications. l

have an operational lifespan of more than 15 years, with its launch scheduled for the end of 2027. This latest addition to the fleet will deliver expanded coverage, and robust, highspeed connectivity to maritime clients operating in the North, Baltic and Mediterranean Seas, as well as across the North Atlantic Ocean, and regions of the Arctic and Indian Oceans.

This is extremely good news for vessels and offshore energy platforms operating in more challenging sea conditions as

1)

it will ensure that onboard systems remain fully functional, regardless of the weather.

1) Coverage map of THOR 8, showcasing extensive service areas across Europe, the Middle East, and parts [91]

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Regional Focus: Scandinavia Report

Will Sweden’s green fuel surge

break the maritime dilemma?

Sweden’s renewable fuel resources face a key challenge: limited integration with the wider European market.

Nils Igelström, Managing Director at GAC Sweden, warns that the maritime sector’s energy transition may struggle without greater clarity and infrastructure. weden is at the forefront of the maritime industry’s

S

In May 2023, construction began on the FlagshipONE

alternative fuel development in Europe, aiming for

facility in Örnsköldsvik, which aims to produce 50,000 tonnes

net-zero emissions by 2045 in support of the IMO’s

of carbon-neutral eMethanol annually.

heavily in renewable fuel solutions for commercial shipping,

of the NorthStarH2 project, targeting up to 100,000 tonnes of

focusing on biofuels, liquefied biogas and synthetic fuels

eMethanol each year to support Sweden’s renewable energy

like eMethanol.

and shipping needs.

2050 decarbonisation agenda. The country has invested

Several notable infrastructure projects that have broken

It was followed in February 2024 by Jämtkraft AB’s launch

Six months later, ScanOcean and Vegoil introduced a marine fuel from hydrotreated vegetable oil, which was

ground in the past two years.

successfully used by the tanker Key Fjord shortly afterwards at the Port of Oskarshamn shortly afterwards, marking progress toward viable maritime biofuels.

But despite these investments, the maritime sector continues to face a paradox: limited adoption of alternative fuels hinders infrastructure development, while shipping companies hesitate to invest in retrofits or new vessels until supply chains mature. This creates a disconnect that risks an oversupply of Sweden’s advanced fuels without broader access to the European shipping market.

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Nils Igelström, Managing Director at GAC Sweden, points

A Drewry study found that switching to green

out that even though Sweden produces innovative renewable

methanol could increase fuel costs by 350%, adding

marine fuels, cargo owners are hesitant to pay higher freight

over US$1,000 per 40-foot container shipped from Asia

costs, preventing the realisation of environmental benefits and

to Europe.

Igelström emphasises that while exporting

delaying decarbonisation.

Supply chain bottlenecks, including logistical challenges and limited European port infrastructure, continue to hinder

Sweden’s alternative fuels raises costs, it is essential to unlock shipping’s green potential.

the export of Sweden’s alternative fuels, raising costs and

The maritime industry requires clear frameworks,

complicating regulatory compliance for vessels outside the

as regulatory, infrastructure and environmental gaps

North and Baltic Seas.

hinder the development of an effective green fuel

Igelström notes: “While supply isn’t an issue for vessels regularly calling at Gothenburg, accessing Sweden’s fuels

supply chain.

“Shipping companies need certainty,” Igelström

is challenging in regions lacking infrastructure. Without

says. “With slim margins, they can’t afford fuel

consistent availability beyond Sweden, Finland, and Germany,

shortages, especially in areas with few delivery points.

shipping companies hesitate to invest in greener vessels and

Europe must work together to create a uniform supply

greener fuels.”

chain for renewable-powered vessels.”

He stresses the importance of broader European

Sweden, Finland, Iceland, and the Faroe Islands

collaboration to improve fuel accessibility and support the

are tackling these issues through the STORM project,

green transition in shipping.

launched in May 2024. This initiative aims to address

Logistical hurdles drive costs, with bunkering making up to 50% of a vessel’s daily expenses. The World Economic

supply chain barriers and accelerate the green transition.

“Sweden is a leader in shipping’s fuel transition with

Forum notes that greener fuel alternatives can be four times

innovative development and regulations. Yet, Europe

more expensive than traditional heavy-fuel oil. Transitioning

must efficiently distribute surplus renewable fuels

to zero-emission shipping raises goods costs in an already

across the continent”, Igelström concludes. l

tight-margin industry.

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Regional Focus: Gibraltar Report

GIBRALTAR REPORT

‘The Rock’ standing solid amid shifting geopolitical landscape

The peninsular of Gibraltar may be small but it is still a major player when it comes to international shipping. As the largest bunkering port in the Mediterranean, it is strategically placed overlooking the Straits of Gibraltar and also makes a perfect location for crew transfers as well as ship supply. But how is Brexit affecting this British Overseas Territory?

O

ngoing tensions in the

gained from traffic that used to go

through which the government and the

Red Sea area mean much

into the Mediterranean and then down

Port Authority are looking at.

shipping has diverted away

through Suez.

from the Suez Canal route and around

“Gibraltar as a port used to

“We currently have three suppliers

supply an average of five million

the Cape of Good Hope instead.

in Gibraltar (one only supplies distillates),

tonnes of fuel a year when we had

But Gibraltar’s strategic position

there was a time where we had five

five suppliers. For the last couple of

means its business remains relatively

physical suppliers in port, so there was

years, we have been at about 3.1 or

unscathed.

capacity and competition was fierce. If

3.2 million. The decrease in supply

we don’t have that now or if there is any

is due to the lack of suppliers as

agency MH Bland, confirms that the

type of congestion, (primarily lack of

both fuel operators are more or less

Cape diversion has not been too

barges), then neighbouring ports

running to capacity since most of the

detrimental to the company’s business

will take up the demand that we

port congestion we see these days is

Ian Penfold, Director of shipping

cannot handle.

at all. “Our office in Las Palmas in

“We’ll see where

the Canaries gained 40% in business

due to supplier delays rather than the anchorage being congested.

“If we had more suppliers this

because of the issues in the Red Sea,”

that leads in the

he relates. “Gibraltar has also

future. I feel Gibraltar

would create competition and increase

needs more

revenue for the Port Authority and for

suppliers than we

the port community as we would be

currently have.

attending to more vessels.”

Applications have

Penfold adds that he doesn’t

been coming

think Tangier, on the other side of the Strait of Gibraltar, will present any real competition to Gibraltar because he said that region is concentrating more on Ro-Ro and Liner services than

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Regional Focus: Gibraltar Report

husbandry and bunkering. But he does mention new TFG

supply hub, with the company’s business receiving most

Marine bunkering facilities opening up in Ceuta that could

of its trade in transit calls for fuel, crew and husbandry

pose a problem for Gibraltar, saying: “We’ll see, our major

services. However, he says it has also noticed increasing

competitors are still the usual subjects - all ports on the Strait,

competition from the nearby port of Algeciras in Spain, just

the Canaries and Malta.

across the bay, over the last couple of years; with an increase

“Once the Red Sea and Suez opens again, we’ll see Egyptian ports, which are a good holding area before they

in ships going there. He cites the number of suppliers as a contributing factor.

cross and take on fuel. This will take more business away from

“Primarily for our type of business, we are talking about

us. But things change on a daily basis so it’s a matter of riding

bunkering calls. We have seen Algeciras increase in ship calls

the storm as best you can.”

and supplies which have gone up compared to Gibraltar.

Its Managing Director, John Taylor, says of the situation:

“We have only two suppliers in Gibraltar, in the past we

“On one hand, some traditional traffic has bypassed the

had five in the port so obviously there is capacity they can

Mediterranean, slightly reducing opportunistic calls. On

supply to and if we don’t have that, or there is congestion,

the other hand, the increased pressure on vessels taking

then neighbouring ports will take up the slack and there will be

the longer routes has created more demand for planned

business overflow we cannot handle.

maintenance and repair services – a niche where Gibdock

“We’ll see where that leads in the future. I feel Gibraltar needs more suppliers than we currently have. Applications

continues to excel.

“We’ve also seen a continued uptick in naval calls, reinforcing Gibraltar’s strategic value beyond commercial

have been coming through which the government and the Port Authority are looking at.

transits. The cluster remains adaptable and its long-term value

“We used to do an average of five million tonnes of fuel a

proposition as a gateway to the Mediterranean and a reliable

year when we had five suppliers. For the last couple of years,

repair and supply hub remain strong.”

we have been at about 3.1 or 3.2 million. We are also short of

John Ghio, CEO and Captain of the Gibraltar Port

bunkers we used to supply, and I am convinced this is due to

Authority, likewise reports that the impact of problems in

the lack of suppliers. More of them would create competition

the Red Sea has not been dramatic for the port. “In the early

and increase revenue for the Port Authority so we could then

days we actually had a temporary increase in activity because

create husbandry opportunities for ship owners.”

vessels going around the Cape in Africa were calling at

Penfold adds that he doesn’t think Tangier, on the other side of the Straight of Gibraltar, would present any

Gibraltar to refuel,” he explains.

“Since then, it has settled a bit, but trade relying on vessels

real competition to Gibraltar because he said that region is

from Asia and northern Europe has seen a slight decline. But

concentrating more on rural services and manufacturing than

we have been compensated as a we are specialised bunker

husbandry and bunkering. But he does mention new facilities

hub. We have availability of conventional bunkers, biofuel and

opening up in Ceuta that could pose a problem for Gibraltar,

Liquid Natural Gas (LNG) bunkers. The LNG side is very busy,

saying: “We’ll see, our major competitors are still

so some activity has actually picked up.”

the usual subjects - all ports on

HUB ROLE Penfold confirms that Gibraltar remains a major bunker and

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Regional Focus: Gibraltar Report

the Straight, the Canaries and Malta. Once the Red Sea and

makes it a dependable choice for ship owners and operators.

Suez opens again, we’ll see Egyptian ports, which are a good

That said, competition is always evolving. We’re seeing

holding area before they cross and take on fuel. This will take

increasing investment in some Mediterranean yards, which are

more business away from us. But things change on a daily basis

modernising and expanding their service offerings.

so it’s a matter of riding the storm as best you can.”

“However, few can match Gibraltar’s combination of

Lavarello of Alex Turner & Co believes that beyond

proximity to key routes, drydocking capacity and efficient

Gibraltar’s enviable location, its more diversified service

turnaround. At Gibdock, we’re continually investing in our

offerings remain of a better standard than those of its

people, infrastructure and engineering capabilities to maintain

regional rivals.

that edge.”

“The reputation the port has built and the ability of the

Ghio, of the Gibraltar Port Authority, also confirms that

jurisdiction to be reactionary to change makes it difficult to

Gibraltar is still very much a major force in the region. He adds

question that Gibraltar is still a major force and even whether

that the main competition is mainly from Las Palmas, which

this will ever change,” he says. “The private industry is also

is drawing some of the traffic voyaging north up the coast of

lucky enough to be incredibly well supported by both the port

Africa instead of via the Suez Canal.

authorities and its minister in charge.

“If traffic calls at Las Palmas there is less deviation for

“This support extends to being proactive in finding

them than to Gibraltar,” he points out. “However, overall we

solutions for our clients,” he continues, as well as “to a

have been insulated from any major impact. We’ve lost some

coordinated marketing approach that strengthens the

northbound traffic in the Atlantic but gained more from the

image of Gibraltar Port. This is through promoting its image

only viable entrance to the Mediterranean, which is Gibraltar.

but shows transparency between stakeholders. This is

“In terms of competition we are not losing volume and

something that Gibraltar Port’s competitors in the region

haven’t noticed a downturn,” he reiterates. “The natural evolution

struggle to match.”

is increased competition from Las Palmas as a supply route, which

Gibdock’s Taylor believes: “Gibraltar is still absolutely seen as a major maritime player in the region. Its unique geographic location, political stability and range of high-quality services

is healthy activity in both our cluster and Las Palmas.”

Regarding growth of the flag, the Gibraltar Maritime Administration (GMA) - which manages both the Gibraltar Ship

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Regional Focus: Gibraltar Report

Registry and the Gibraltar Yacht Registry - says this is in line

be a Brexit agreement or will there be a hard border – we will

with its vision to promote a large and diverse fleet without

have to adjust. It has its pros and cons, but it’s definitely going

compromising on quality. It is continuously exploring ways to

to make a difference to the way we do business.”

broaden its client base and identify areas with potential for

Lavarello of Alex Turner & Co Shipping reports positively that business remains strong, and that in a very competitive

sustainable growth.

Maritime Administrator, Dylan Cocklan, states that GMA’s

market the company continues to grow by offering proactive

growth strategy includes “carefully assessing opportunities

service from a large team of experienced shipping clerks.

where the Gibraltar flag can remain competitive and continue

He says it focuses on adding value for clients by being an

to deliver value in a diverse and evolving maritime landscape.

extension of their own operations departments.

These efforts reflect our mission to contribute to the ongoing

Regarding the Brexit issue, he says: “Its uncertainty hasn’t

development of Gibraltar as an international maritime centre

been a factor in our decision-making. We have continued

of excellence.

to grow our staffing contingent, take on cadets from the

“As the global industry continues to shift, we remain

maritime academy for their internships and invested in training

focused on supporting international trade and commerce

as if it was business as usual. I believe that if Brexit brings no

through a Register committed to the highest standards of

significant change to the mechanisms under which Gibraltar’s

safety, environmental protection and crew welfare.,” he says.

maritime sector currently operates, then Gibraltar will always

“Our approach is grounded in resilience, adaptability and

be seen as the major force in the region.”

long-term relevance. While no decisions are taken lightly, we remain open to initiatives that reinforce the strength of the flag and the quality of service we provide. Competition, as

GIBDOCK EXPANSION Gibdock has enjoyed a very strong past year for business

ever, plays a part in shaping the landscape - and we view this

with consistent demand across its core ship repair and

as a positive driver to keep refining, listening, and evolving;

maintenance services, including a number of technically

so, we continue to be a trusted and credible choice for

complex dockings.

shipowners worldwide.”

Taylor cites one particular highlight: the successful completion of the largest single project in Gibdock’s history –

BREXIT UNCERTAINTY

a major drydocking and life-extension refit for a large offshore

MH Bland’s Penfold cites a lack of berthing facilities as an issue

construction vessel. The scope of work, he confirms, involved

so there are limited opportunities for cargo movements apart from

extensive steel renewals; machinery overhauls; full hull blasting

Ship-to-Ship (STS) operations which are not always straightforward.

and coating; tank blasting/coating and extensive crane and

However, he says currently Gibraltar has very good

work tower structural repairs work; removal, full overhaul and

connections with the UK and visa waivers for different crew

refitting of six thruster and two propulsion thrusters; more

nationalities. He adds that the port is very important for

than 28,000m3 of erected staging throughout the vessel

yachting and cruise ship calls while these vessels are refuelling.

internally/externally; extensive crane and work tower structural

Regarding Brexit, he comments: “There’s always been a

repairs, pipe works and a full accommodation refurbishment –

cloud over us on Brexit and how things may change. We don’t know from sources what’s going to happen to our markets or,

all delivered to a tight deadline with zero safety incidents.

“This project showcased the full breadth of our capabilities,’

for example, visa requirements for certain nationalities. The

says Taylor, “from project management to multi-trade

question is, if we’re going to get the waivers we have right

execution, and stands as a testament to the experience and

now, or if we are going to have to apply for Schengen visas.

professionalism of our team. It also reinforces Gibdock’s

Also, what’s going to happen with the frontier with Gibraltar

capacity to handle high-value, large-scale contracts and

and Spain for custom clearance, spare parts and provisions,

positions us strongly for similar opportunities moving forward.”

etc. What is going to be the status for Gibraltar, are they still

He also reports a steady growth in the areas of wind, solar and sewage engineering projects, particularly where they align

going to be part of the EU? “I wouldn’t want to speculate until the powers-that-be say ‘this is what’s happening, this is what’s going to be done’. Then

with Gibraltar’s infrastructure and sustainability needs.

“One of the most impactful projects has been the installation

we’ll have to pick up the pieces and see what’s going to be

of freshwater reverse osmosis (RO) plants, delivered in

beneficial for us and what we will be losing out on.”

partnership with our parent company, Balaena,” he says. “This

Penfold concludes: “One thing for sure is that we are

marks an important step for us in supporting critical infrastructure

going to have to adapt and change as to whatever comes our

projects beyond the marine sector and it demonstrates how our

way. It is definitely going to make a big difference to the way

capabilities can deliver long-term value. It’s a space we’re keen to

we do business in Gibraltar. For example, is there going to

build on in the years ahead,” he concludes. l

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Euroship Supplies highlights Gibraltar’s ability to adapt and innovate Lyana Mclaren of Euroship Supplies Ltd, says the routing diversion has presented challenges as well as opportunities.

Regarding Brexit, Mclaren said it depends on negotiations: “If a Brexit Treaty for Gibraltar is signed between the UK and

“On one hand there has been increased demand for

EU, it would likely provide a clearer regulatory framework

bunkering and potential for greater port calls as ships seek

which could help secure Gibraltar’s position in the European

more secure routes. On the other, any reduced shipping

supply chain.”

volumes could potentially negatively affect some services.”

She summarised of the situation: “Gibraltar’s maritime

“The full effects are yet to be seen and if there is a non-negotiated outcome, that will have to be navigated.

cluster remains resilient and adaptable despite the

Either way, Gibraltar is poised to adapt, innovate and seek

disruptions. If it continues to innovate and respond to

new opportunities.”

changes in global trade, it is well positioned to maintain its

Addressing their main issues as a supplier, Mclaren said: “Issues such as vessel arrests due to non-payment

significance in the sector.”

Mclaren confirmed the rock remains a major force,

are not currently a major concern, however the Middle

although it is facing increasing competition from locations

East crisis and decisions by many owners to sail around

like Malta and Cyprus, which have attractive tax regimes

the Cape is having a noticeable impact on traffic supply

and EU membership benefits.

and demand.”

She also cited the nearby port of Algeciras as a significant competitor, especially in container traffic and cargo handling.

Concluding: “Gibraltar’s maritime cluster will need to remain agile, look for niche market opportunities while

She added: “The Canary Islands are emerging as

offering reliable and high-quality services. Geopolitical

another competitor particularly for bunkering and servicing

factors and market volatility will continue to shape the

transatlantic routes because of their attractive location

ship supply landscape, but the sector remains resilient

between Europe, Africa and the Americas.”

and adaptable.” l

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Crew Welfare Revolutionising seafarer nutrition as next frontier for shipping innovation

By Oren Saar, CEO, Agwa

I

n an era where shipping operations are rapidly evolving through digitalisation and decarbonisation initiatives, the fundamental needs of our 1.9 million seafarers remain

paramount. As these essential workers facilitate 90% of global trade, ensuring their wellbeing has become more critical than ever, particularly when we think about how to attract and retain the next generation of maritime professionals.

Whilst the shipping industry embraces technological

crucial factors in maintaining operational safety and efficiency.

Moreover, access to fresh produce can significantly impact mental

advancement, crew welfare often remains anchored in basic

wellbeing by providing a vital connection to nature within the

compliance rather than meaningful enhancement. However,

industrial setting of a vessel. The act of growing and harvesting

new innovations are now addressing a critical aspect of life at

vegetables creates a sense of purpose and accomplishment,

sea - nutrition.

strengthening crew engagement and social bonds.

AI-powered onboard vegetable growing systems

From a sustainability perspective, onboard food

like Agwa’s are emerging as a groundbreaking approach

production also represents an innovative approach to reducing

to delivering fresh, sustainable nutrition at sea. These

the maritime industry’s environmental footprint. By decreasing

autonomous systems transform vessels into self-sustaining

reliance on traditional supply chains, vessels can minimise

ecosystems, providing crews with direct access to fresh

emissions and packaging waste associated with conventional

produce throughout their voyages.

provisioning. This approach not only advances environmental

Our technology operates through an AI agronomist that

goals but also builds operational resilience by reducing

continuously optimises growing conditions, regardless of a

dependence on external supply chains during extended

vessel’s location or climate. Requiring only water, electricity,

voyages or periods of disruption.

and Wi-Fi connectivity, these systems can transform any

The economic aspect is equally compelling. The cost of

suitable onboard space into a productive garden, without

vegetables grown onboard remains comparable to traditional

requiring agricultural expertise from crew members. This

provisions, offering sustainable, long-term benefits that

accessibility ensures that fresh produce is available year-round,

reduce costs over time whilst delivering substantially greater

effectively bridging the nutritional gap between shore and sea.

value through improved crew satisfaction, retention, and

This advancement comes at a crucial time. Traditional

environmental performance. This alignment of economic

reliance on preserved and frozen foods, whilst practical, falls

and welfare benefits demonstrates the industry’s capacity to

short of modern nutritional expectations and preferences,

advance both human and operational interests simultaneously.

especially among younger seafarers that are entering the

Looking ahead, the maritime sector must view crew

profession. Limited access to fresh, varied food significantly

welfare not as a compliance requirement but as a strategic

impacts both physical and mental health, contributing to

investment in long-term sustainability and performance.

reduced job satisfaction and increased turnover in an already

Fresh, nutritious food represents a fundamental aspect of this

challenging labour market. The monotony of preserved food

approach, addressing physical health, mental wellbeing, and

options can amplify feelings of isolation, creating additional

professional engagement in a comprehensive manner.

challenges for crew retention and recruitment.

We know there is a direct connection between nutrition and

As the shipping industry navigates global uncertainties and evolving workforce expectations, solutions that prioritise

operational performance. Well-nourished crews demonstrate

nutrition, engagement, and sustainability will be crucial in

enhanced alertness, focus, and decision-making capabilities –

building a more resilient and attractive maritime profession. l Issue 114 March/April 2025

Ship Management International

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Ad Hoc

WISTA International Board meets in India for first time The Women’s International Shipping and Trading Association (WISTA) International Board held its mid-term meeting in India for the first time in April.

To mark the event, WISTA India under its President Summiit Cheema Sharma hosted a one-day conference on ‘Navigating Change: The Future of Sustainable Shipping’ to coincide.

Elpi Petraki, President of WISTA International, emphasized the significance of this event, stating: “India is a vibrant hub for the maritime industry, and it is an honour for the WISTA International Board to meet here for the first time. This visit highlights the vital contributions of women in maritime and reaffirms our dedication to advancing diversity and inclusion worldwide.” l

Grimaldi teams with UNICEF on aid for children in Africa The Grimaldi Group and UNICEF have signed a one-year logistics agreement with the aim of facilitating the transportation of life-saving aid for children and their families in the UN body’s emergency conditions and development programmes.

The Grimaldi Group will provide free maritime transportation for at least 80 containers of UNICEF’s aid on the New York (U.S.) - Dakar (Senegal) route, contributing to the speed and efficiency of the distribution of essential supplies.

“The Grimaldi Group has always been committed to generating positive impacts in the communities where it operates,” said Gian Luca Grimaldi, Chairman of Grimaldi Group S.p.A. “Through the provision of complimentary transportation for aid containers on our ships, we are pleased to extend our support to vital charitable activities benefiting children and families in need, contributing to the construction of a better future for them and their communities.” l

IRS Golden Jubilee marked

by India Post special cover In early April, to mark the 50th anniversary of its Foundation Day, Indian Register of Shipping was honoured by the release of a special cover by India Post commemorating its half century of excellence in the maritime industry.

The special cover was released by Chief Guest Shri Shyam Jagannathan, IAS, Director General of Shipping along with Shri Amitabh Singh, Chief Postmaster General Maharashtra Circle, India Post and Capt. B K Tyagi CMD, Shipping Corporation of India who graced the occasion.

To further mark this momentous day, IRS also released the Touch of Class Golden Jubilee Edition – Volume 3 and announced the forthcoming launch of its newly updated website, which reflects the organisation’s continued evolution and commitment to innovation. l

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Singapore Maritime Week busier than ever The 19th Singapore Maritime Week took place in the last week of March, hosting a panoply of events and an estimated 20,000+ attendees. An official EXPO@SMW exhibition attracted close to 200 local and international exhibitors, while the same week the 10th edition of the biennial Sea Asia event, co-organised by Informa Markets and the Singapore Maritime Foundation, also took place.

A hot of MoU-type agreements were signed during the week. ABS opened a new office in the city-state and together with the Maritime and Port Authority of Singapore (MPA) founded the ABS Singapore Maritime Safety Centre. The MPA also launched its own digital platform for training in the safe handling of alternative marine fuels and new technologies, as well as the world’s first maritime cybersecurity training facility.

The ports of Rotterdam and Singapore meanwhile announced strengthened collaboration on their impending Green and Digital Shipping Corridor. l

Kongsberg fits out Norway’s largest tallship for research role The One Ocean Expedition 2025-2026 is a 12-month voyage encompassing 26 ports across three continents. It will see a crew featuring seasoned scientists, eager students and key stakeholders crossing the Atlantic Ocean, the Mediterranean, the Arctic, the Pacific, and the Caribbean, collecting vital ocean data on route.

Kongsberg Discovery has helped transform the 111-year-old, three-masted sailing ship ‘Statsraad Lehmkuhl’ into a state-of-the-art research vessel for the upcoming expedition, which was due to depart from Bergen, Norway, on 11 April.

The almost 100-metre-long vessel, Norway’s largest sailing ship, has been fitted with an array of Kongsberg Discovery technology – including its cuttingedge ocean data management and analytics platform Blue Insight - to help scientists monitor and understand unique ocean environments, including the waters of the legendary Northwest Passage. l

Free internet access urged as basic seafarer right To mark World Health Day in early April, a group of maritime health and welfare experts urged the shipping industry to recognise free reliable internet access as a basic human right for seafarers — not a luxury.

“Internet access is no longer optional. It’s as essential as clean drinking water and nutritious food,” said Christian Ioannou (pictured, far left), CEO of maritime catering specialists MCTC. “Reliable connectivity is vital for psychological stability, especially during long periods of isolation or high-stress situations,” said Charles Watkins (centre right), CEO of Mental Health Support Solutions.

“Digital isolation is more than an inconvenience, it’s a health threat,” said Dr Jens Tülsner (pictured, far right), Founder of Marine Medical Solutions.

“Access to connectivity is a right, not a reward,” summed up Josephine Le (centre left), Founder of The Hood. l

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Analysis High number of deliveries could impact product tanker markets

By Ian Cochran

P

roduct tanker activity, both

The two sectors will also

in terms of freight rates and

dominate deliveries this year with 98

secondhand sales, is forecast

MRs and 52 LR2s (4.9 mill and 6 mill

to moderate this year and next.

dwt in total, respectively) scheduled to join the fleet.

This is primarily due to a very

Compared to the fleet size at the

high number of newbuildings, especially MR2s (up to 52,000 dwt)

beginning of this year, the scheduled

and LR2s (coated Aframaxes of up

deliveries will add 2%, 6%, 3% and

to 120,000 dwt) expected to be

12% to the dwt capacity of the

delivered during the period, said

Graphs: Banchero Costa

shipping consultancy Drewry in a

“The spike in contracting has

recent webinar.

Handysize, MR, LR1 and LR2 fleets, respectively, BIMCO calculated.

Nearly 75% of the ships scheduled

increased the orderbook from 10.6

for delivery in 2025 were contracted

worldwide could have a knock-on

mill dwt at the beginning of 2023

during the last two years. Despite

effect on this sector.

to 41.2 mill dwt at the start of

this, only 7% will be capable of using

In addition, an oil demand fall

This opinion was shared by

2025. During the same period, the

alternative fuels, while another 12%

Niels Rasmussen, BIMCO’s Chief

orderbook to fleet ratio rose from

will be capable of a future retrofit.

Shipping Analyst who said in a note;

6% to 22%,” Rasmussen said.

During the last two years, the MR

“According to current delivery

Recycling slow During the past five years,

schedules, product tanker newbuild

segment has attracted the most orders

deliveries are set to reach 12 mill

with 278 ships contracted, while the

recycling activity has been slow, and

dwt in 2025.

LR2 sector saw the most capacity

as a result, the average ship age has

ordered with 19.2 mill dwt, being of a

increased by more than 2.5 years

larger deadweight tonnage.

since the beginning of 2020.

“Deliveries will therefore jump 256%, compared to the 3.4 mill dwt

“The low recycling activity during

delivered in 2024. Deliveries will reach a 16-year high and the second

the past five years has created an

highest on record,” he said.

overhang of older ships. Currently, 10% of the fleet’s capacity is comprised of

The high number of deliveries

ships older than 20 years.

predicted follows an increase in new ship contracting during 2023 and

“A return to normal recycling

2024 when 551 ships were ordered

patterns would significantly increase

having a total capacity of 38.7 mill

recycling but continued Russian

dwt, significantly up from the annual

sanctions and Houthi attacks in the Red Sea could further delay the

average of 122 ships (7.3 mill dwt) recorded over the past 10 years.

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Graphs: Banchero Costa

Issue 114 March/April 2025

retirement of the oldest ships.

Analysis

Trading fleet According to Banchero Costa’s March analysis of the product tanker market, there were 3,463 MR1s to LR2s trading (from around 35,000 dwt to 120,000 dwt).

MR2s were by far the largest sector at 1,854 units, or 54% of the fleet, followed by 743 MR1s, 476 LR2s and 390 LR1s.

Only two MR1s were recycled last year, while 20 were forecast to leave the fleet in 2025. For example, in January and February of this year, one LR1, two MR2s and two MR1s were recycled, Banchero Costa said.

Graphs: Banchero Costa

“We estimate that fleet growth will be 5-6% in 2025, while

Looking at the age profile, this showed that 21% of the trading fleet is over 20 years of age (10% LR2s, 23% LR1s, 17% MR2s and 39% of MR1s).

a decline in oil demand growth will likely result in product

Of the 308 units reported ordered last year, 90 were

tanker demand growth ending lower,” Rasmussen added.

LR2s, 38 LR1s, 145 MR2s and 35 were MR1s, according to

The two major size ranges, plus LR1s (Panamaxes

Banchero Costa.

Graphs: Banchero Costa

of up to 80,000 dwt) and the handful of LR3s (coated Suezmaxes), mainly account for Naphtha, gasolene, diesel/ gasoil, and jet fuel/kerosene shipments worldwide.

A plus point is that tonne/miles are still being increased by the boycott of the Red Sea/Suez Canal route in favour of the longer Cape of Good Hope (CoGH) trip, which can add up to two weeks on a voyage, depending on the ship’s speed.

This has mainly affected LRs, which are often chartered to lift jet fuel and other cargoes from Middle Eastern refineries to Europe and also to Asia, especially for naphtha.

Drewry added that the new IMO ship operating

On 14th March, the broker assessed the average daily

regulations could lead to more recycling. In addition,

12 months’ LR2 timecharter rate at $28,500, while the

any easing of the Russia/Ukraine situation might see a

MR2 average rate was $18,750 and the MR1 figure was

return to Europe importing Russian products, which was

assessed at $18,000 per day.

a major trade before the war, especially for MRs.

Although product tanker rates are falling, compared to last year, they are still high when considering the vessels’ daily operating costs. Rates should remain relatively firm for the rest of this year. l

Graphs: Banchero Costa

Graphs: Banchero Costa

Issue 114 March/April 2025

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Smart Technology & AI The future of fuel-efficient maritime operations is interconnected. Are you?

Dan Slater, VP Sales & Business Development for ScanReach, a pioneer in wireless maritime technology solutions, highlights how IoT is helping to cut fuel use and stay compliant as the drive toward decarbonisation gathers pace.

T

echnology is transforming the maritime industry, and the Internet of Things (IoT) is at the forefront.

Far from being just a tech jargon, IoT is already

MEETING GREEN REGULATIONS In today’s regulatory landscape, accurate fuel data is more important than ever. With stricter emissions rules

changing how vessels operate, helping shipping

from the IMO and the EU, such as the Carbon Intensity

companies lower fuel costs, reduce emissions, and

Indicator (CII) and the EU Emissions Trading System (EU-

comply with regulatory demands.

ETS), ships are under growing pressure to monitor and

By connecting sensors and systems across the vessel,

report fuel use with precision and these new regulations

such as fuel flow meters, engine monitors, GPS, and

are bringing substantial costs and compliance challenges

weather data, IoT facilitates real-time data sharing and

to ship owners.

smarter decision-making, both onboard and onshore. The

That’s where IoT systems shine. By automatically

outcome? Enhanced efficiency, reduced emissions, and a

logging data and generating digital reports, they eliminate

more future-ready fleet.

the need for manual tracking and paperwork, resulting inasier compliance, fewer errors, and a lower risk of

FUEL MONITORING

financial penalties. But the benefits go beyond regulation.

Traditionally, fuel consumption was tracked manually,

Emissions performance is becoming a key factor in

through daily logs or occasional readings. While this

commercial decisions and charterers and cargo owners

approach got the job done, it often lacked accuracy and

are increasingly favouring vessels that can prove their

offered limited visibility into what was happening onboard.

efficiency and environmental performance.

Today, IoT systems are changing the game, translating guesswork into precision. By capturing data every few

THE FUTURE’S HERE

seconds and displaying it in real-time, crews and operators

Though IoT may still feel new to some, it is rapidly

can see exactly how much fuel is being used, when, where,

becoming essential to modern vessel operations, and

and why.

with fuel costs on the rise and emissions regulations

This level of insight makes it easier to catch issues early. For example, a fouling hull, an underperforming engine, or even a small adjustment in trim can have a

tightening, accurate, real-time fuel data isn’t just a nice to have, it’s a must.

For forward-thinking owners and crews, investing

big impact, however with constant, accurate fuel data,

in smart, connected systems today means staying

inefficiencies become visible and fixable, leading to

competitive tomorrow. From cutting costs to staying

reduced fuel waste, lower operating costs, and smoother,

compliant, the advantages are clear. The future of efficient,

more efficient voyages.

sustainable shipping has arrived, and it’s driven by data. l

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Smart Technology & AI

Is it time for AI and Data Analytics to redefine Specific Fuel Oil Consumption and emissions?

AI is making significant inroads in the maritime sphere, enabling faster and wider ranging data analytics and streamlining tasks at sea and on shore, writes Rob Mortimer, Founder and CEO of Fuelre4m, which empowers businesses to operate more sustainably by revolutionising the use of fossil fuels.

A

s we embrace greater use of technology

to get to that level of technology on a ship’s engine? Is it

across the shipping industry, I think now is

because we can’t, or because we don’t want to?

the time to examine some of our long-held

The whole world has been focussed on moving away

processes and consider whether we can improve the

from fossil fuels to the degree that the ‘problem’ of fuel

way we calculate and analyse data in order to be

consumption has been swept under the carpet, thinking that in

more efficient and sustainable.

a few years we’ll have moved away from fossil fuels. This year

One area I believe is ripe for reform is the widely used and long-accepted calculation of Specific Fuel Oil Consumption (SFOC). At present I feel this is anything but specific – at best, it’s a calculated guess!

Working with Virtual Machine Software (VMS) and data

brought a realisation that we can’t transition to clean energy that fast.

To move forward, I would like to see engine manufacturers introducing accurate and calibrated fuel management systems as part of their ‘standard’ engine package. Things like mass

analytics companies while analysing the performance of

flow meters shouldn’t be fitted as an afterthought, they are

Fuelre4m’s Re4mx ‘additive’, it became clear to us that accurate

essential to performance proving. I’d like to see output power

measuring of fuel consumption is a thing of myth and legend,

monitoring systems and real-time measurement too. After all,

with thousands of variables being used to work out what should

the only things we need to know, to be able to assess vessel

be a simple calculation. The maritime industry is burdening itself

efficiency, is the fuel efficiency of the engine.

with a mix of measures, assessments and guesses, including:

In a diesel generator (auxiliary engine on a ship), it’s easier

weight, volume, back to weight, temperature, assumed

to calculate. Weight of fuel in (kg), minus weight of fuel out

(indexed) energy density, weight to volume conversions, then

(kg), divided by kWh produced. Purists will still argue there are

taking into account the sea, the weather . . .

other conversion variables to consider, but it’s now as simple

Let’s get back to basics. I say all that matters is how much

as two mass flow meters and a constant power meter across

fuel went into the engine to produce how big a bang to push

the power output. So how do we make it as simple on the

the piston.

main engine?

Fuel consumption in the engine doesn’t care about hull

This is where AI and Data Analytics come in. Once you

fouling. It doesn’t worry about speed through water vs speed

have the right technology, measuring the right things, fuel

over ground. It’s oblivious to tides, currents, hull depth and

consumption analysis has meaning. AI can be used to spot

load. All that matters is how many grams of fuel turns into how

changes in the performance of your fuel. Listening to your

many kW of energy. So why don’t we start with isolating what

engine through training to accurately measure the ‘bits &

it is we want to prove?

bytes’ of fuel and counting how much reached the piston and

Let’s take a battery-operated car. You charge it with electricity (fuel), and you can count how much you put in, how

how much was wasted.

This is a big subject, and there are other areas to explore,

much is left in the tank (battery), and how far you can go, down

such as measuring the efficiency of the fuel in the engine

to the smallest of measurements. Why have we not managed

instead of the fuel efficiency of the vessel. l

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Smart Technology & AI

Challenging the current approach to data-driven hull management

By Dr Barry Kidd, Vessel Performance Manager at AkzoNobel

I

n an industry responsible for around 3% of the yearly

– allowing for a more accurate interpretation of performance

global greenhouse gas emissions, vessel operators face

trends and therefore more informed decisions for customers.

mounting pressure to decarbonise while maintaining

For coating manufacturers and vessel operators alike,

operational efficiency. Among the numerous technological

this represents both a challenge and an opportunity.

solutions being explored, hull coating selection emerges as

The advancement of silicone-based, biocide-free fouling

a critical component of this complex equation.

control coatings demonstrates how innovation can support

Making fleet-based investment decisions presents

sustainability goals by reducing emissions both during docking

significant challenges, particularly when managing vessels

and while vessels are in service, as well as reducing the use

of varying types, ages, and operational profiles. The

of biocides. Yet the value of these investments can only be

pressure to continuously improve efficiency has intensified

fully transparent and realised when paired with robust data

with regulatory frameworks including the Carbon Intensity

collection and analysis systems.

Indicator (CII) rating and financial mechanisms, such as the EU

Digital forecasting tools that combine historical data with

ETS. Vessel operators increasingly rely on data analytics to

cutting-edge machine learning, like Intertrac® Vision, offer

drive more informed decision-making, but the effectiveness

advancements in this domain, providing a comparative analysis

of this process depends entirely on data quality and

of vessel performance tailored to the vessel’s shape, size,

interpretation methodologies.

operational profile and fouling control challenges. Adopting

Our newly released whitepaper includes a detailed case

a tailored approach and partnership mentality with vessel

study of three Liquid Natural Gas (LNG) vessels tracked over a

operators can streamline the coating selection process and

60-month service period, all coated with Intersleek® 1100SR,

ensure data-driven outcomes.

an ultra-high performance fouling release coating based on

Looking forward, the industry must continue developing standardised methodologies for data

biocide-free silicone technology.

The whitepaper demonstrates, following a series of joint

collection, treatment, and interpretation. As regulatory

performance reviews, impressive results of the Intersleek

pressures intensify and sustainability becomes increasingly

1100SR scheme over the 60-month period, and concludes that

central to operational strategies, the ability to make

the vessels performed in compliance with agreed performance

informed, data-driven decisions will become a key

limits regarding energy efficiency and emissions expectations,

differentiator for successful operators.

including the Carbon Intensity Indicator (CII) rating. The

By focusing on the complete picture rather than isolated

application of Intersleek 1100SR on these vessels significantly

metrics, vessel operators make more informed coating

contributed to maintaining a smooth and clean hull condition.

investments, optimise maintenance schedules, and achieve

What makes this case study particularly illuminating is

consistently better hull performance across their fleets. l

that it also explores how achieving consistency across a fleet of vessels and operations is complex and can yield different results despite similarities between vessel types and operational profiles. This case study highlights a crucial reality in maritime operations: vessel performance hinges on the integrated effectiveness of all its components and even sophisticated data treatment methodologies like ISO 19030 cannot always deliver the reliability and consistency needed for standalone decision-making.

The most effective approach combines multiple data sources – vessel performance metrics, Average Hull Roughness (AHR) measurements, and underwater inspection materials

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Smart Technology & AI

Revolutionising maritime operations: Smart Ship Hub’s digital platform as ‘single source of truth’ Joy Basu, CEO of Smart Ship Hub

A

s the industry stands on the cusp of the digital

operational efficiencies, and cost savings, while maintaining

transformation that will help drive forward

compliance with classification agencies.”

efficiencies and lead maritime into a sustainable

The SSH platform is described as Mr Basu as a ‘single

future, companies must look at adopting technological

source of truth with its complex capabilities in bringing

solutions to stay ahead of the game.

multiple software under one roof.

The integration of sophisticated digital platforms is

He said: “Companies are understanding the importances

dramatically enhancing fleet management, predictive

and necessity of digital solutions and industry discussions

diagnostics, and overall vessel performance.

are very much focussed on how digitalisation can enhance

A prime example of such innovation is the partnership

operations. Companies are looking for a uniformed,

between Germany’s Hoppe Marine and Smart Ship Hub (SSH),

standardised approach so everything can be dealt with in

which has recently upgraded another German fleet with Smart

one place. If you have multiple companies handling multiple

Ship Hub’s innovative range of digital services. This collaboration

softwares it can become expensive in both cost and time.

marks a significant leap in how maritime operations can leverage

Having one single source where all data can be integrated

technology to optimise efficiency and compliance.

enables a seamless operation, leading to cost efficiencies,

Smart Ship Hub, headquartered in Singapore, is distinguished by its comprehensive digital platform that

better decision-making through the help of machine learning capabilities, and enhanced vessel performance.”

harnesses high-frequency senor data to drive an array of

The practical benefits of the SSH platform are already

services. Unlike other platforms, SSH offers a holistic suite

being realised across various operational processes. For

of services including machinery condition monitoring, AI-

instance, personnel have reported a 25 per cent time savings

driven predictive diagnostics for hull and machinery, fuel

on administrative tasks such as report generation and filing.

performance, and voyage efficiency. What sets SSH apart is

Through the partnership with Hoppe Marine, significant cost

its ability to integrate these services into a single, user-friendly

savings have been achieved, alongside recognitions such

digital interface tailored for ship owners, operators, charterers,

as the PMP CBM notation for digitally managed Preventive

and now marine insurers.

Maintenance and a statement of compliance from the

The integration of Hoppe Marine’s flow meters and MAIHAK shaft power meters with SSH’s digital platform

classification agency in record time.

SSH and Hoppe Marine are also setting industry standards

exemplifies the synergy between traditional maritime

with their customisable digital services, which can be tailored

equipment and modern digital solutions. This integration

to the internal preferences and strategic roadmaps of their

facilitates improved vessel and voyage performance,

clients. This flexibility is critical as it allows for adaptability

machinery condition monitoring, and compliance with

in areas such as decarbonisation, fuel performance, hull

classification agencies— all achieved through the precision of

performance, vessel performance, and a broad spectrum of

high-frequency data.

performance diagnostics available through the platform.

Joy Basu, CEO of Smart Ship Hub, emphasises the

The SSH platform mitigates the need for costly licensing

transformative impact of their platform: “SSH’s digital

fees associated with multiple third-party vendors for data

platform, complemented by our advisory services, provides

analytics and visualisation. Its ability to provide an integrated

a foundation for vessel owners, operators, charterers, and

experience with machinery data, video feeds, and image

insurers to standardise and secure intelligent data that can be

recognition from both proprietary and legacy systems further

leveraged organisation wide. This facilitates a green transition,

strengthens the market position. l

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Technical

Liquefied CO2 shipping: a new tanker niche

By David Tinsley

C

arbon capture and storage (CCS) is a potentially

the temperature, the more energy needed for cargo cooling,

significant accelerator for the decarbonisation of industry

together with an increased insulation requirement. Higher-

where CO2 emissions are process-related or where fossil

pressure solutions need greater tank wall thicknesses, while

fuels cannot be readily replaced by renewable electricity.

lower temperature means higher density. The tolerances

While re-use of captured CO2, as in the food, beverage

for impurities also vary according to different pressures and

and horticulture sectors, can be a viable option, the undersea

temperatures. Overall, the CO2 specifications for shipping are

or underground storage of the compressed gas is central to

generally more stringent than for pipelines.

the preponderance of projects to date. The latter is a proven

Europe is currently to the fore in the liquefied CO2 shipping

technology, since energy groups have long injected pressurised

market due to ambitious climate targets and investment in

CO2 into reservoirs to displace oil and drive it to the surface.

CCS projects, although the transportation business scope that

The concept of CCS has strong governmental backing for

CCS presents has also concentrated minds in the Far East.

its potential contribution to net-zero goals. The expanded CCS

The Dutch gas tanker operator Anthony Veder was the first

infrastructure that is emerging creates a demand for seaborne

company to commit to the construction of a purpose-designed

CO2 transportation, opening up a new field of opportunity for

CO2 carrier, the 1,250m3-capacity Coral Carbonic, delivered in

the shipping sector.

1999 for coastwise employment serving the food industry and

Scaling up global CCS capacity will require a fleet of

later sold to Larvik Shipping of Norway.

specialised tankers to collect CO2 from industrial and energy

A milestone in the development of shipping capacity

sources where direct transfer to pipeline is not practical or

dedicated to CO2 transportation has been signalled by the

commercially expedient. Shipping offers reliable, secure and

commissioning of the first of a new fleet of larger vessels to serve

flexible CO2 transportation suited to longer distances and

the ambitious and amply resourced Northern Lights joint venture.

despatch of low to medium volumes at regular intervals.

The investment in the series of LNG-powered, wind-

Dedicated vessels present design challenges, particular

assisted liquefied CO2 tankers by the energy majors behind

considerations including choice of material for the containment

Northern Lights is complemented by the building of an

system, effect of impurities in the cargo, and pressure/

onshore receiving plant at Oygarden, near Bergen, together

temperature combinations.

with injection pipelines and subsea installations.

To achieve the requisite density for shipping, liquefaction is achieved by cargo pressurisation and cooling. The lower

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Northern Lights is equally owned by Equinor, TotalEnergies and Shell and is part of the Norwegian Government-initiated

Northern Pioneer takes CO2 transportation into a new league (Photo: Ruben Soltvedt, courtesy Northern Lights)

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Technical

Wagenborg’s Easymax cargo vessel template has provided the design basis for a newbuild liquefied CO2 carrier (credit: Wagenborg)

Longship CCS project. This encompasses the capture of CO2

KNCC’s concept of terminal-to-terminal, ‘elevated pressure’ LCO2 tanker (credit: KNCC)

In answer to positive trade projections and its own,

from European industrial sources, shipment in liquefied form

thorough business research, Dutch dry cargo logistics specialist

to the Oygarden terminal, and subsequent transfer by pipeline

Royal Wagenborg placed an order at the end of last year for a

capacity to offshore permanent storage under the North Sea.

14,000dwt LCO2 carrier.

Northern Pioneer is the largest and most innovative

While the group’s extensive, owned and managed

transporter to date, offering a 7,500m3 payload capacity.

tonnage is substantially involved in transatlantic and

The vessel was completed in November 2024 by Dalian

other deep-sea assignments, the Wagenborg fleet retains

Shipbuilding Industry Co (DSIC) and was followed towards the

longstanding prominence in European short-sea trade

end of December by second-of-class Northern Pathfinder. Two

exchange. Investment over recent years has featured the

additional ships are to come from Dalian Shipbuilding Offshore

innovative EasyMax class of multi-purpose cargo vessel, and

Co (DSOC), the final unit being to the account of German

the design template has provided the basis for the LCO2

family-owned shipowner Bernhard Schulte.

tank-equipped version booked from shipbuilding compatriot

The Norwegian-registered Northern Pioneer and Northern

Royal Niestern Sander at Groningen.

Pathfinder have been placed under the management of K

Under a long-term agreement with UK international

Line’s London-based affiliate K Line LNG Shipping, as will

chemicals and energy group INEOS, the newbuild will be

be the case with the third newbuild. The tankers will carry

deployed in the shipment of CO2 to Danish port interfaces for

CO2 from industrial sites in Europe to Oygarden before the

transfer to the Greensand storage site in the North Sea. The

permanent sequestration of the gas in a saline aquifer 2,600m

pioneering CCS initiative, led by INEOS Energy and partnered

below the seabed.

by Denmark’s Harbour Energy and Nordsoefonden, will realise

The vessels’ TGE Marine cargo containment in two 3,750m3 tanks ensures transport conditions of within an

the country’s first operational, large-scale CO2 storage facility from 2026 onwards.

operating range of 11-18 bar pressure and minimum -35degC

The EasyMax generation of cargo ship, distinguished

temperature. Paired with a sophisticated control system, the

by modest installed, primary power in relation to payload

technology prevents the formation of dry ice, an occurrence

capacity, leads the Energy Efficiency Design Index(EEDI) in

that could compromise the integrity of the whole. In the

its segment. The imposition of the lowest CO2 footprint

bid for a low carbon footprint, a rotor sail and under-hull air

per tonne of freight carried chimes well with the motive

lubrication have been employed in the design along with LNG

behind the CCS chain as the business to be served by the

dual-fuel main propulsion. De-risking of the fleet investment

LCO2 tank-equipped variant.

programme is expressed in the vessel design’s adaptability for LPG, showcasing its long-term versatility.

Two commercial agreements have been announced so

Piraeus-based Capital Gas Ship Management is due to commission an extremely versatile class of liquefied gas tanker offering a primary capability for CO2 cargoes, supplemented

far. Both due to commence in 2026, one entails shipment

by provision also for LPG, ammonia and vinyl chloride

and storage of biogenic CO2 emissions arising from two

monomer (VCM).

Orsted power stations in Denmark. The other contract will see

The series under construction by HD Hyundai Mipo also

liquefied CO2 transported from Yara International’s ammonia

signals an advance in unit capacity, whereby low-pressure

plant in the Netherlands.

containment amounting to 22,000m3 will be available in four

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Technical

Type C tanks. The first of the flotilla is due before the end

embodying a cargo volume of 1,450m3, entered operation

of this year, to be followed by three sisters through 2026.

towards the end of 2023 to serve as a test ship for a series

The multi-gas ships will thereby be ready for the anticipated

of research projects conducted under the auspices of the

coming on-stream of CCS projects in the ensuing years.

Japanese New Energy & Industrial Technology Development

The shipmanagement firm’s parent Capital Group has been

Organization (NEDO).

involved in the drafting team for BIMCO’s new timecharter

Built at Mitsubishi’s Shimonoseki premises on

party CO2TIME, specifically designed for CO2 trading. The

the Kanmon Strait, the Excool has been chartered

newbuilds have the added distinction of having been specified

by Nippon Gas Line, which will collect and analyse

with onboard carbon capture technology.

operational data under the NEDO-sponsored

Japanese industrial collaborators have taken practical steps to address the country’s anticipated demand for seaborne

endeavour. Her systems and arrangements are intended to be scalable to much larger vessels.

CO2 transportation through the development of home-grown

The NYK Group and its Haugesund-based affiliate

technological solutions, embracing domestic ship construction

Knutsen NYK Carbon Carriers (KNCC) are conducting a

and specialised equipment manufacture.

study into the construction of a 40,000m3 LCO2 tanker in

The endeavour has a solid business case, founded on the national goal to make Japan a low-carbon economy.

conjunction with Nihon Shipyard. The vessel would incorporate KNCC’s proprietary LCO2-Elevated Pressure (LCO2-EP)

The creation of a carbon capture, utilisation and storage

feature modular, vertical tank cylinders and proving for CO2

(CCUS) value chain capable of conveying a projected

transportation at ambient temperatures and pressures of 33-

1bn tonnes of CO2 every year from power plants,

45 bar, claimed to make for easier handling and lower costs

steelworks and chemical production sites to storage or

throughout the CCS value chain.

usage points, will be an important contributor to the energy transition programme.

The shipbuilding division of the Mitsubishi Heavy Industries(MHI) Group has teamed with Nihon Shipyard, the Tokyo-based joint venture of Imabari Shipbuilding and

In an earlier initiative, KNCC partnered with COSCO Shipping Heavy Industry (CHI) to develop a direct injection offshore (DIO) vessel centred on the Norwegian company’s LCO2-EP technology.

CCS also provides shipping with the possibility to reduce

Japan Marine United(JMU), for the development of ocean-

its own carbon footprint. Drawing on land-based CCS

going CO2 tankers. A memorandum of understanding (MoU)

technology, onboard carbon capture can harness, separate

was subsequently signed with trading companies Mitsui

and store CO2 emissions from ships in operation, for

& Co and Mitsubishi Corporation to lend the shipbuilders’

eventual offloading.

technology and construction know-how to the realisation of

In the same way that the original exhaust gas cleaning

a Japanese carbon CCS scheme. This seeks to implement

systems, or scrubbers, provided a means of extracting

large-scale, international sea-borne carriage of liquefied

sulphur emissions from the ship’s exhaust while burning

CO2 from 2028 onwards.

standard heavy fuel oil, developers of the next generation

MHI’s long experience in the design and construction

of exhaust treatment are looking to incorporate means of

of LNG and LPG carriers has been brought to bear on

carbon capture, thereby removing CO2 from emissions to

the undertaking. Salient to the joint project, Mitsubishi

the atmosphere.

Shipbuilding’s work on a containment system specifically

Mitsubishi Shipbuilding took an early lead in helping

for liquefied CO2 has already been granted Approval

to advance and commercialise the concept of shipboard

in Principle (AiP) by Bureau Veritas, a leading light in

CO2 capture by engineering and installing a demonstrator

verifying technical and safety standards governing

plant on a Japanese-deployed coal bulker. Testing and

cryogenic systems.

data collection during the vessel’s regular trade was

Last year saw a concrete outcome from the joint work of Mitsubishi and Nihon through the formulation of vessel design proposals. The two shipbuilding organisations, in concert with

undertaken by the company in association with K Line and ClassNK. Dutch company Value Maritime is among the early

fleet operators K Line, Mitsui OSK Lines (MOL), NYK Line

contributors to the advance in shipboard decarbonisation

and the two aforementioned trading houses, obtained AiP

systems, by way of its Filtree solution, a scrubber that includes

certification for two sizes of low-pressure LCO2 carrier. One

an optional carbon capture module, suitable for small or

of the designs is in the 50,000m3 category and the other is of

medium-sized vessels.

around 23,000m3 capacity.

CO2 removed from the exhaust gas stream is stored in

Such is Japan’s committed and pragmatic approach to

a solvent within an onboard tank for offloading ashore, and

new development that a technology demonstrator has been

projected or potential use in industries such as horticulture,

built for coastwise shipments of CO2. The 996gt Excool,

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Lubes

Ensuring engine reliability and supporting maritime sustainability

Advancing Scavenge Drain Oil Analysis for Modern Marine Engines

By Kwok Yew Meng, Technical and Marketing Director, Gulf Marine

C

ontrolling wear rates and maintaining good cylinder conditions are critical to optimizing the service life and overhaul intervals of marine engine

The Role of SDA in Cylinder Condition Monitoring SDA involves the analysis of used cylinder oil, or drain oil, scraped from the cylinder liner and collected from

components. Scavenge drain oil analysis (SDA) has long

the scavenge air space. It serves as a reliable indicator

been recognized as a vital tool for achieving these goals,

of engine health by analyzing key parameters such as

enabling ship operators to monitor engine performance

residual Base Number (BN) and iron (Fe) content. Residual

and make data-driven decisions. Regular SDA provides

BN measures the alkalinity reserve, while the iron content

insights into the wear behavior and alkalinity reserves of

reflects wear levels and the type of wear—corrosive,

cylinder lubricants, ultimately helping reduce operating

abrasive, or adhesive.

costs and enhance engine reliability.

Effective SDA not only helps in understanding the

In the dynamic landscape of marine engineering, SDA

wear behavior but also aids in optimizing the cylinder

remains a cornerstone for engine condition monitoring. As

oil feed rate. This optimization can significantly reduce

engines become more complex and operate under diverse

operating costs by minimizing lubricant consumption

conditions, SDA provides a robust means to identify early

and extending maintenance intervals. However,

signs of wear, allowing timely interventions that protect

accurate SDA results depend on proper sampling

critical components. This proactive approach not only ensures

procedures to avoid contamination from system oil,

engine reliability but also aligns with the growing emphasis on

fuel, water, or inter-cylinder leakage. Additionally,

sustainability and operational efficiency in the maritime industry.

interpreting the results requires expertise, as the data must account for variations in operating conditions and fuel types.

The maritime sector is increasingly exploring advanced SDA practices to address these challenges. The integration of condition monitoring as a standard operational practice ensures that ship operators can make informed decisions based on accurate and reliable data. These insights are instrumental in achieving better operational control and

Development of real-time monitoring technology

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fostering a culture of preventive maintenance.

Lubes

The Need for Real-Time Monitoring

The collaboration will focus

Traditional SDA, performed both onboard and in

on designing sensors that

laboratories ashore, has limitations. Onboard test kits,

provide instant data on

while useful for early detection of abnormal conditions,

key parameters, such as

are often time-consuming and involve complex multi-step

Fe content and residual

procedures. Laboratory analyses, on the other hand, provide

BN. These innovations

comprehensive data but require sample shipments, leading to

will not only improve

delays in actionable insights.

operational efficiency but

Associate Professor Ng Chunwee, Engineering Cluster, Singapore Institute of Technology

To address these challenges, the maritime industry is

also align with the industry’s

moving towards real-time monitoring solutions. Real-time

decarbonization goals by

sensors capable of measuring Fe content and residual BN

supporting the use of alternative fuels like LNG, biofuels,

onboard can provide immediate feedback, enabling chief

methanol, ammonia, and hydrogen. As the impact of these

engineers to make timely adjustments to cylinder oil feed

new fuels on engine performance and durability remains

rates. This proactive approach not only enhances engine

largely uncharted, real-time monitoring is expected to play a

operability but also reduces the risk of severe wear or damage.

pivotal role in ensuring engine reliability and performance.

Real-time monitoring also facilitates compliance with stringent

The project exemplifies the potential of academia-industry

regulations by ensuring optimal engine performance under

partnerships in driving innovation. This initiative will draw upon

varying fuel conditions.

Gulf Marine’s extensive experience in lubricating over 9,000

The development of real-time monitoring technology

vessels worldwide, coupled with SIT’s expertise in applied

represents a significant advancement in the field of marine

research and development. Together, they aim to create

engineering. By leveraging cutting-edge sensor technology,

solutions that are technically advanced, practical and scalable

ship operators can gain unprecedented visibility into engine

for widespread adoption.

conditions, enabling rapid response to potential issues. This capability is especially valuable in the context of alternative fuels, where the impacts on engine components are still being understood.

Future-Proofing the Maritime Industry The adoption of alternative fuels and stricter environmental regulations have added layers of complexity to engine maintenance and lubrication. Advanced SDA solutions, combined with real-time data integration, represent a significant step forward in addressing these challenges. By empowering ship operators with actionable insights, these technologies can help optimize engine performance, reduce costs, and contribute to sustainable shipping practices.

Gulf Marine’s partnership with SIT underscores its commitment to innovation and sustainability. The insights gained from this project will not only enhance the company’s ability to serve its global customer base

Photo credit to: SIT and Keng Photography/Tan Eng Keng

but also set new standards for the industry. With the

Collaboration with SIT for Innovation

initiative promises to redefine the future of condition

Recognizing the need for advanced condition monitoring solutions, Gulf Marine will partner with the Singapore

combined expertise of academia and industry, this monitoring for marine engines.

Looking ahead, the maritime industry stands at the cusp of

Institute of Technology (SIT) on a two-year research project

transformative change. The integration of real-time monitoring

commencing in 2025. This collaborative effort will bring

technologies, supported by collaborative research efforts,

together SIT faculty members, Gulf Marine researchers, and

will pave the way for more resilient and efficient operations.

SIT undergraduates, offering students a valuable opportunity

Gulf Marine’s proactive approach to addressing emerging

to enhance their applied learning experience. The initiative

challenges demonstrates its dedication to supporting ship

aims to develop accurate and reliable online sensors for

operators in navigating this new era of maritime engineering.

real-time SDA. By integrating state-of-the-art technology,

By staying ahead of the curve, Gulf Marine continues to

the project seeks to replace cumbersome onboard test kits

reinforce its position as a leader in marine lubrication and

and reduce the dependency on shore-based laboratories.

condition monitoring solutions. l

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Clean Oceans Evac Group launches sustainable waste management solution for smaller vessels

E

vac Group, a global leader in sustainability technologies and solutions, has launched Dehydro, an innovative onboard waste management system designed to

meet the specific needs of smaller vessels, including large superyachts, OSVs, ferries, and small merchant ships.

Evac’s Dehydro system brings advanced waste management treatments to smaller vessels by using dehydration technology. Traditional onboard waste systems typically require high volumes of wet waste to be cost-effective, which makes them impractical for smaller vessels. The Dehydro system makes onboard waste treatment viable for smaller ships, reducing the need for overboard discharge or costly offloading to land-based facilities. This significantly reduces waste volume, helping vessels meet increasingly stringent environmental standards and delivering a cost-effective solution.

Evac’s Dehydro system reduces wet waste volume by approximately 80% through its dehydration process, transforming wet waste into a sterile, dry powder. This

the challenge of onboard waste treatment and storage. Dehydro answers that call, with advanced dehydration technology to operators of smaller vessels.

Dehydro is a significant step toward helping smaller vessels

eliminates the need for additional treatment and simplifies

meet evolving environmental standards, including compliance

offloading, making waste management easier and more cost-

with MARPOL Annex IV and Annex V regulations, which govern

effective through its compact design, which is suited to vessels

sewage and garbage discharge, including food waste, from

producing between 50 and 1,000 kg of wet waste per day.

ships, as well as EU waste management rules on port reception

Many smaller vessels rely on outdated, unsustainable waste

facilities, and other local and national regulations. There are

disposal options, requiring them to either discharge waste into

also a growing number of Special Areas under MARPOL, which

the sea where permitted or transport it to land-based facilities,

are subject to higher levels of protection from pollution risks,

both of which have significant environmental and financial costs.

placing more stringent obligations on vessels in these locations.

The launch of Dehydro also comes at a time of stricter

As maritime regulations push for zero discharge, Evac

regulations on waste disposal to protect marine ecosystems,

Dehydro also reduces the emissions associated with the

underlining the need for more innovative waste management

transportation of offloaded waste by up to 85%, compared to

solutions for smaller vessels that are more likely to operate

landfilling. It minimises reliance on discharge and offloading,

closer to shore, where the environmental consequences of

protects ecosystems, and lowers costs. With high-quality

non-compliant waste discharge can be extremely serious.

reject water requiring little treatment, it also helps to extend

Björn Ullbro, CEO of Evac Group commented: “Direct

equipment life and ensures future compliance.

discharge of untreated waste poses a serious threat to aquatic

Evac’s waste management systems are already installed on

life by depleting oxygen levels. Most onboard

over 20,000 vessels worldwide. The new Evac Dehydro system

waste treatment systems require high volumes

incorporates a high-temperature drying process of up to 180°C

to be cost-effective, leaving smaller vessels

to sterilise and dehydrate organic waste. The system also

without viable options. With increasing

incorporates features such as, embedded crushing technology

regulatory pressures, owners are calling for

and patented de-odorising methods to handle complex odours,

more innovative and sustainable solutions to

generating a sterile, dry by-product. l

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Ship Supply Procureship and Shipnet sign deal to bring e-procurement services to maritime’s biggest operation ecosystem

P

rocureship, the leading e-procurement platform for the global maritime industry, has signed an agreement with Shipnet, the Norwegian vessel

management software provider, to bring its awardwinning e-procurement service to its online maritime operation app.

The deal, which was signed during Sea Asia (pictured) in Singapore at end- March, will enable all Shipnet users to access Procureship’s e-procurement platform to boost their fleet management capabilities when it comes to procuring relevant parts and services for their vessels.

With the integration of Procureship into its ecosystem, more than 230 shipping players will now be able to use Shipnet ONE, which helps vessel owners, operators and managers to manage their commercial operations and understand their fleet’s technical needs, safety, logistics and finances in one place, to significantly enhance their procurement processes.

With access to a global marketplace of marine suppliers and service providers, Shipnet users will be able to use Procureship’s enhanced functionalities - such as the 100% quotation automation, the supplier and service provider recommendation engine, and the unique AI-powered invoice checking solution - to drive down costs, reduce vessel downtime, and optimise their spending.

As part of the deal, Procureship will also be providing its real-time market analytics and reporting feature to Shipnet users, enabling them to make more informed and data-

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By partnering with Procureship, we are bringing one of the leading digital solutions in the market to our platform and enhancing the capabilities and procurement processes of our users

Ship Supply

driven decisions to improve the efficiency of their vessels

fostering stronger relationships and business growth.

and their daily operations.

The network supports transparency, sustainability, and

“Data is driving spending decisions more than ever

responsible business practices in the maritime industry.

and shipping players need access to critical data in their

Members of the Achilles Maritime Network include BW

procurement processes to help manage costs and have

LNG and LPG, Odfjell, Seapeak and Seasourcing.

more control over the entire process,” said Carsten

Through this agreement, users of the Procureship

Schmidt (pictured, centre), Procureship VP of Sales. “We

platform can access the Achilles service to improve

are pleased to be able to bring the Procureship platform

visibility of their suppliers’ sustainability performance.

to Shipnet and its global userbase as we continue to

Procureship will also offer its supplier network the

enhance the procurement process for ship owners all over

opportunity to demonstrate their Achilles score and

the world.”

standout through a rigorous, independent assessment.

“The Shipnet ecosystem enables shipping players to

The Achilles Sustainability Score will be reflected in

access innovative solutions to the unique problems of the

Procureship’s supplier profiles and displayed in supplier

maritime industry,” said Niall Jack (centre right), Product

search engine results. Additionally, buyers will be able to

Director at Shipnet. “By partnering with Procureship, we

check the suppliers’ Achilles scores on the spot during

are bringing one of the leading digital solutions in the

the evaluation of quotations. This will allow maritime

market to our platform and enhancing the capabilities and

purchasers to easily source products from companies that

procurement processes of our users. Crucially, this move

align with their standards, providing greater transparency

will bring more value to our users that continue to be on

and confidence in their procurement decisions.

the lookout for ways to significantly optimise their fleet management capabilities.”

AI is well placed to help forecast spare part demand

“Procureship identified the need for an ESG module to complement our existing marketplace services and recognised the expertise we would gain through this

based on historical usage patterns, vessel-specific needs,

partnership with Achilles,” said Grigoris Lamprou

and market conditions, reducing procurement costs and

(pictured), Co-Founder and CEO of Procureship. “For

minimising stockouts or overstocking, points out ShipNet.

our clients, the ability to easily access information on

Additionally, it may play a role in automating the ordering

supplier sustainability practices reinforces trust across

of these spare parts. However, ensuring that inventory and

the supply chain.”

consumption data is structured correctly is essential for reliable predictions – a major part of this is working with the crew to ensure that software is being used correctly, and gathering the required data.

ACHILLES LINK-UP ON ESG Separately Procureship has also agreed a longterm partnership with Achilles, a global leader in supply chain risk management solutions, strengthening supply chain transparency. The latest agreement will bring efficiencies to the supply chain assessment and purchasing process for Procureship members, as well as enhance the ESG capabilities of the shipping industry’s procurement processes.

Procureship provides streamlined purchasing for more than 100 fleet owners and operators, including BW

The Achilles Maritime Network provides a platform

LNG, Angelicoussis Group, Oldendorff Carriers, Starbulk

for shipowners and managers to collaborate, reduce risks,

Group, TB Marine and Technomar. By leveraging advanced

and enhance supply chain visibility while lowering costs

analytics, machine learning tools, and a unique supplier

and administrative burdens. Suppliers and contractors

recommendation engine, Procureship simplifies the

benefit from standardised processes and pre-qualification,

procurement process between buyers and suppliers. l

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Navigation Navtech: Rethinking radar for the autonomous age As autonomy reshapes the world, maritime operations stand at a pivotal crossroads - one that, as Rachael O’Connor of Navtech Radar says, holds both promise and difficulties. The challenge, she argues, is to ensure that the move towards uncrewed and autonomous vessels boosts situational awareness, especially in conditions where many traditional sensors fall short.

T

here is no doubt that maritime autonomy is driving

A misread or delayed signal could lead to a collision or

greater efficiency, sustainability performance whilst

near-miss, resulting in hazardous situations for both

also improving safety for crew at sea. But the rise

crew and cargo.

in autonomy also presents a familiar risk, amplified at scale – congested waterways.

In addition to the challenges of navigation in turbulent waters, dynamic positioning (DP) technology has become a

Concentrating on near-field detail is becoming

staple on many commercial vessels, especially those involved

increasingly critical in congested shipping lanes and bustling

in cargo handling, surveying, or manoeuvring in tight spaces.

port approaches, where small craft, floating debris and other

Traditionally, DP systems rely on cooperative targets or

localised hazards can slip beneath the radar of less refined

GNSS-based positioning, but both have limitations in close

systems. Furthermore, all marine sensors must remain fully

quarters. GNSS signals can degrade due to multipath errors

operable whilst withstanding punishing conditions: corrosive

when reflected off nearby ships, cranes, or port infrastructure.

salt air, driving rain, relentless spray and the constant

Cooperative targets, such as those used in offshore

vibrations from engines and rough seas.

installations, are often impractical in dynamic or multi-user environments like major ports.

BEYOND LONG RANGE SCANS

This is where W-band radar offers a critical edge, enabling

Traditional S-band and X-band radars are designed for

navigation and DP systems to maintain vessel position without

broad coverage and distance, reliably picking up contacts

requiring GNSS or visual cues, functioning reliably in fog,

many miles away, unaffected by adverse weather conditions.

at night, or when visual sensors fail.

Their utility in deep-sea navigation and large-scale situational

Better still, valid, new radar technologies are

awareness remains unquestioned. Yet, when manoeuvring in

emerging that are even more precise and can work

ports, harbours, or inland waterways, the ability to distinguish

at a far closer range. This is particularly relevant for

fine details at closer range is paramount. Fishing boats,

emerging uncrewed vessels, which may not always

shallow-draft barges, kayaks,

have an operator available to make snap decisions or interpret ambiguous signals. Consequently, any gap

swimmers, even floating

in short-range perception may have serious

debris, can all pose

implications for navigational safety.

potential hazards.

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Navigation

on multiple contacts simultaneously.

by machine learning algorithms and

This makes it an attractive option for

advanced navigation software.

operators who require continuous

One of the biggest hurdles facing

situational awareness capability,

new radar solutions is cost justification,

whether in busy ports or challenging

and owners must consider how newer,

offshore environments. For these and

more advanced sensors can help reduce

the other reasons mentioned, radar is

incidents, lower insurance premiums and

far more robust.

increase efficiency. As the world evolves, such an investment could be seen as a

A NEW ERA OF AUTONOMY

part of a wider digital transformation.

The explosion of autonomy is forcing maritime professionals to Rachael O’Connor

A HIGHER FREQUENCY

SEAS OF THE FUTURE

reconsider traditional sensor toolkits.

While formal rules for fully

Previously, a skilled watchkeeper might

autonomous shipping are still evolving,

have intuitively interpreted radar echoes

conventional manned operations also

or camera feeds. Now, the onus is

stand to gain from high-resolution

Most marine radar systems on

shifting towards algorithms designed to

situational awareness. Improved

ships operate on S-band and X-band

interpret multiple sensor streams in real

performance in adverse conditions can

respectively. Operating at 3 GHz,

time, and autonomous vessels cannot

mean safer port entries, more efficient

S-Band has a range of 74 kilometres

rely on human instinct to compensate for

manoeuvres in tight channels and

or 40 nautical miles. In response to

sensor blind spots. Consequently, each

improved worker protection, particularly

the challenges identified at shorter

sensor must provide reliably accurate

near vessels and offshore installations.

ranges, significant interest has grown

and readily integrated data, irrespective

in the application of W-band radar, like

of conditions.

our MAS10, which operates at 77GHz.

Looking ahead, I have no doubt that shipping will continue to grow

Sensor fusion, the tying together

in complexity. Evolving technologies,

This shift improves resolution at closer

of automatic identification system

stricter environmental regulations and

ranges, up to 500m, effectively giving

signals, radar returns, camera feeds and

a heightened emphasis on safety and

the radar the ‘vision’ required for

machine learning classification, is only

accountability will continue to pressurise

crowded or cluttered environments.

as robust as its weakest source. A high

the industry in a way not witnessed

By mapping targets in centimetre -level

-definition radar feed that can classify

before. Busy ports and heavily trafficked

detail, a high-frequency marine radar

small objects, track their movement

sea lanes are unlikely to become less

offers a previously unattainable level

accurately and do so in near real-time

crowded, and the push for greater

of accuracy for monitoring immediate

offers a solid foundation on which other

automation is gathering pace, fuelled

vessel surroundings. In addition, it is

systems can build. By blending radar

by advances in AI and sensor fusion.

independent of GNSS and infrastructure

data with AIS or charts, an autonomous

Yet, for all the complexity and

and highly resilient to rain, fog and glare.

control system can begin to ‘understand’

risk that autonomy introduces, it also

LiDAR, also in the higher frequency

its environment at a granular level,

unlocks the potential for meaningful

band, has a part to play, however it has

making better navigation decisions

progress. Far from being a threat, this

limited detection ranges and, perhaps

and minimising the risk of collision.

shift is a catalyst - one that engineers

more importantly, severe limitations in

Radar solutions with open data

and innovators are seizing to reimagine

adverse weather conditions. Optical and

interfaces and flexible APIs enables

what safe, efficient navigation can look

infrared sensors can falter in fog, heavy

external control systems to combine

like. With breakthroughs in AI, sensor

rain or darkness, whereas W-band radar

radar output with other data streams.

fusion, and precision radar technology,

remains consistently reliable, cutting

This is particularly important for

the industry is, without a doubt, setting

through adverse weather conditions

autonomy, where sensor outputs must

the course for a maritime future that’s

and maintaining precision tracking

be scrutinised, fused and acted on

smarter, safer, and more sustainable. l

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Objects of Desire » Commissioned Art Ever considered commissioning an artist for your vessel? A true collaboration between the artist and the client, it reflects not only the artist’s style and observations, but your own preferences and personality. The process can be as memorable as the portrait itself, so why not start the conversation with a beautiful portrait done by your favourite artist to bring your floating gallery alive. If Banksy’s your man, send him a request.

Price on application

banksy.co.uk/

» Floating Helicopter British aerospace engineer Jason Hill became enthralled with helicopters in his youth by watching Airwolf, a fictional Bell 222 converted to a supersonic assault weapon. That experience led to a dream of producing a stylish, modern light-helicopter design he unveiled in 2020, the five-seat Hill HX50. The exterior style harks back to the 222, amplified with the smooth curves and twists that only moulded composite construction can offer. Performance targets include a 140-knot cruise speed, 700-nm maximum range, and 1,760 pounds of useful load.

Hill HX50

Price on application hillhelicopters.com/

» SMART Yacht Surveillance MARSS, a global leader in advanced security and surveillance solutions, has completed the successful installation and crew sign-off of its NiDAR system aboard one of the largest vessels in the world. The $4 million contract for the two installations on the prestigious yacht and its support vessel, is complete with security, safety, and energy control with cutting -edge AI tech. Think drone defense, automated crew alerts, and seamless control over everything onboard.

The NiDAR system, tracks drones providing timely alerts, showcasing its advanced threat detection abilities. including vessels and its pilot.

MARSS NiDAR or Pelion systems

Price on application marss.com

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Objects of Desire

» Travel by Design Travelling with EliteLyfe means unforgettable memories, seamless luxury, and personalised experiences. Expert planners craft bespoke escapes with effortless sophistication. Why not discover the Maldives, with crystalclear waters, overwater villas, vibrant coral reefs, and world-class service? Whether adventuring or unwinding, this island paradise offers breathtaking beauty, indulgent relaxation, and once-in-a-lifetime moments tailored just for you. Choose yachts, jets, hotels and even islands…

Luxury travel

Prices on application elitelyfe.com/

» Exquisite Lighting Exuding glass elegance, this exquisite Masiero chandelier features premium half-cut glass and your choice of a chrome or gold-plated frame with clear glass, or painted metal with coloured glass. Available in standard or LED options, it’s handmade to order in Italy, with a typical lead time of four to six weeks. Available in a host of colours, in various sizes.

Maria Theresa Light Crystal Glass Chandelier

£17,875.00 luxurylightingboutique.com/

» Cufflinks Heaven Crafted from stainless steel with sapphire crystal plates, these fabulous OMEGA cufflinks draw inspiration from the iconic Seamaster bezel, featuring its distinctive scalloped edge reminiscent of ocean waves.

A perfect complement to OMEGA’s watch collections, they reflect the brand’s DNA of blending precision, design, and innovation into a refined accessory that embodies the spirit of the OMEGA universe.

OMEGA cufflinks

£650.00 omegawatches.com/

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Review The Boy from the Sea

By Garret Carr Penguin Random House Showcasing his debut novel, ‘The Boy from the Sea,’ is a poignant tale set in 1970s Killybegs, Ireland. The story follows a mysterious child found floating to shore in a wooden barrel, and explores themes of community, change, and belonging. Carr’s lyrical prose and deep understanding of rural Irish life make this a compelling and heartfelt read. Not to mention the continued reference to sea fishing boats as another core theme.

Hardback, £16.99.

Sugababes ‘25 Tour

The Sugababes’ 2025 European tour has been met with great enthusiasm, showcasing the group’s vocal prowess and dynamic stage presence. Performing a mix of classic hits as well as new material, the trio will captivate audiences with their energy. The final lef of the tour is at the end of May in Milan, Italy, at the Mediolanum Forum. Tickets can be obtained from Ticketmaster.

Le Bernardin 155 West 51st Street, New York, NY 10019 Offering an exquisite seafood dining experience earning it three Michelin stars, Chef Eric Ripert’s meticulous preparation highlights the natural flavours of the ocean, delivering dishes that are innovative and refined. The elegant ambiance and impeccable service make it a must-visit for culinary enthusiasts visiting New York any time soon or in the future. For bookings and more details visit: le-bernardin.com

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Issue 114 March/April 2025

books, theatre, dining, events, culture, films, festival, music, art, dvd, wine

American Sublime Whitney Museum of American Art

99 Gansevoort Street, New York, NY 10014 At the Whitney Museum in New York, Amy Sherald’s exhibition redefines the sublime through portraits of black individuals, emphasising dignity and grace. The exhibition features nearly 50 works from the past 18 years, including depictions of everyday moments and iconic figures such as Michelle Obama. Sherald’s approach integrates fashion and aesthetics as expressions of identity and resistance, influenced by her Southern roots. The exhibition runs until 10 August 2025.

Arctic Luxury

Purchase tickets via whitney.org.

Explore the Arctic in style by cruising through icy fjords, towering icebergs, and remote islands across eight nations with Lindblad Expeditions. From polar bears in Svalbard to Iceland’s volcanoes, each luxury expedition offers adventure and comfort. Enjoy fine dining, spa services, and all-inclusive pricing with no hidden costs. Discover wild beauty while indulging in a seamless, premium travel, once-in-a-lifetime experience tailored just for you.

Visit expeditions.com/. Prices start from around £5,159.00 per person.

Maritime Security, A Comprehensive Guide The new edition of Maritime Security: A Comprehensive Guide by ICS and Witherbys offers vital, up-to-date insight into piracy, cyber threats, and global instability affecting shipping. It aligns with SOLAS and ISPS Code standards, featuring the latest BMP and MISTO resources. Essential for security officers and seafarers, it provides tools to navigate today’s risks with confidence. A must-read for anyone safeguarding maritime operations including shipowners, seafarers and ship administrations. Available at shop.witherbys.com.

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Lifestyle INCIVILITY – SCOURGE OF OUR TIMES

By Margie Collins

Echoes from another age loudly reverberate. Minding one’s Ps and Qs – the alphabet of manners, those lubricants of social intercourse.

Remember them and how we prepared ourselves for company? Most of society’s ills today – vulgarity, rudeness, cancel culture, sexism, racism, toxic masculinity, ageism – arise from not knowing how to behave; not playing by the rules of civility, not doing or saying the right and decent thing.

E

lon Musk’s waspish tongue revels in

with aggressive social

withering takedowns. Robert Reich, a

insolence.” In a chat

former US Labour secretary, described

show, Donald Trump

him as “a modern-day baron”. Musk took

described his soon-to-be

umbrage and riposted: “And you are a

wife Melania Knauss as

modern-day moron.” When American senator

having the perfect proportions

Bernie Sanders, 83, argued Musk should pay

– “5ft11in, 125lbs, and great

more tax, Musk lobbed: “I keep forgetting

boobs, which is no trivial matter.”

you’re still alive.”

When asked what he thought of

Pubescent banter passes for wit. Self-

his daughter Ivanka, he said she

proclaimed misogynist Andrew Tate tweeted Greta

was “voluptuous, a piece of a..” and

Thunberg with: “Please provide your email address

that if she were not his daughter, “I’d

so I can send a complete list of my car collection

be dating her.” Unfortunately, we are

and their enormous emissions.” Thunberg replied:

now too rather well acquainted with his

“Yes, please, do enlighten me at smalldickenergy@

outrageous verbal incontinence as when

getalife.com”.

he said of his predecessor: “Joe was the

The writer Lynne Truss said she wrote ‘Talk

worst and believe me I have to clean up his

to the Hand’ to “mourn the apparent collapse of

mess. Every single thing he touched turned

civility...in an age of lazy moral relativism combined

to s...” And: “Joe is a very dumb man who was

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Lifestyle

dumber than ever before because things

spoke Atlee, “we may disagree but

boss calling female employees “birds”.

have happened to him.”

surely we should be able to stand

The employment tribunal ruled the term

together.” Churchill replied: “I know

as sexist, awarding her £1,526 for “being

goes, is like a sharp knife which kills

you Socialists, Clem. Whenever you see

made to feel uncomfortable”, and

without drawing blood. Politicians, if

something big and works well, you want

separately awarded her nearly £50k for

they are to make their mark on the

to nationalise it.” Boris Johnson wrote:

a disability-discrimination claim. A nurse

body politic, are always ready to strike

“We in the Tory party have become

was awarded £41k for unfair dismissal.

and to wound. Churchill had some of

used to Papua New Guinea-style orgies

She had been regularly left out of the

the most acerbic lines as when he said:

of cannibalism and chief-killing.”

morning-tea run, which she described as

The tongue, the Chinese saying

colleagues’ cruel bullying.

“An empty taxi arrived at 10 Downing

“Every morning” wrote Dorothy

Street and Clement Atlee got out.”

Parker, “I brush my teeth and sharpen

Atlee was standing alone at the House

my tongue.” The art of the invective

judgment, failure to respond to a

of Commons’ urinals when Churchill

has found a repository in the ubiquity of

colleague when they call out a greeting

entered and went to pee at the opposite

the F-word which has lost its social and

could break employment law, being

end of the room. “Winston,”

semantic taboo. “Consider the force

“unreasonable and likely to undermine

and versatility of the F-word,” wrote

trust and confidence.” A recruitment

James Marriott in The Times. “The

manager, who won a claim for unfair

spittle-flecking initial ‘F’ released into a

dismissal, said she greeted her boss

short vowel gasp of frustration before

three times only to be deliberately

the final satisfaction of the plosive ‘CK’.

ignored on each occasion. Employment

It can be used as a verb, an adverb, a

tribunals have been awarding tens of

noun, adjective and intensifier, a valid

thousands of pounds in compensation to

exclamation of love, dismay, rage,

employees, including civil servants, who

astonishment, happiness, agony and

have been left out of Christmas-party

grief. A vulgar one-word sonnet.”

invitations and company get-togethers,

While it is true that some people

According to a recent tribunal

and who have brought legal claims

are quick to take offence, incivility is

for discrimination on grounds of age,

a major problem in the workplace,

disability, gender, religion, ethnicity,

especially where there is no code of

marital status.

conduct in place. Aggressive bullying

The UK’s Department for Work &

and put-downs; sexual harassment;

Pensions has warned of Britain’s ready

silent treatment and whispering –

propensity to commit fraud, with the

these have deleterious impacts on

country becoming a “land of cheats

morale and productivity, resulting in high

and shoplifters.” David Shepherd,

turnover and a lack of commitment and

criminologist, remarked on society’s

loyalty to the organisation.

growing acceptance of “everyday

A high street bank must pay damages to an analyst who successfully sued the bank, objecting to her

economic criminality, including making false benefit claims, bribery and retail crime.” Shoplifting has become a national sport, brazen in plain sight, with malefactors and organised gangs identifying themselves as from “the borrowing community”. According to the British Retail Consortium, shoplifting is “spiralling out of control” with over 20m cases reported in 2024 in spite of a £5bn investment in CCTV, anti-theft devices and increased security staff.

“As a child,” said Audrey Hepburn, “I was taught that it was bad manners to make a spectacle of oneself,

Issue 114 March/April 2025

Ship Management International

95

Lifestyle

which I’ve earned a living doing.”

going away for the weekend,” posted

to come,” said Lord Hague at his

Channelling Hepburn and directed

on their websites. “These incivilities are

inauguration as the 160th chancellor of

by her husband Kanye West, Bianca

becoming more and more common and

the University of Oxford, “by shielding

Censori drew shocked gasps when,

must be punished.”

ourselves from inconvenient arguments, suppressing minority views, wrapping

centre stage at the Grammys, she

In the 12 months to June 2024,

disrobed to reveal her naked body

police recorded over 13k non-crime hate

ourselves in comfort blankets of

unburdened by any item of underwear,

incidents (NCHIs), including of people

cancellation because they conflict with

covered only by the flimsiest of net

laughing at others because of their

the beguiling certainty of the majority.”

curtains. “Naked dressing” – for that

accents. In a row over gender identity,

Incivility leads slowly but surely to

is what this gynaecological couture

a person was charged with NCHI when

the dismantling of society’s guardrails.

is called – is totally without shame

they refused to shake another person’s

Quick to employ the rhetorical

and demur. It is the “most modesty-

hand. A child committed NCHI when

equivalent of an AK47 on a dispute,

agnostic phenomenon in 21st Century

they called a fellow pupil a “retard”

forgetting that an argument is not the

fashion, leaving almost nothing to the

and another who “smelt like fish”.

same as a quarrel or a fight. “Don’t look

imagination,” wrote Times’ fashion

No one goes broke, as H L Mencken

at me,” wrote Dorothy Parker, “with that

director Anna Murphy. In a show of

said, underestimating the public taste.

tone of voice.”

chutzpah, 53-year-old Catherine Zeta-

Microaggressions and exclusionary

Jones, married to Michael Douglas,

behaviours – rolling of the eyes, tutting,

remind us of who we are (or what we

posted an Instagram nude of herself (but

eyebrow-raising, fat-shaming – can so

used to be). Sarah Lyall, then-foreign

for high heels). “In my birthday suit,”

quickly turn into a real spot of bother for

correspondent of The New York Times

she wrote. “After 25 years of sharing my

police who seem to have a lot of time

and married to an Englishman, wrote:

body with my husband, I am running out

for minor infractions.

“Even after 18 years I never really knew

Sometimes it takes an outsider to

Alexander Rogers, 20, was a

where I stood with the English. Why did

promising student at Corpus Christi,

they keep apologising? Why was their

come to expect drunken and aggressive

Oxford. A woman he dated told friends

Parliament full of educated grown-ups

patrons vomiting and physically

of her “discomfort” about their sexual

masquerading as unruly schoolchildren?

assaulting staff, heckling actors, fights

encounter. Within a week of being

Why were they so rude about Scotland

breaking out. A recent survey of

excluded and shamed by self-policing

and Wales when they all belonged to the

theatre workers found that 45% were

students, and in the absence of formal

same very small country?”

considering quitting, their stressful and

investigative processes, he killed himself.

often violent environment becoming

“There is concern that social ostracism

to the Court of St James’s, told The

unbearable. Turning up to work or to

has become commonplace and

Times prior to her return to the US:

social events looking like an exploded

normalised within student communities,

“Leaving will be hard. The Brits are witty

sofa. Poor personal hygiene doused in

with individuals viewing it as an

and smart. They’re also kind and decent.

industrial amounts of cheap cologne.

accepted response to certain allegations

I went into Starbucks on a trip to the US

Brain rot fuelling conspiracy theories,

of behaviour,” said Nicholas Graham,

and they yelled at me ‘move down the

victimhood and “deaths of despair”.

coroner for Oxfordshire.

line’, whereas everyone here says ‘sorry’

of ideas.”

Regular theatregoers have now

On buses and trains, quiet seething

The chilling effects on the curtailing

Jane Harley, former US ambassador

the whole time.”

Sorry, though, isn’t always enough,

can sometimes break out into fisticuffs.

of the freedoms of speech and

Beware the fury of a patient and tired

expression are widely felt in universities

especially when it is a euphemism for

commuter subjected to the sight of

which are turning into deserts of moral

‘get out of my way.’ Maybe we just

passengers scarfing down smelly food

cowardice. Academics, defending

have to accept, as Oscar Wilde did, that

(with their hands), having to listen to the

the right to exercise these freedoms

other people are quite dreadful, and

unwelcome soundtrack of other people’s

and subjected to harassment and

that the only possible society is oneself.

playlists, video streaming, their mundane

intimidation, face career annihilation.

Just saying. l

lives and intimate chitchat on their smart

Public speakers and celebrities are

devices. France’s SNCF is cracking down

de-platformed when campaigners and

hard on passengers disturbing the peace

students, acting as judges and moral

in public-transport spaces. “Your fellow

arbiters, disagree with their views. Their

travellers are not interested in knowing

“cancellation” can last forever. “We

if you are making lasagna for supper or

cannot prepare for turbulent decades

96

Ship Management International

Issue 114 March/April 2025

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