CSI Autumn 2024

AUTUMN 2024

CRUISE CONTROLS

How are shipping companies achieving decarbonisation goals?

LOCAL HEROES

Why a regional outlook is key for towage firms’ net-zero aims

NATURAL SCIENCE

Wind power proves a popular choice for ships and ports alike

supporting Clean Shipping initiatives

Marine Emissions Monitoring and Testing Service Protea manufacture the equipment and supply qualified engineers to carry out the on board testing.

Emissions Testing using the latest Protea Transportable FTIR

Approvals UK Maritime and Coastguard Agency

Certificate of Design Assessment Protea P2000

European Commission Directive 2008/67/EC of 30th

• Know your ship gaseous emissions • Verify your continous emission monitoring system • Verify your Exhaust Gas Cleaning Systems (EGCS) performance • Data contributes to engine efficiency checks • Emissions Testing

June 2008, amending Council Directive 96/98/EC on marine equipment (4th Amendment) Annex 2, A2/2.1-

RINA Rules for the Classification of Ships - Part C “Machinery,

On board NOx monitoring and recording devices, MARPOL 73/78 Annex VI regulation 13 and the NOx Technical Code.

Res. MEPC.259(68) Chapter 6 “Emission Testing” as well as the relevant requirements of Revised MARPOL Annex VI and NOx Technical Code 2008.

ATEX Protea P2000

Lloyd’s Register - Type Approval Certificate Protea P2000

Certficate Number: Baseefa 18 ATEX 0060X Markings: II 2 G Exdb IIBT* Gb

Sub-Brand

T6 Ta -20˚C – +40˚C

Sub-Brand Sub-Brand Sub-Brand

LR Rules & Regulations for the classification of ships

T4 Ta -20˚C – +60˚C

Advanced Advanced AdvancedEmissions Emissions EmissionsMonitoring Monitoring Monitoring

Systems and Fire Protection”, Chapter 3, Section 6, Tab.1 and IMO

(July 2014) LR Test Spec No.1

IEC Protea P2000 (2015) Advanced Emissions Monitoring

Continuous Emission Monitoring System Stack Stack Stack Gas Gas Gas

Certificate Number: IECEx BAS 18.0040x

IMO Resolution MEPC 184(59) - 2009 Guidelines for exhaust gas cleaning systems

Markings: Ex db IIB T*Gb

Stack Gas

T6 Ta - 20˚C – +40˚C

IMO NOx Technical Code (2008)

T4 Ta -20˚C – +60˚C

International Association of Classification Societies

Analyser Analyser Analyser

ACWn forfor ACWn ACWn for Protea Analyser windows windows windows Control Unit

AnalyserConcerning Electrical Installations IACS E10 Test Specification for Type Approval and relevant IEC 60945

MCERTS Protea P2000 MCERTS Performance Standards for Continuous Emission Monitoring Systems Product Conformity Certificate No: Sira MC 050060/12

ACWn for windows Mains Mains Mains Instrument Air Instrument Instrument Air Air (Zero) (Zero) (Zero) European European European US USEPA US EPAEPA EN14181 EN14181 EN14181 4040CFR CFR 40 CFR QAL QALQAL 33 3 Part Part60 Part 60&&60 7575& 75 Compliant Compliant Compliant Compliant Compliant Compliant

Span Gas Span Span Gas Gas

Telephone: +44 (0)1270 872000 Email: sales@protea.ltd.uk Mains Website: www.protea.ltd.uk

ATEX ATEX ATEX

Instrument Air (Zero)

Span Gas

Tel: Tel:Tel: +44 +44+44 (0) (0)1733 (0) 1733 1733 232495 232495 232495 www.procal.com www.procal.com www.procal.com www.parker.com www.parker.com www.parker.com European EN14181 QAL 3 Compliant

US EPA 40 CFR Part 60 & 75 Compliant

ATEX Tel: +44 (0) 1733 232495

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FROM THE EDITOR

DON’T MISS THE BOAT

Sandra Speares Editor, Clean Shipping International

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

Innovative approaches to tackling emissions continue to be a challenge for the industry and there have been a number of new initiatives in recent times to try and ensure that companies and trade organisations meet their targets.

We have some interesting views in this edition of Clean Shipping International from industry players on how they deal with the challenges, particularly when considering issues such as salvage or tug operations in ports around the world.

Much of this, of course, places the onus on ports to ensure their facilities are up to scratch and they can handle demands placed on them.

For example, manoeuvrability is an important issue, given recent accidents involving ships in restricted areas. We take a look at port operations such as towage of vessels and how close-quarter situations can potentially prove dangerous – not to mention fatal – if not properly handled. There have been a number of incidents within harbour bounds that have had serious consequences in terms of dangers to individuals in the port area – including bystanders as well as crew members.

The ability of vessels to move safety within ports has, in some cases, been compromised by insufficient power being available on board to get out of potentially dangerous situations. Some of this has been driven by moves to reduce energy consumption by fitting less powerful engines.

We also look at some of the other issues relating to emission reductions, including which green fuels are currently available – and which will be available in the future. Companies need to take a practical approach to their fuel selection, which takes into account availability and practicality in the short term against what may be available in greater quantities in 10 or 20 years’ time, but for which infrastructure is currently lacking.

Shipowners and operators also need to consider the financial demands of meeting green fuel deadlines. They must not leave it too late and risk missing the boat. At the same time, governments across the globe need to consider how they can help companies reach their targets.

More natural approaches to powering vessels, such as the use of wind, are also proving a popular choice with companies and there are plenty of innovations playing out in this sector.

We hope you enjoy reading all about them in this edition of Clean Shipping International.

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Editor: Sandra Speares speares1@aol.com Project Director: Jonathon Ferris jonathon.ferris@ cleanshippinginternational.com Sub-editor: Samantha Robinson sam.robinson.journalist@ gmail.com Publisher: Bill Robinson production@ cleanshippinginternational.com Designer: Justin Ives justindesign@live.co.uk Published by Maritime AMC, Clean Shipping International supports Clean Shipping Initiatives.

The views expressed in Clean Shipping International are not necessarily those of Maritime AMC unless expressly stated as such and disclaim any responsibility for errors or omissions or their consequences or for advertisements contained in this magazine and has no legal responsibility to deal with them.

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FROM THE EDITOR

38

Sandra Speares on why shipowners and operators must not miss the boat when it comes to green fuel choices

07

WELCOME

New regulations are looming for BWMS, which may lead to further scrutiny for shipowners and operators » p26

40

Don Gregory, Director, Exhaust Gas Cleaning Systems Association

12

NEWS ROUND-UP

EGCS

» p21

Why improper use of exhaust gas cleaning systems can result in fines for unwary shipping companies

26

32

» p46

49

Viewpoint: Cathy Stevenson, Managing Director, Wärtsilä Water and Waste

TECHNOLOGY

In the race to adhere to new regulations, a number of innovations are helping shipowners in their journey

59

ALTERNATIVE FUELS

There are plenty of opportunities to invest in green fuels – but which are the most practicable in the short to medium term?

46

Interview: Gareth Prowse, Head of Decarbonisation, Svitzer

50

WIND POWER

A number of new vessels have been launched using wind power as a solution to the challenges of meeting emissions targets

DECARBONISATION

Shipping firms are undertaking a range of adjustments, installations and innovations to ensure they achieve decarbonisation goals

All the latest news and views from across the globe

21

BALLAST WATER TREATMENT

SAFETY

A strong culture is vital across the supply chain as the industry grapples with a huge range of potential threats » p50

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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EVENTS 5

SETTING THE WORLD IN MOTION WITH WIND Anemoi Marine Technologies (Anemoi) is committed to accelerating the maritime industry’s transition to zero emission shipping by delivering market-leading wind technology.

Forward thinking vessel owners and charterers are installing Anemoi Rotor Sails to reduce fuel consumption and harmful emissions by up to 30%. Our proven technology has been uniquely designed to work alongside complex vessel operations, making it suitable for most ship types as retrofit and newbuild.

Use the free and unlimited power of wind to limit ship emissions now.

www.anemoimarine.com enquiries@anemoimarine.com +44 (0)20 3727 6900

7

WELCOME

IS IMO GETTING THE TRUE FACTS?

Don Gregory Director, Exhaust Gas Cleaning Systems Association

You will probably be reading Clean Shipping International soon after the International Maritime Organization’s (IMO’s) MEPC 82 meeting in London has completed its work.

The committee has a broad standing agenda related to all the Annexes of MARPOL. Recently, topics pertaining to greenhouse gas (GHG) emissions reductions have taken over the wide agenda and absorbed almost all the administration’s attention. Could there be a serious risk of work overload leading to misinformation being nodded through in other parts of IMO’s work?

Despite all the rhetoric, it is pretty clear that the only two options during the next 30 years for merchant ship prime movers (PM) is either a nuclear energy source or the marine diesel engine.

For the moment, nuclear is not on the agenda as a realistic commercial solution.

So the challenge is where to source around 250Mt/year of zero fossil carbon energy that is suitable substitute for the current diesel and fuel oil used in marine diesel engines.

The 250Mt/year of marine bunkers equates to 10.5TJoules (T=1012) of energy that needs to be substituted for zero fossil carbon energy. That does not take into account shipping growth that may need more energy. According to the International Energy Agency in 2022, wind provided 7,560,000 TJoules of energy globally, solar voltaic 4,658,400 TJoules. World total energy consumption in 2022 was 600,000,000 TJoules. Note that renewables equate to just over 15m TJoules compared with 600m TJoules of total global consumption, sourced from all energy including coal, gas, oil, and renewables, etc.

Assuming the world’s merchant marine needs to secure a liquid fuel for at least the next 20 years, each alternative fuel seems to come with some significant bear traps.

Some are extremely toxic, and/or combust with an invisible flame, or have significant fugitive leaks from well to wake that cancels out the reduced fossil carbon content, or the lifecycle analysis (LCA) reports a picture of increased GHG emissions. There are actually a lot more weaknesses to the alternative fuels than what has been just listed above, including unknown pollution emissions.

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

Traditionally, the drivers for the selection of heavy residual fuels and diesel as the marine bunker of choice include: » Price – the energy cost of a ship can be more than 60% of the daily operating cost.

Higher fuel costs, drives higher transport costs and consequently a higher cost of living. » Availability – the majority of ships operate globally and need to be able to source fuel in virtually any port. Carrying more fuel than optimal inevitably reduces the vessel’s cargo carrying capacity. Less cargo means more ship voyages to transport and inevitably more emissions. » Safety – any type of fuel presents a possibility of almost instantaneous release of energy that needs to be able to be managed on board ship. It also has to be handled by the crew.

There is also energy content, energy density, suitability for long term storage on board ship, suitability for the PM fuel handling and injection and, of course, suitable combustion characteristics.

It seems that the hunt for alternative fuels ignores these desirable and, in many cases, essential characteristics of a marine fuel.

What is becoming increasingly evident to many shipowners is that energy sources containing little or no fossil carbon are a challenge or probably unrealistic. In the meantime, there are huge opportunities to mitigate and minimise fossil carbon emissions through many practical measures. These include hull and machinery efficiency, vessel scheduling, ocean currents and much more.

One group of ship operators have chosen to reduce CO2 emissions by between 10% and 20% through the continued use of high sulphur fuel oil (HSFO), and the installation of exhaust gas cleaning systems (EGCS) to comply with sulphur emission regulations.

The fleet represents about 30% of the total annual marine bunker consumption.

According to an non-governmental organisation (NGO) that has been calling for a ban on EGCS, the use of HSFO has saved operators using EGCS in excess of $8bn in fuel cost. The NGO argument centres around an assertion that the savings have paid for the capital investment in the EGCS and

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therefore a ban on use would be at no loss to the operators. The NGO is either not aware or chooses to ignore the lower CO2 emissions from running on HSFO or that the $8bn lower operating cost might have fed back into a lower cost of transport – important facts that are being hidden or ignored and do have serious consequences for the long-term impact of IMO regulations.

IMO requires evidence to introduce new regulations. In their misdirected efforts to protect the marine environment, NGOs have focused on attempting to identify harm caused by the use of EGCS and have turned to unscientific claims of harm caused by EGCS discharge water.

Fortunately for EGCS designers, manufacturers and ship operators, there has been no evidence in more than 50 years of EGCS operation of any significant impact on the marine environment from EGCS discharge water. This is especially evidenced in ports and local waters where many studies have been conducted, including power stations and oil refineries operating in local waters for decades.

In the absence of any compelling evidence of harm, a paper was presented to IMO purported to propose a method to consistently evaluate the risk posed by EGCS discharge water in territorial waters, ports and even attempting to extend the jurisdiction beyond the Exclusive Economic Zone.

The paper was discussed at IMO and converted into a circular letter entitled Guidelines MEPC.1/Circ.899. In order to implement this circular letter, it requires for the process of risk assessment various standard information, (data sets). One such data set is known as the emission factors, (EFs).

The purpose of the EFs is to enable a sea area to be modelled for the input of quantities of compounds from EGCS without the need to measure the concentrations actually in the body of water. In simple terms, if the concentrations of one or more compounds exceeds a limit value, then there is cause to consider what mitigation steps can be taken or to decide to ban the EGCS discharge.

However, simply using EFs and multiplying the value by the number of ships passing the sea area only gives the value of concentrations at the

WELCOME

ship’s discharge. There is another very critical step in the evaluation process known as the fate of the compounds.

Some compounds break down, some evaporate and some are persistent and build up in the sediments, and then there is the dispersion of the discharge and loss of concentration down to infinitely minor values through dilution.

The starting point remains the EF. It is important that these factors, used to model total ship side discharges, that the development of the EFs is undertaken in a rigorous and scientific way.

IMO is being presented with document MEPC 78/9/3 that purports to have developed a set of EFs based on sampling of EGCS discharge water. After carefully reviewing the document and all the papers referenced as the sources of the resultant EFs in the document, it has been found the paper is not scientific or rigorous and is misleading.

IMO has also been presented with document MEPC 82/5/1, which systematically evaluates the EF document and explains why the EF are unscientific and often incorrect.

Misleading information

Given the climate change agenda is focusing minds, will this misleading information be accepted by IMO or will there be enough resource within administrations to spot the concerns and not accept the EFs? Here are some examples of how the EFs have been incorrectly derived and are not valid for current EGCS, or the data has been incorrectly processed, or in many cases the samples are simply not assured as a valid sample of EGCS discharge water.

Many of the samples were taken prior to 2020 when EGCS were still evolving and improving. Today, many EGCS have variable speed pumps that reduce the amount of water discharged on low loads. Most of the samples do not have information on the method of sampling and transport to the lab.

This is essential as poor sampling will give inaccurate results. A sample taken from an oily sampling point will inevitably have oil in the sample increasing the EF for oil discharge.

Bear in mind the concentration limits are usually in low ppm or in ppb.

Some compounds were only reported in a few samples analysis. So, for example of 100 samples, all were analysed and reported for the Iron content, but only two samples were analysed and reported for nickel. Despite the low number of nickel results, the values have been accepted as statistically valid. So the average of just two sample results is used in the EF calculation.

It was found that there were wide variations in analysis methods.

Many samples were not analysed in accordance with International Organization for Standardization or Environment Protection Agency analysis methods. The level of detection of a compound varies significantly between analysis methods.

The environment risk assessment community has over the past 30 or so years evolved a norm for the treatment of what are known as non-detects, (ND). This means that the compound was not detected in the analysis. One could assume that if it is not detected it is not present.

However, this presents a possible risk. Instead of reporting zero, the ND is reported as 50% of the analysis method detection limit. If the detection limit is 400ppb then the sample is reported for ND as 200ppb.

In order to produce an EF value part of the calculation is to add all the reported values for a compound and divide by the number of values to get an average value. In the case of ND, the average value can and has been distorted. As an example, two labs analysed for a compound. Both labs reported ND. The limit of detection of lab A was 4ppb whilst the limit of detection for Lab B was 400ppb. So, the labs reported 2ppb and 200ppb respectively. The average value to be used in the further EF calculations was (2 + 200) / 2 = 101ppb. Clearly this is a gross distortion of the likely amount of compound to be found in the discharge water if any at all is present.

The evaluation of the document MEPC 78/9/3 took many days of work. Reading, cross referencing and then evaluating the science of the document. How can IMO function to be the international arbiter for coherent, sound and durable regulations and solutions if it is receiving mis-leading or unscientific information?

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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COMPANY PROFILE

PROTEA: STATE-OF-THEART SOLUTIONS

Protea Ltd manufactures an extensive range of gas analysers for use in both continuous emission and process monitoring. This enables Protea to select the product best suited to the application without compromise.

Protea operates two modern facilities incorporating application development, production and aftersales support.

Our customers are supported by a worldwide partner company network employing factory trained service personnel, supported by our service team. Protea is dedicated to working with our customers to develop state-of-the-art solutions to meet the requirements of critical industrial/marine sectors to meet their environmental goals. Protea’s proven in-situ technique is both cost effective and reliable.

Protea’s fixed and portable analysers can monitor emissions from many classes of vessel, (for example cruise ships to platform support vessels.) This is an ideal solution that complies with International Maritime Organization regulations. Proteas P2000’s are used to monitor/report emissions from vessels with and without exhaust gas cleaning systems/ scrubbers and have been developed to meet the requirements of multifuel vessels.

Robust and with proven reliability, up to six gases can be measured including sulphur, carbon dioxide and nitrogen oxides. The Protea 2000 emissions monitoring system comprises up to eight exhaust-mounted analysers, each with automatic verification facilities.

For more information, contact: protea.ltd.uk

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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COMPANY PROFILE

HEMPEL: UNDERSTANDING THE EFFICIENCY EQUATION Hempel data provides in-depth insight into the correlation between hull coating and emissions performance For all vessel owners and operators, deciding which tools, technologies and techniques to adopt to reduce emissions across their fleets is a significant, if not primary, business concern. To meet regulatory requirements with the fuels currently available requires a careful calculation of potential cumulative gains – working out which combination of emissions reduction solutions will deliver the best returns for a vessel.

Thankfully, hull coatings are a known quantity; a tried-and-tested method for lowering fuel requirements by reducing frictional resistance below the waterline. The fuel savings a highquality hull coating or anti-fouling solution can deliver immediately to Carbon Intensity Indicator (CII) and Energy Efficiency Existing Ship Index (EEXI) ratings should not be underestimated. Crucially, the right hull-coating can go a long way in helping owners and operators to hit the first updated International Maritime Organization (IMO) updated Greenhouse Gas (GHG) Strategy

‘indicative checkpoint’– a 20% reduction in total GHG emissions by 2030 – as well.

GUARANTEED GAINS

Understanding how to calculate the return on investment in both emissions reductions and operational costs before making any investment is a complex equation. This is particularly true given that there are so many potential additional variables to consider, such as route-specific costs including EU Emissions Trading Scheme (EU ETS) payments, which will influence how suitable each solution might be.

This is why Hempel, as a leading coatings manufacturer and trusted advisor to the industry, recommends that owners and charterers take a vessel-specific approach to determining which coating system and hull maintenance strategy best meets the commercial and operational needs of their business. Each coating system offers its own unique benefits and restrictions, so it is crucial that these are explored carefully before investing in a product that should serve a vessel for five years or more.

To do this with necessary rigour, a robust decision-making procedure is

paramount. Hempel has developed a framework that can enable owners and operators to establish the impact of any energy efficiency measure on both vessel performance and cost before they make a purchase decision. The framework considers environmental, sustainability and regulatory requirements against total cost overall and payback, resulting in a ship-specific impact assessment that can support effective investment decisions.

Hempel is able to do this with confidence because its data is reliable.

For Hempaguard X7, our silicone-based low-friction anti-fouling solution that has been applied to more than 4000 vessels, has been third-party certified by leading classification society DNV, which has verified the emissions savings it delivers.

DNV’s verification objectively confirms the solutions’ outstanding performance when it comes to the reduction of CO2e emissions and confirms our claim that the solution can deliver fuel savings of up to 20% and average speed loss of 1.4%.

MORE EFFICIENCY GAINS

Building on the success of Hempaguard X7, Hempel has invested in further developing its cutting-edge innovation Hempaguard Ultima. Launched in late August this year, Hempel’s Hempaguard Ultima represents a revolution in hull coating systems, delivering unmatched performance including up to 21% fuel savings.

Hempaguard Ultima combines the tried-and-tested performance of Hempaguard X7 with Hempel’s revolutionary new biocide-free silicone topcoat, Hempaguard XL, preventing growth of marine organisms while ensuring long-lasting hull protection.

With its minimal speed loss of only 0.9% on average and increased out-of-dock speed of 6%, Hempaguard Ultima is an obvious choice for all vessels. Its unique formula also means

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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COMPANY PROFILE

it maintains a smooth surface into the fourth or fifth year of a dry-docking cycle, removing the need for expensive mid-cycle cleaning. This happens because the Hempaguard XL topcoat acts as a modulator for the release of biocide from Hempaguard X7, allowing a lower biocide amount per square metre to last longer. Vessels protected with Hempaguard Ultima can also benefit from 160 fouling-free idle days, providing operators with enhanced operational flexibility and the choice of operating in all water conditions.

ASSESSING ROI

COMPLIANCE COSTS

Scenario 1 – SPC coating, no cleaning

Scenario 2 – SPC coating, annual cleaning

Scenario 3 – Hempaguard Ultima

Scenario 3 VS Scenario 1

TCO

Total Cost of Ownership

$25,480,500

$24,285,500

$20,444,100

-$5,036,400

EU ETS Carbon Cost

Specifically for this case study, assessing the impact of the measures on the vessel’s IMO CII attainable rating – another crucial calculation for any efficiency measures – shows that only the Hempaguard Ultima option leaves the shipowner with a CII rating that does not require corrective measures by the end of the study period.

CII is not the only measure that demands an impact assessment beyond the cost of purchase and maintenance. EU ETS, for example, imposes an extra cost on GHG emissions in the form of EU Allowances that need to be purchased to cover emissions on voyages to, from and between European Economic Area ports. Assuming an EUA price of $90 per tonne of CO2e emitted, over five years the Hempaguard Ultima option’s greater fuel savings lead to a total saving of around $2.5m in EUA purchases compared to the base self-polishing option.

Total EU ETS Carbon Cost (5 year period)

$8,901,022

$7,783,995

$6,448,009

-$2,453,013

Total

What this means in a real-world scenario can be illustrated by applying the decision-making framework to the case study of a typical 60,000 DWT bulk carrier, as Hempel has done.

In this case study, three scenarios were tested: two using self-polishing antifouling coatings with and without annual hull and propeller cleaning; and one using Hempaguard Ultima accompanied by an annual propeller polish. The scenarios were assessed for their impact on the ship’s required power, fuel consumption, fuel costs, and total CO2 emissions over a fiveyear docking cycle.

The first step, a required power change assessment, traces the power needed to deliver a specific ship speed.

Compared with the baseline of a clean hull coated with a self-polishing coating (SPC), the Hempaguard Ultima scenario implies 6% less main engine power initially, i.e. freshly coated and out of dock, with the power gap to scenario one or two gradually increasing towards the end of the

study period, in accordance with the guaranteed speed-loss. The result is that the Hempaguard Ultima option always generates a net saving against self-polishing coatings, when including fuel costs.

The silicone-based coating scenario, i.e. Hempaguard Ultima, offers far lower fuel consumption across the five-year cycle – a difference of up to 9,000 tonnes, or around US$5m (based on a fuel price of US$575/tonne). That is more than enough to outweigh the higher initial cost, delivering a fast payback compared with the SPC option in less than one year.

TCO + EU ETS Carbon Cost

$34,381,522

$32,069,495

$26,892,109

-$7,489,413

Elements of Cost

The cost element for different biofouling management scenarios – TCO + EU ETS

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

Overall, the silicone-based coating delivers a saving of more than US$5m compared with the baseline selfpolishing coating, with a payback period of around 8 months. The saving becomes $7.5m when the savings in the EU ETS carbon cost are included, which lowers the effective payback period even further It is clear that this calculation will vary depending on the other energy efficiency measures considered, the vessel operating profile and the resulting exposure to regulatory regimes. But with a rigorous decisionmaking framework such as the one described above, owners can make effective investments for each vessel in their fleet.

SOUND INVESTMENTS

With so many potential emissions reductions technologies now available, making sense of which solutions to apply to any vessel is a complicated undertaking and taking a chance on new innovations can feel like a gamble. Applying rigorous methods to analyse all of the variable factors that will impact on the emissions and cost savings and understanding both total cost of ownership and return on investment means owners and operators can effectively plan their sustainability strategies for the immediate and near-term.

As the case study makes clear, relying on verifiable data and proven technologies by applying the correct combination of coatings offers a simple and affordable solution to mid-term compliance, and a fuel cost saving that can deliver strong return on investment for any vessel.

By Mads Bertelsen. Director, Data and Technology, Hempel For more information, contact: hempel.com

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NEWS

The International Maritime Organization (IMO) has been inviting expressions of interest from developing countries for support to create National Action Plans (NAPs) to reduce greenhouse gas (GHG) emissions from shipping.

GLOBAL NEWS ROUND-UP The International Maritime Organization (IMO) has been inviting expressions of interest from developing countries for support to create National Action Plans (NAPs) to reduce greenhouse gas (GHG) emissions from shipping.

This technical support, provided through the GreenVoyage2050 programme, offers a unique opportunity for eligible developing countries to develop tailored NAPs that address their specific maritime challenges.

A NAP outlines a country’s strategies to reduce GHG emissions from ships. These plans can include various measures, such as enhancing institutional and legislative frameworks, promoting energy efficiency, researching and adopting low-carbon and zero-carbon fuels, accelerating port emission reduction strategies, and developing infrastructure for green shipping.

The implementation of NAPs, and policy actions identified therein, can facilitate the step change needed to significantly reduce ship emissions and support achieving IMO’s GHG mitigation commitments.

IMO’s 2023 Strategy on Reduction of GHG Emissions from Ships (resolution MEPC.377(80)) sets ambitious goals, including achieving net-zero GHG emissions by or around, i.e. close to, 2050 and ensuring the uptake of alternative zero or near-zero GHG emission technologies, fuels, and energy sources by 2030.

The GreenVoyage2050 programme has been actively supporting partnering countries in the process of developing a national maritime emission baseline to inform evidence-based policymaking and highlight priority actions. The development of a NAP requires significant coordination across various ministries and stakeholders.

TheGreenVoyage2050 programme facilitates these dialogues to ensure effective NAP development and implementation.

Selected countries will receive technical assistance, including targeted capacitybuilding and training, the provision of expert personnel, assistance with data analysis, technical guidance, stakeholder dialogue facilitation, and administrative support.

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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NEWS

Astrid Dispert, GreenVoyage2050 Manager, says: “National Action Plans are essential for every country looking to tackle maritime GHG emissions effectively. Our programme not only offers technical support but also promotes collaboration among stakeholders, ensuring that these plans are practical, actionable, and tailored to each country’s unique needs.

“By supporting the development of these plans, we enable developing countries to build a sustainable and resilient maritime future.”

CORRIDOR VOLUME SURGE

Over the past five years, the New International Land-Sea Trade Corridor has expanded its reach to 523 ports in 124 countries and regions.

With its operational hub based in southwest China’s Chongqing Municipality, this trade corridor connects global ports via railways, sea routes and highways through southern Chinese provincial regions such as Guangxi and Yunnan.

According to recent data released by the coordination centre for logistics and operation of the New International Land-Sea Trade Corridor, more than 30,000 ChinaEurope freight trains have operated via the corridor.

From 2019 to 2023, the annual freight volume through the trade corridor from Chongqing increased by 50%, 45%, 54%, 32% and 21% year-onyear, respectively.

Over the past five years, the variety of goods transported through the trade corridor has expanded from more than 80 types to more than 1,150 types, covering a wide range of categories, including electronic products, vehicles and components, machinery, small household appliances and food. The trade corridor has now achieved a near balance of shipments between inbound and outbound.

The export of new energy vehicles from these western regions has accelerated, with local auto enterprises establishing factories in Southeast Asian countries.

RECYCLING PUSH

Oceanic and V.Ships, an integral part of V.Group, have donated a recycling structure to the Limassol Municipality in Cyprus. The donation will enable more sustainable practices among the local community by recycling waste and minimising the impact on the environment of single-use plastics.

The donation is part of Oceanic and V.Ships’ environmental, social and governance (ESG) strategy to encourage sustainability not just across fleets, but also in the communities in which they operate.

The recycling structure was developed in close partnership with Studio 8, School of Art and Design and Scenography, based in Limassol. Its design is inspired by both the sea and marine life to serve as a reminder of the impact our actions can have on the wider ecosystem.

Kyriakos Hadjikyriakou, Managing Director, Oceanic, says: “The idea of donating a recycling structure was driven by our ongoing efforts towards reducing our carbon footprint and promoting sustainable practices, including the elimination of singleuse plastics both at sea and onshore.

Seeing the significant impact of plastic waste on our world, we identified a prime opportunity to further our environmental initiatives.

Seen from left to right: Kyriakos Hadjikyriakou, Managing Director, Oceanic and Yiannis Armeftis, Mayor of Limassol

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HAPPINESS RISES

The findings of the latest Seafarers Happiness Index report by the Mission to Seafarers reveal a mixed but increasingly positive picture of seafarers’ wellbeing, with the happiness index increasing slightly to 6.99 in Q2 2024, marginally up from 6.94 in Q1 of this year.

However, the survey results reveal concerns over the emergence of two classes of life at sea for seafarers.

There are suggestions of a ‘digital divide’ when it comes to accessing the benefits of modern communications and connectivity at sea, as well as different levels of training and preparedness for new fuels and new technologies for crew on different types of vessels.

The Seafarers Happiness Index (SHI) is a quarterly survey undertaken by the Mission to Seafarers, delivered in association with Idwal and NorthStandard and supported

by Inmarsat. The survey offers vital insights into the sentiments and experiences of the men and women who serve at sea.

According to the feedback from the Q2 report, the positive shift in seafarer wellbeing is a testament to improvements in several critical areas, including shore leave, wages, training, crew interaction, and workload.

Although this modest improvement in an otherwise stable set of results is welcomed, the picture is slightly more complicated than meets the eye. Vessel type can significantly affect the wellbeing of seafarers, with seafarers on tankers reportedly feeling well-prepared, qualified and ready to tackle the challenge of new fuels. In contrast, those on dry cargo and container vessels feel left out of crucial technologies and developments emerging in the industry.

Those serving on vessels with upto-date communications technology comment on how it is transforming the social and emotional landscape of life at sea, as it is critical for connectivity and links to home. Many seafarers express profound gratitude for maintaining regular contact with loved ones. However, for those who do not have those means of communication,

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life on board can be challenging; many are facing limited data, slow connections or no access at all.

Similarly, shore leave, a crucial aspect for maintaining mental and physical health, is often restricted for seafarers due to tight port schedules, regulatory barriers, and inconsistent practices across different ports and companies. While access to recreational facilities like gyms is essential for maintaining health, the quality of equipment and safety standards often need to be improved.

Additionally, cost-cutting measures can lead to monotonous meals, adversely affecting crew morale.

The multicultural nature of crews presents both opportunities for enriching cultural exchange and challenges in managing social dynamics, highlighting the need for practical, social activities to foster crew bonding. Bureaucratic burdens add another layer of stress, with increasing paperwork and regulatory requirements despite the push for digitalisation.

Workload varies widely depending on the type of ship, company policies and schedules, exacerbating these challenges. Finally, some seafarers often report feeling unrecognised and unsupported when ashore, underscoring the urgent need for greater respect and acknowledgement of their contributions to global trade and the economy.

Andrew Wright, Secretary-General, The Mission to Seafarers, says: “Although there are still plenty of areas of growth that need attention, our report reveals an encouraging trajectory of steady recovery and stabilisation after what has been a tumultuous year for seafarers. I’m heartened that those responsible for our seafarers are taking measures to ensure the enhancement of wellbeing.

“However, reports of a distinction between the ‘haves and have-nots’ of welfare standards on board are worrying. Every single seafarer deserves access to the fundamentals that are needed to support a safe and rewarding life at sea, including access to shore leave, decent connectivity,

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good onboard facilities, and regular training.

“It is critical that the industry continues to support and bolster seafarers to maintain this positive momentum. Our job is to raise the profiles and voices of seafarers by building a maritime industry that truly values seafarers’ living standards, welfare, and happiness across the globe.”

Thom Herbert, Key Account Manager (Asia) and Crew Welfare Advocate, Idwal, comments: “The latest Seafarers Happiness Index findings present a nuanced picture of life at sea, with the slight increase indicating gradual improvement, but also highlighting persistent challenges. At Idwal, we’re particularly concerned by the emerging ‘two-speed’ industry revealed in this report, especially the ongoing issue around connectivity and, also, the readiness for new technologies, where the disparity in experiences between tanker crews and those on dry cargo vessels is striking.

“In tandem with the Seafarers’ Happiness Index, through our vessel inspections and Social Impact Report, we continue to advocate for consistent, high standards of living and working conditions for all seafarers. It’s crucial that the industry addresses the digital divide and ensures equal access to training opportunities across all vessel types. Only by treating seafarer welfare as a non-negotiable priority across all sectors can we build a more resilient and sustainable maritime industry.”

Yves Vandenborn, Head of Loss Prevention Asia-Pacific, NorthStandard, adds: “At 6.99/10, Quarter 2 of 2024 marks a small increase from 6.94/10 in Q1 2024. This rise is a reflection that seafarers’ happiness is stabilising and attests to the ongoing efforts and attention to enhance seafarer wellbeing. This quarter also registered a higher female participation rate at 15% from 9% last quarter.

“Although the data indicates improvements across several areas, there remains room for improvement in satisfaction levels for connectivity, health and fitness. NorthStandard will continue to work alongside international organisations to

advocate for seafarers worldwide and play our part in maintaining this positive momentum.”

CALL FOR TRIAL TO CLOSE

Finland’s Groke Technologies is supporting calls made by flag states and shipowners for the International Maritime Organization to withdraw MSC/Circ.733 and other circulars, allowing for the reintroduction of trials in which a ship’s Officer of the Watch (OOW) acts as the sole watchkeeper in periods of darkness.

Groke’s support follows the submission of documents by the Netherlands, Germany, and the International Chamber of Shipping (ICS) that propose the revocation of MSC/Circ.566, MSC/Circ.733 and MSC/ Circ.867 that prohibit such trials so that the maritime autonomous surface ship (MASS) regulatory framework keeps pace with rapidly evolving technology.

Prior to publication of MSC/ Circ.733 in June 1996, ship operators were permitted to carry out trials in accordance with the requirements set out in MSC/Circ.566, adopted in 1991.

However, while the results of initial trials onboard thirty or so ships indicated that a sole watchkeeper provided “at least the same degree of safety and pollution prevention” as traditional night-time watchkeeping arrangements, Administrations were called upon to discontinue the trials indefinitely.

“We are of the same view as that put forward by the Netherlands, Germany, and the ICS, said Groke Technologies’ founder and CEO Juha Rokka. “Initial concerns that only one watchkeeper adversely affects navigational and environmental safety have been disproven with today’s advanced AI-based situational awareness technology.”

In the MSC 107/5/5 document submitted in March 2023, it states “new means of detection technology have emerged which may possibly surpass human detection capabilities”.

The Netherlands, Germany and the ICS further that new technologies may well serve as alternative methods of performing specific duties or satisfying

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the arrangements prescribed by the STCW Convention, which would provide at least the same degree of safety, security and pollution prevention as provided by STCW regulation I/13.

“Navigational safety technology has advanced significantly in the 25 years since MSC/Circ.733. We now need to address whether an additional watchkeeper at night is required or not,” Rokka says. “With current technology, the OOW could have far greater all-round visibility, day and night, that may not be picked up by the human eye. Further studies and trials are required.”

All parties believe that continued prohibition of solo watchkeeping trials could hamper MASS trials and prevent the adoption of new technology.

The current requirement for an additional watchkeeper at night also has an impact on seafarer wellbeing, according to Niels van de Minkelis, Nautical and Technical Affairs Director at the Royal Association of Netherlands Shipowners.

“Our members believe the introduction of new technology capable of supporting the Officer of the Watch not only helps improve navigational safety by mitigating risks associated with human error, but replacement technology that surpasses human detection capabilities in periods if darkness also provides another crew member available for daytime duties, which will reduce seafarer stress and increase their overall well-being A one-man bridge operation during periods of darkness was also supported in a separate document submitted by Liberia in September.

The Maritime Safety Committee has instructed the HTW Sub-Committee to consider the documents as a priority when it meets in February 2025.

CII REVIEW

The International Association of Dry Cargo Shipowners (INTERCARGO) has submitted proposals to the International Maritime Organization (IMO) calling for a review of the Carbon Intensity Indicator (CII) at the 82nd session of the Marine Environment Protection Committee (MEPC 82), being

held between 30th September and 4th October at the IMO Headquarters in London.

Drawing on extensive studies that analysed data from over 5,600 bulk carriers, INTERCARGO has highlighted several key issues with the current CII system: Impact of idle time: The studies show a clear correlation between increased idle time and poorer CII ratings, particularly for smaller vessel sizes. This idle time, which includes periods in port or at anchorage, is often beyond the vessel’s control.

Perverse incentives: The current CII framework may inadvertently encourage ships to run their main engines unnecessarily, for example when waiting at anchorage, potentially increasing overall emissions while improving their CII rating.

Inconsistent efficiency indicators: Vessels with E ratings often have lower average CO2 emissions compared to those rated A to D, suggesting the CII does not accurately reflect a vessel’s true efficiency.

Size-based disparities: Smaller bulk carriers, especially in the Handysize and Supramax/Ultramax segments, show a higher percentage of D and E ratings compared to larger vessels.

In light of these findings, INTERCARGO has proposed that the IMO: Review and adjust the CII to better reflect a vessel’s true energy efficiency, rather than, by implication, reflecting the efficiency of a port or other factors outside the control of a ship.

Implement a system that further incentivises overall GHG emission reduction, rather than potentially resulting in encouraging behaviour that improves ratings but increases total emissions.

Consider a multi-phased approach to refining the CII, starting with solutions based on current data and progressing to more refined measures as additional data becomes available.

Dimitris Monioudis, vice-chairman of INTERCARGO’s Technical Committee, emphasised the rigour of the analysis underlying these recommendations: “Our proposals are grounded in a comprehensive examination of verified

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IMO Data Collection System data from 2022. This wasn’t just a cursory review – it involved meticulous analysis of over 5,600 bulk carriers, conducted in collaboration with three major classification societies: ABS, Bureau Veritas, and DNV. This level of scrutiny provides a robust foundation for our recommendations and underscores the urgent need for a review of the current CII system.”

INTERCARGO chairman, Dimitris Fafalios, added: “The current CII framework, while well-intentioned, may be leading us down a path which contradicts our ultimate goal of reducing overall emissions. We’re seeing situations where ships might actually increase their total emissions to improve their CII rating. This is clearly not the outcome we’re aiming for so it is crucial that we refine this system to ensure it truly incentivises energy efficiency and emissions reduction across our industry.”

INTERCARGO has urged the MEPC’s Working Group on Air Pollution and Energy Efficiency to examine how the CII can be adjusted to better align with the IMO’s decarbonisation goals for global shipping.

CARBON CAPTURE

The Blue Sky Maritime Coalition (BSMC) has released a new report titled, Navigating the Complex Landscape of Onboard Carbon Capture Solutions, which offers insights on carbon capture technologies as well as the potential adoption of onboard carbon capture in the North America market. BSMC’s Technology, Infrastructure & Fuels Workstream conducted desk research and authored this comprehensive report.

The latest report serves as a high-level roadmap, helping navigate industry through the complex landscape of evaluating onboard carbon capture solutions. It underscores the urgency of addressing carbon emissions in maritime operations and presents onboard carbon capture as a promising but underdeveloped option that requires collective action for technological advancement, infrastructure setup, and policy support.

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“We believe that carbon capture will be a critical component of maritime decarbonization in North America,” said David Cummins, BSMC President and CEO. “This publication serves as a call-to-action to industry, detailing the foundational elements needed as well as describing what technical and commercial success looks like for onboard carbon capture.”

The report addresses three important questions around the evaluation and implementation of onboard carbon capture solutions: » What are the prerequisites for successful implementation of onboard carbon capture in the North American maritime sector? » What does success look like for companies that implement onboard carbon capture? » How do we make onboard carbon capture a reality?

The report goes further to outline three crucial prerequisites for the successful implementation of carbon capture, utilisation and storage in the maritime sector: technology readiness; availability of storage; and market incentives. It considers the need for both infrastructure and technology to progress in parallel.

To read more, download a copy of the report at: bluesky-maritime.org For more information, contact: technology@blueskymaritime.org

METHANE EMISSIONS

Daphne Technology and Williams have announced collaboration on the US Department of Energy’s (DOE) Methane Emissions Reduction Program (MERP) grant. This partnership underscores both companies’ commitment to reducing methane emissions.

As part of this collaboration, Daphne Technology and Williams will leverage their combined expertise to advance methane abatement technologies that align with MERP’s goals. The programme, designed to reduce methane emissions in the exhaust of natural gas engines (aka ‘slip’), aims to drive innovation and deploy cutting-edge solutions to significantly reduce greenhouse gas emissions.

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As the primary applicant on the MERP grant, Daphne Technology commits to provide its SlipPure system for field demonstration on Williams’ natural gas engines at multiple locations across the United States. In addition to providing access to their natural gas engines, Williams will install and operate the SlipPure systems.

“As demand for natural gas accelerates, Williams is dedicated to advancing the decarbonization of our industry through various initiatives, including the use of innovative technology,” said Vice President of Williams New Energy Ventures, Jaclyn Presnal. “We are excited to partner with Daphne on this grant and are optimistic we will have the opportunity to pilot this technology and eventually adopt it across our business to help meet our climate goals and those of our customers.” ”Partnering with Williams on the MERP grant will not only help us accelerate commercialization of our SlipPure product, it also allows us to work with a company on the forefront of methane emission reduction,” said Jamie Brick, Managing Director North America at Daphne Technology.

“It is great working with Williams.

Their expertise and commitment to the environment and innovation is impressive. “

BATTERY POWER

When cars, planes, ships or computers are built from a material that functions as both a battery and a load-bearing structure, the weight and energy consumption are radically reduced.

A research group at Chalmers University of Technology in Sweden is now presenting a world-leading advance in so-called massless energy storage – a structural battery that could halve the weight of a laptop, make the mobile phone as thin as a credit card or increase the driving range of an electric car by up to 70 percent on a single charge.

“We have succeeded in creating a battery made of carbon fibre composite that is as stiff as aluminium and energy-dense enough to be used commercially. Just like a

human skeleton, the battery has several functions at the same time,” says Chalmers researcher Richa Chaudhary, who is the first author of a scientific article recently published in Advanced Materials.

The research group has further developed its concept to increase both stiffness and energy density.

The previous milestone was reached in 2021 when the battery had an energy density of 24 watt-hours per kilogramme (Wh/kg), which means roughly 20 percent capacity of a comparable lithium-ion battery. Now it’s up to 30 Wh/kg. While this is still lower than today’s batteries, the conditions are quite different. When the battery is part of the construction and can also be made of a lightweight material, the overall weight of the vehicle is greatly reduced. Then not nearly as much energy is required to run an electric car, for example.

“Investing in light and energyefficient vehicles is a matter of course if we are to economise on energy and think about future generations. We have made calculations on electric cars that show that they could drive for up to 70 percent longer than today if they had competitive structural batteries,” says research leader Leif Asp, who is a professor at the Department of Industrial and Materials Science at Chalmers.

When it comes to vehicles, of course, there are high demands on the design to be sufficiently strong to meet safety requirements. There, the research team’s structural battery cell has significantly increased its stiffness, or more specifically, the elastic modulus, which is measured in gigapascal (GPa), from 25 to 70. This means that the material can carry loads just as well as aluminium, but with a lower weight.

“In terms of multifunctional properties, the new battery is twice as good as its predecessor – and actually the best ever made in the world,” says Leif Asp, who has been researching structural batteries since 2007.

There is still a lot of engineering work to be done before the battery cells have taken the step from lab manufacturing on a small scale to

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being produced on a large scale for technology gadgets or vehicles.

“One can imagine that credit card-thin mobile phones or laptops that weigh half as much as today, are the closest in time. It could also be that components such as electronics in cars or planes are powered by structural batteries.

It will require large investments to meet the transport industry’s challenging energy needs, but this is also where the technology could make the most difference,” says Leif Asp, who has noticed a great deal of interest from the automotive and aerospace industries.

Structural batteries are materials that, in addition to storing energy, can carry loads. In this way, the battery material can become part of the actual construction material of a product, which means that much lower weight can be achieved on, for example, electric cars, drones, handheld tools, laptops and mobile phones.

The developed battery concept is based on a composite material and has carbon fibre as both the positive and negative electrodes – where the positive electrode is coated with lithium iron phosphate. When the previous battery concept was presented, the core of the positive electrode was made of an aluminium foil.

The carbon fibre used in the electrode material is multifunctional.

In the anode it acts as a reinforcement, as well as an electrical collector and active material. In the cathode it acts as a reinforcement, current collector, and as a scaffolding for the lithium to build on. Since the carbon fibre conducts the electron current, the need for current collectors made of copper or aluminium (for example), is reduced, which reduces the overall weight even further. Nor are any socalled conflict metals such as cobalt or manganese required in the chosen electrode design.

In the battery, the lithium ions are transported between the battery terminals through a semi-solid electrolyte, instead of a liquid one, which is challenging when it comes to getting high power and for this more research is needed. At the same time,

the design contributes to increased safety in the battery cell, through reduced risk of fire.

The research has been funded by the Wallenberg Initiative Materials Science for Sustainability (WISE) programme.

Multifunctional material. © Chalmers University of Technology | Henrik Sandsjö

CARBON CREDITS

Daphne Technology, a leader in climate deep tech, announces the approval of its pioneering carbon credit methodology by Gold Standard.

This milestone directly targets reducing methane emissions from internal combustion engines using any methane-rich fuel.

Methane is a powerful greenhouse gas (GHG) with a global warming potential (GWP) 28 times that of carbon dioxide (CO2) over a 100-year period. It is responsible for at least a quarter of the current global warming.

Unlike CO2, fossil-origin methane has a much shorter atmospheric lifetime, with a GWP of 82.5 over a 20-year period, so reducing methane emissions can result in quicker climate benefits. Therefore, reducing methane emissions has gained increasing attention in recent years.

Daphne Technology’s methodology targets this critical area, focusing on reducing methane emissions to help achieve climate goals and limit the rise in global temperatures.

Key Features of the “Methodology for Reducing Methane Emissions from Combustion Engine Exhaust” Carbon Credit Methodology: Advanced Methane After-treatment: Methane emissions from combustion

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emissions are abated using an advanced after-treatment such as Daphne’s SlipPure technology.

Real-Time Measurement: The methodology requires high-accuracy, real-time measurement before and after the abatement system ensuring a robust monitoring of the greenhouse gas emission and its reduction. Daphne’s PureMetrics is one such measurement system ensuring a robust verification of the GHG emission and its reduction.

United Nations Framework Convention on Climate Change (UNFCCC) Approved Methodological tools: The Clean Development Mechanism (CDM) of the UNFCCC developed many carbon credit methodologies. In the process, they also developed a number of “Methodological Tools” that can be used as building blocks to simplify other methodologies.

Several CDM methodological tools are used in this methodology.

For example, Tool 8 is used to calculate the exact dry tonnes of CO2e emitted and abated. The use of a CDM Tool ensures that the calculation of GHG emissions abated is based on a widely recognised model that is well accepted by the international community and well understood by the scientific community.

Quantification and Verification: Provides a robust framework for quantifying, monitoring, and verifying methane emission reductions, adhering to principles of transparency and integrity.

Economic Incentives: Enables companies to generate carbon credits, which can be traded in global markets, providing financial incentives for adopting greener practices.

Broad Applicability: Designed for use in maritime and land-based applications involving internal combustion engines, ensuring wide-scale impact on methane emission reductions.

The Gold Standard ensures that carbon credit projects deliver genuine and measurable climate and sustainable development.

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COMPANY PROFILE

PURETEQ: HOW TO REALISE YOUR SCRUBBER SYSTEM’S FULL POTENTIAL When maintained in good operational condition, a scrubber system will not only serve you well throughout the lifetime of your ship, but also reduce operational expenses.

PureteQ specialises in designing and maintaining scrubber systems. With established offices in Europe and Asia and extensive expertise in exhaust gas cleaning, PureteQ is a leading service provider for all brands of scrubbers worldwide. PureServ, the certified service organisation of PureteQ, assists shipowners and operators in safeguarding the continuous operation, reliability, and MARPOL compliance of scrubbers with its team of experienced marine engineers.

ENERGY OPTIMISATION

While PureteQ Maritime Scrubber Systems are known for their high energy efficiency, even less efficient ones can be fine-tuned to lower electrical consumption caused by excessive scrubbing.

To support this effort, PureteQ offers all service agreement clients access to Pure-SPOT, a web-based Scrubber Performance Optimisation Tool that plays a crucial role in reducing energy consumption on all scrubber systems.

Data is automatically uploaded to a cloud-based platform for optimising and reporting environmental performance across ships equipped

with scrubbers to assist shipowners and operators in making their operations more environmentally friendly, lowering operational expenses, and enhancing the Carbon Intensity Indicator (CII) rating.

To combat climate change and facilitate the transition towards a more sustainable and low-carbon future, lowering the carbon intensity of the shipping industry is key. Most ships are forced to lower their speed by derating engines, which in turn means less trade and more focus on saving costs. Cost of energy in any form is very high and cost of lowcarbon fuel even higher.

PureteQ is a leading service provider for all brands of scrubbers worldwide We encourage all shipowners to realise the full potential of scrubber systems by entering a PureteQ Service Agreement to safeguard continuous operation, reliability and MARPOL compliance.

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COMPANY PROFILE

ALL-IN-ONE-SERVICE

months, while gas analysers need calibration once a year. Through our sensor replacement programme, you will be notified well in advance of when calibration is due. You will receive a newly calibrated sensor before sending the old one to us for refurbishment.

*Note that a scrubber’s pH sensor requires calibration every three

Scrubbers installed around 2018 have operated for thousands of hours, making motors, dampers, sensors, and moving parts due for overhaul or replacement.

The most economical approach is to inspect, replace, or refurbish these parts. Some parts have long lead times, so arranging a pre-drydocking inspection well before the scheduled drydocking is prudent.

This inspection assesses all components and structural conditions, creating a work scope for the yard, crew, suppliers, and stakeholders.

PureteQ offers these inspections for any scrubber system globally, tailored to the shipowner’s convenience.

Furthermore, it may take years before alternative fuel and onboard carbon capture technologies become available for shipping. In the meantime, we must be energy efficient in every way possible.

A PureteQ Service Agreement is all you need to realise the full potential of your scrubber system. Based on the ship’s operational pattern and crew proficiency level, it is tailor-made to meet specific needs. Included (but not limited to) are: » 24/7/365 hotline service » Spare part management » Training of crew on-site or remote via our Internet for Remote Assistance Services (IRAS) – a complete hardware and software installation for ship-wide wifi access and real-time support » Operational advice and reporting » Certified calibration and sensor replacement programme

PRE-DRYDOCKING

PureteQ offers pre-drydocking inspections tailored to the shipowner’s convenience.

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ABOUT PURESERV

PureServ is a registered trademark and certified service organisation that provides service and support to all scrubbers and sensors including shipment of critical spare parts and replacement of compliance equipment such as continuous emission monitoring systems – CEMS (gas analysers) and water monitoring systems (WMS).

CONTACT

PureteQ A/S, Sverigesvej 13, 5700 Svendborg, Denmark, pureteq.com CEO Anders Skibdal, anders@pureteq.com (+45) 40 17 14 00

PureteQ marine engineers are available 24/7/365 and are dispatched from Europe or Asia

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DATA STANDARDISATION

Opsealog, a provider of data integration and analysis services for the maritime and offshore industry, has published a new white paper that underscores the urgent need for data standardisation across the sector.

Analysing ongoing industry initiatives in the marine offshore sector, the report found that data standards can play a central role beyond reporting requirements under IMO and EU regulations and will be essential to maximise the value delivered by onboard digitalisation to boost operational and environmental performance.

Titled Creating Value from Data Standardisation, the white paper calls for the development and implementation of data standards as a much-needed revolution, comparable to how the shipping container transformed cargo handling in the 1950s. It lays out how this change is already under way through industry initiatives such as the Smart Maritime Council and Energy LEAP, which have both made strides

in creating standardised datasets for vessel reporting and emissions tracking, respectively.

Despite these early examples of progress, the research describes persisting fragmentation as a key obstacle, with much of the data currently collected in the shipping and offshore sector not currently creating value due to a lack of standardisation.

It also identifies the need for common formats as critical to reducing seafarer workloads amid growing reporting requirements.

The report also highlights how a more standardised data environment is an opportunity to bring about a new level of transparency between owners and charterers that will change the bidding process, support the monitoring of contractual obligations, and improve conflict resolution. Furthermore, as companies face increasing pressure to report their environmental, social, and governance (ESG) performance, unified reporting standards will provide the tools needed to meet these demands efficiently and effectively.

Arnaud Dianoux, Founder and

Managing Director at Opsealog, said: “Data standardisation is about more than compliance: it is an essential baseline for the industry to fully harness the power of digitalisation.

Just as English is the international language of shipping and trade that enables people from all over the world to communicate and collaborate, data standards can become the international language of digital communication and collaboration.

“This is an opportunity not to be wasted, especially as the industry faces growing ESG pressure and new regulatory requirements. Data standards will be the building blocks to enable companies to collect, integrate, and make sense of their data. This paves the way for real-time monitoring, predictive analysis, datadriven decision-making and new fuels analysis, enabling owners to build strong businesses for the green and digital era ahead.”

The full white paper is available for download at: https://opsealog. com/creating-value-from-datastandardisation/

Opsealog has published a new white paper that underscores the urgent need for data standardisation across the sector. © Opsealog

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EXHAUST GAS CLEANING SYSTEMS

The use of exhaust gas cleaning systems on board vessels has been a popular method in recent times for maritime companies to reduce their carbon footprint

Wärtsilä has signed a six-year Lifecycle Agreement with Malaysia-based Nautica Ship Management

MAKING A CLEAN SWEEP The use of exhaust gas cleaning systems (EGCS) or scrubber systems is not necessarily as straightforward as one might expect and as P&I club West recently pointed out, has resulted in fines for improper use of such systems.

As Dmitry Kisil, Senior Loss Prevention Officer at the club said recently, West has been made aware of cases where vessels were fined by local authorities for improper use of onboard EGCS. “EGCS is one of the alternative methods of compliance with MARPOL Annex VI regulations. However, it is a timely reminder to the members that many countries and individual ports have banned the discharge of washwater from the use of EGCS in openloop mode in certain waters.

“When the prohibiting measure is national, then the restriction applies to inland and territorial waters as well as to the national ports. However, in other instances, the restriction can be implemented at a port level and would apply to anchorages

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and berths only. The ships may be allowed to switch EGCS to the closed-loop mode or have to use a fuel compliant with relevant requirements.

“In rare cases, use of a closed-loop scrubber is also banned, and in others, so-called ‘bleed-off water’ discharge from closed-loop scrubbers may be banned explicitly.

“However, this kind of ship discharges may fall under the definition of contaminated waters and will be prohibited from being dumped overboard along with other illegal discharges,” West says.

Liability for fines imposed on a vessel may not always be covered if the discharge of hazardous substances from the vessel is not considered accidental.

“Given that the requirements on the use of EGCS differ from authority to authority and are subject to change, we recommend that shipowners always clarify with ship agents or local P&I correspondents before calling unfamiliar ports,” the club warns.

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Ecospray has signed an agreement with a Greek shipowner to equip five new vessels built in a Chinese shipyard with open loop exhaust gas cleaning systems.

In order to compete with local manufacturers, Ecospray will partner with Chinese company Jiangsu Zhenhua Environmental Protection Technology Co (Zept). Ecospray will design the system and supply sensitive components, while Zept will manufacture and source locally the remaining items to complete the scope of supply.

After equipping the major part of the fleet with Ecospray’s exhaust gas cleaning systems (EGCSs) and conducting several joint R&D projects, this is the continuation of a long-term collaboration with one of the leading dry bulk shipping companies with the aim to reduce emissions from his fleet.

This collaboration will ensure high quality scrubbers at competitive prices for the Far East market and will strengthen Ecospray’s position in Asia.

In addition, investing in EGCS solutions remains crucial as a first

EXHAUST GAS CLEANING SYSTEMS step to meeting the great challenge of 2050: scrubbers are a prerequisite and a fundamental starting point for ships that want to embrace new technologies such as onboard carbon capture.

LIFECYCLE AGREEMENT

Technology group Wärtsilä has signed a six-year Lifecycle Agreement with Malaysia-based Nautica Ship Management. The agreement covers two vessels, the MTT Saisunee and MTT Senari, and is designed to ensure that the ships’ exhaust gas treatment systems operate at maximum efficiency.

The vessels are feeder container vessels and are fitted with Wärtsilä hybrid scrubber systems.

“It is central to our commitment to sustainable operations that the scrubber systems on these vessels are working with optimal efficiency,” says Azreen Nor Bin Mohamad, Senior Technical Superintendent of Nautica Ship Management. “This enables the ships to comply with the relevant environmental regulations. We know Wärtsilä well, and our experience with their agreements on other vessels in

our fleet has been excellent. It was natural, therefore, that we continue this relationship for these two vessels.”

The scope of the agreement includes remote access capabilities. This feature enables seamless monitoring and troubleshooting of the exhaust gas cleaning systems installed on the two vessels, ensuring prompt response and minimal downtime.

“Our 24/7 service, and especially the remote access feature, gives us the opportunity to provide immediate support and troubleshooting for these vessels, while delivering important cost savings,” comments David Xu, Wärtsilä Area Sales Manager in Singapore.

Wärtsilä’s range of Lifecycle Agreements provide long-term cost predictability and availability by using data-driven technical support and maintenance at every step, from planning to execution. Ship operators benefit from proactive support and recommendations by experts at Wärtsilä Expertise Centres, who help to optimise maintenance intervals according to actual needs while preventing unexpected downtime.

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Set sail to decarbonisation Highest wind yield per square meter

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ANEMOI: HOW ROTOR SAILS ARE REDEFINING VESSEL EFFICIENCY Leading global developer and provider of rotor sails for the shipping industry, Anemoi Mariine Technology offers the decarbonisation technology of choice for shipowners looking for an immediate impact amid an area defined by tightening and looming emission regulations and targets.

With such regulations at the forefront of many shipowners’ minds, vessel efficiency has become one of the primary drivers for shipping players to ensure their vessels are on credible pathways to meet decarbonisation targets.

Carbon reduction targets from the International Maritime Organisation are calling for CO2 emissions reductions to average at least 40% by 2030, with an overall ambition to reach net-zero greenhouse gas (GHG) emissions by or around 2050.

The introduction of FuelEU, the Carbon Intensity Indicator (CII) and the Energy Efficiency Existing Ship Index (EEXI), which will only grow tighter over the coming years, are pushing shipowners to look for immediate efficiency gains to keep their vessels within acceptable levels.

Rotor sails are proving to be one of the fastest-growing technologies for shipowners looking for that immediate improvement in vessel efficiency.

These striking and imposing cylinders, also known as Flettner Rotors, have been making headlines as the leading wind-powered alternative propulsion method for commercial vessels owing to their versatility, effectiveness and ability to be tailored to ensure each vessels runs as efficiently as possible.

“With shipowners and managers looking to minimise their carbon emissions while maintaining full operations, rotor sails are an established and proven way of

providing auxiliary propulsion and reducing fuel consumption,” says Kim Diederichsen, Chief Executive Officer at Anemoi.

“Wind propulsion has found its place in modern shipping. With pressure growing on shipowners to go green, rotor sails are a visible and viable decarbonisation technology that enables vessels to save fuel and comply with crucial emissions regulations,” he adds.

THE MAGNUS EFFECT

Shipping has a well-written history of taking advantage of wind power to move cargo around the world.

Although the introduction of dieselpowered engines removed the need for traditional sails, modern rotor sails

have brought the power of wind back to daily vessel operations.

Harnessing the power of an aerodynamic phenomenon called the Magnus Effect, rotor sails utilise wind power during favourable conditions to propel the ship forward, enabling the vessel to limit the use of its traditional engine, allowing it to cut fuel usage and carbon emissions, all while maintaining vessel speed and efficiency.

This type of technology is suitable for almost all commercial vessel types, as well as for both newbuilds and retrofits. Crucially, rotor sails are a compact decarbonisation technology, in comparison to the overall length and tonnage of a traditional vessel, making the efficiency gains and fuel reduction

TR Lady Kamsarmax installed with three 5x24m Anemoi rotor sails on their bespoke rail system

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benefits much more impressive than its counterparts.

“With a rotor sail, for the small amount of power put in, shipowners can roughly get eight to 10 times as much power back through renewable wind energy,” says Luke McEwen, Anemoi’s Technical Director.

DEPLOYMENT SYSTEMS

Bulk carriers have been harnessing Anemoi’s rotor sails as a means to improve vessel efficiency for a number of years now. This is due to the large areas of unused deck space that bulk carriers have available, alongside the simplicity of installation of Anemoi rotor sails.

However, complementing the rotor sails with a suitable and effective deployment system is just as important as the cylinders themselves. With this in mind, Anemoi offers a flexible array of deployment setups that are tailored to each individual vessel to enable the rotor sails to operate at their maximum efficiency with no impact on day-to-day operations, such as cargo loading/unloading and crew visibility.

First, the rotor sails can be fixed mounted in place to the deck, a setup that is particularly useful for tankers, ferries and ro-ros as their position will not interfere with cargo operations.

Second, a custom rail system can be installed to allow the rotor sails to move along or across the deck when the ship is in port, enabling effective crane access during loading and unloading operations.

Finally, Anemoi offers its bespoke folding deployment system that enables the rotor sails to be folded down from the vertical, limiting impact on portside operations and air draught.

The varying types of rotor sail design, in collaboration with a bespoke deployment system, means there is an ideal combination for each vessel to ensure they can use rotor sails effectively, meet critical decarbonisation targets and ensure that vessel operations are not impeded.

“At Anemoi, we understand that cargo operations are king for vessel owners. However, smart integration methods and tailored setups means we can eliminate any kind of interruption

to daily cargo operations, either at sea or at berth, when utilising rotor sails to ensure the vessel operates at its most efficient,” says McEwen.

RENEWED DEMAND

It has been a busy few years for Anemoi as demand for its awardwinning rotor sails ramps up.

In August 2023, TR Lady, an 82,000dwt Kamsarmax bulk carrier owned by TR Lady Shipping and chartered by Cargill, was retrofitted with three 24m-tall rotor sails, alongside its rail deployment system.

The vessel, which then underwent its first voyage from China to Australia with the newly installed sails, is expected to save more than 10% fuel and emissions annually following the installation.

In November 2023, Brazilian mining giant Vale announced it was installing five Anemoi rotor sails to Sohar Max, a 400,000dwt valemax VLOC, along with Anemoi’s bespoke folding deployment system, to save up to 6% in fuel and cutting carbon emissions by 3,000 tonnes annually.

More recently, in July 2024, Berge Bulk’s Berge Neblina, a 388,000dwt valemax ore carrier completed its first voyage from China to Brazil following the installation of four Anemoi rotor sails and its bespoke folding system.

In this instance, the vessel is expected to save up to 8% in carbon emissions annually directly as a result of the rotor Sail installation and help the vessel comply with CII and EEXI regulations.

Demand for Anemoi’s rotor sail technology is high. As such, Anemoi has upped its production capacity to be able to install up to 50 rotor sails per year.

However, it is not just bulk carriers where Anemoi is looking to improve vessel efficiency. In October 2023, Anemoi signed a deal with HudongZhonghua Shipbuilding Group in China to develop a range of rotor sails designs for liquefied natural gas (LNG) carriers. The project is aimed at boosting the confidence of rotor sail technology for gas carrier owners and enable the smooth introduction of a new generation of efficient and environmentally friendly LNG carrier designs.

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DATA-DRIVEN APPROACH

With decarbonisation high on shipping’s agenda, the credibility of rotor sails as an off-the-shelf solution to immediately improve vessel efficiency is high. According to the UK’s Clean Maritime Plan, the wind-propulsion technology market is expected to reach £2bn by 2050, a substantial rise from the projected £300m in 2020s.

This level of growth is tied directly to the confidence shipowners have in rotor sails and the ability for their developers, such as Anemoi, to show how their vessels can reap the maximum level of efficiency for minimal investment.

The growing use of data in modern shipping operations to drive decisionmaking is becoming more widespread and Anemoi continues to leverage its extensive datasets to inform customers how to most effectively utilise rotor sails and what setup would be the most advantageous.

Anemoi’s Fuel Saving Assessment Model (FSAM) accurately predicts fuel and emission savings by using available rotor sail performance, vessel data, routes and wind conditions to simulate likely voyages and provide a transparent assessment of how Rotor sails can most effectively improve vessel efficiency.

“We continue to strive to improve the efficiency and effectiveness of our rotor sails to ensure vessels achieve the maximum benefit possible,” says Diederichsen. “Anemoi has long advocated for the combination of wind-propulsion technology and data through our FSAM to accurately predict fuel and emissions savings. Our data-driven approach will help vessel owners take decarbonisation and efficiency to the next level.”

Rotor sails have staked their claim as one of shipping’s leading decarbonisation technologies, particularly as one that can have an immediate impact. Anemoi’s focus on driving down fuel usage and boosting vessel efficiency ensures they are a partner that can also have an immediate impact for shipowners, not to mention a long-term future.

For more information, visit: anemoimarine.com

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There have been a number of new vessels launched in recent times using wind power as a solution to the challenges of meeting new emissions targets

SV Juren Ae © KR

POWERING AHEAD Classification society KR recently announced delivery of the low-carbon sailing cargo ship SV Juren Ae to the Marshall Islands Shipping Corporation.

Built to KR class in South Korea, the vessel marks a significant milestone in sustainable maritime transport.

Funded by the International Climate Initiative (IKI), the SV Juren Ae, a 48m, 300dwt supply vessel, is the result of a collaborative effort led by the German Society for International Cooperation (GIZ) through its project ‘Transition to LowCarbon Sea Transport in the Republic of the Marshall Islands’ for the German Ministry for the Environment, Nature Conservation, Nuclear Safety and Consumer Protection (BMUV) since 2017.

Developed at the maritime campus of Emden/Leer University of Applied Sciences and constructed at Asia Shipbuilding in Geoje City, Korea, the vessel boasts several innovative features. At its core is a partially-automated sail system designed

by German naval designer HSVA, adapted from a traditional Indonesian sail design.

This Indosail-Sailing Rig, complemented by installed PV units and a hybrid drive system, is projected to reduce CO2 emissions by approximately 80% compared with similarsized ships.

The vessel’s hybrid power system allows for versatile operation. The ship’s propeller and engine are used for slow-speed manoeuvring, while the propeller can also function as a turbine to generate electricity via a hybrid gearbox and generator.

This design enables the SV Juren Ae to achieve a service speed of approximately 12 knots under sail and around seven knots with the auxiliary diesel engine.

The ship features a battery rack charged by excess wind power, which powers the vessel’s electric drive during lowspeed operations.

Michael Suhr, Regional Director North Europe at KR, says: “The SV Juren Ae represents a pivotal moment in maritime

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innovation. This pioneering ship serves as a beacon for a low-carbon future in maritime transport, showcasing the viability and efficiency of sustainable technologies in the maritime industry.”

The SV Juren Ae will be operated by MISC for domestic sea transportation within the Marshall Islands and the broader Pacific Region.

This project not only offers a compelling business case for saildriven cargo vessels, particularly in regions with high fuel prices like the Pacific islands, but also aims to inspire other Pacific Island states to adopt lowcarbon technologies and concepts for maritime transport.

CELTIC SEA INITIATIVE

Port operator Associated British Ports (ABP) and FibreMax, a leader in synthetic tendon solutions for industrial and energy sector applications, have recently announced the signing of a Memorandum of Understanding (MoU).

This agreement aims to explore development opportunities at ABP’s Port of Swansea and the emerging opportunity of a floating offshore wind (FLOW) sector in the region.

FibreMax is known for its patented parallel wound (PWT) technology, which can be designed both on strength and stiffness. This unique technology will be applied to provide a mooring system solution for floating offshore wind turbines.

With the Celtic Sea poised to become a major development site for green energy generation from FLOW turbines, the region will be a strong source of demand for the offshore wind supply chain. ABP’s Port of Swansea offers significant potential for the development of supply chain facilities immediately adjacent to the FLOW activities in the Celtic Sea. Andy Reay, Head of Offshore Wind at ABP, says: “This MoU marks a further tangible step forward in the transformational prospects for FLOW in the Celtic Sea. The Swansea Bay region presents an unparalleled opportunity for UK industry, sited in an area of rich industrial heritage, ideally suited to support upcoming Celtic Sea FLOW development.”

MPS collaboration

ABP has also announced a new collaboration with Marine Power Services (MPS), a Wales based floating wind technology developer.

The MOU will involve working with MPS to develop solutions that support the deployment of their advanced floating platform technology, PelaFlex, in the Celtic Sea from ABP’s Port of Port Talbot. The platform is designed to support the rapid deployment of industrial scale floating offshore wind while maximising local benefits and reducing both risk and overall project costs.

Andy Reay says: “ABP is developing plans to invest more than £500m to develop new and repurposed infrastructure in Port Talbot to enable the port to host manufacturing, installation, and supply chain activity for the FLOW sector. This has the potential to create 16,000 new, high-quality jobs and attract £5.5bn inward investment.”

SMM APPEARANCE

This year’s SMM was the first major maritime event to host a vessel featuring an advanced Wind Assisted Propulsion System (WAPS), with the 2,850dwt Eems Traveller sailing into dock at Überseebrücke, Hamburg.

The Dutch-flagged, Amasus-owned general cargo ship showcased its two, 17m-high eSAILs® (suction sails) from bound4blue, demonstrating how wind can help an industry in transition to cut costs, emissions, and comply with increasingly stringent regulations.

The turnkey solution was installed in two easy phases, with the sail foundations fitted during a scheduled vessel stop in the Netherlands for a five-year class renewal survey, before the sails themselves were installed – in just four hours – at the Port of Bilbao.

Bound4blue’s autonomous eSAIL® technology is robust, simple and market proven. It works by dragging air across an aerodynamic surface to generate exceptional propulsive efficiency, with zero operational input from crew. This reduces fuel use, OPEX and emissions to air.

“Eems Traveller is a landmark vessel,” comments David Ferrer, Co-

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founder and CTO, bound4blue. “The twin sails installed in July 2023 were, at the time, the largest ever suction sails seen in maritime. Operations to date have delivered a wealth of in-depth data to demonstrate their tangible environmental impact.

“In addition to our own testing and validation, Lloyd’s Register has now also been tasked with conducting a third-party evaluation to verify achieved performance and savings.

Given the impact of regulations such as EU ETS, CII and the upcoming FuelEU Maritime move, I can’t think of a better time to push wind power up the shipping agenda.”

A spokesperson from Amasus notes: “We see wind as a key enabler for a greener shipping future. Eems Traveller is a manifestation of that belief, showing how owners can partner with trusted suppliers to deliver meaningful gains – and not just from environmental and regulatory perspectives, but also commercially.”

ANEMOI TYPE APPROVAL

Anemoi Marine Technologies Ltd (Anemoi), a leader in wind-assisted propulsion systems, was awarded a Type Approval Design Certificate from classification society DNV for its Rotor Sail design measuring 5 metres in diameter and 35 metres in height.

The Type Approval Design Certificate (TADC) was retrospectively presented to Anemoi during a special ceremony at SMM in Hamburg, Germany, on 5 September 2024. The certificate validates that Anemoi’s 5x35m Rotor Sail design complies with DNV’s technical standard (ST-0511) for Wind Assisted Propulsion Systems (WAPS) .

Kim Diederichsen, CEO of Anemoi, said: “We are delighted to have received this important Type Approval from DNV, which is a testament to the rigorous design and engineering work undertaken by our team. This certification provides shipowners and operators with the assurance they need to invest in our 5x35m Rotor Sail solution, which has already been selected for upcoming installations on several vessels.”

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Konstantinos Papadakis, Rasmus Stute and Hasso Hoffmeister from DNV, Eleanor Taylor and Baiqian Jiang from Anemoi Marine Technologies. © Anemoi Marine Technologies/DNV

Hasso Hoffmeister, Senior Principal Engineer at DNV Maritime: “Over the last few years WAPS technologies have continued to go from strength to strength, with the number of installations tripling in just the last year according to estimates from the IWSA. This growth has been built on innovation, safety, and trusted expertise. We are very pleased to build on the excellent collaboration with Anemoi with the presentation of this certificate. Together we are continuing to develop the technical standards and class notations that will enable the momentum behind WAPS to continue to build and enhance shipping’s drive to greater sustainability.”

In May 2024, Anemoi’s 5x35m Rotor Sail was installed on the DNV-classed bulk carrier Berge Neblina, owned

by Berge Bulk, representing the first commercial deployment of this product size. Anemoi has also previously obtained a full Statement of Design Appraisal for the 5x35m Rotor Sail, and has additional installations planned for later this year and into 2025, including on the Sohar Max, a 400,000 DWT VLOC operated by Vale.

Rotor Sails, also referred to as ‘Flettner Rotors’, are vertical cylinders that, when driven to rotate, harness the renewable power of the wind to propel ships. These highly efficient mechanical sails capitalise on the

aerodynamic phenomenon known as the Magnus Effect to provide additional thrust to vessels. By leveraging wind energy, Berge Neblina will see increased efficiency by reducing the power required from the main engine while maintaining speed, therefore substantially reducing fuel consumption and resulting in less greenhouse gas emissions.

The technology is being increasingly embraced by ship owners, primarily in the bulker and tanker sectors, who are aiming to achieve net-zero shipping emissions. Rotor Sails have emerged as a preferred technology to augment and enhance the energy performance of vessels. Rotor Sails are a compact technology, which offer a large thrust force to propel ships with minimal impact on visibility, stability and port operations, helping them comply with pivotal international emission reduction benchmarks such as the Carbon Intensity Indicator (CII) and EEDI/EEXI.

WIND OPS CHARGING

Following successful in-port and offshore prototype testing, Norwegian lifting and handling specialist Seaonics is on track to commercialise its Ocean Charger solution for electric SOVs amid strong interest from wind farm developers.

High-voltage charging tests were conducted in port to charge

the batteries on the Rem Offshoreowned diesel-electric hybrid CSOV (Construction Service Operation Vessel) REM Power (built 2023) as well offshore from a charging point (cable reel, winch and control system) mounted on a wind turbine.

“At 10 years old, the turbine is one of the smallest offshore but the prototype proved it is possible to install the Ocean Charger on an existing turbine and charge an SOV from day one, using 11 kilovolt (KV) current delivering 6 MW of charge. Apart from a handful of improvement points to fix, the concept and control system are complete and the product is available for sale as is.

We’re first in the market and already in talks with wind farm owners,” said Bjørnar Huse, Sales Manager, Offshore Energy at Seaonics.

He adds that because power current varies between wind parks and wind turbines, the commercial version will have to be customized for each project.

The ability to charge vessels offshore in a cost-effective way is a central enabler for shipbuilders to deliver zero-emission SOVs to the offshore wind industry. “Connecting vessels to the power grid in the wind farm and charging batteries regularly is a big step towards increasing sustainable operations without using any additional energy sources. It saves the time and energy needed to return to port to charge, while the operating cost of electric SOVs versus diesel and alternative fuels is much lower, because both the energy is cheaper and you reduce engine maintenance demands. You still need diesels for back-up power, but quite a lot smaller than for a full diesel operation, with lower Capex,” said Huse.

A large, 60-person SOV consumes 20 to 25 MW hours per day, so at 6 MW you can potentially charge for a full day’s operation in three to four hours.

“But it’s better for the lifetime of the battery pack to never be completely depleted nor fully charged – between 50 and 80 percent is best. You could charge for six hours at night, say, then do ad-hoc charging during the day,” Huse said.

Meanwhile, wind farm owners are moving away from the idea of locating

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charging points on a substation or expensive floating buoys. “The standard will most likely be to locate the charging point on a turbine.

Downscaling the weight and cost also means you can have many charging points reducing the need to cruise long distances to charge. The turbines are usually owned by the developer, so they can fit as many as required. It is easier mechanically to have charging points on a substation but as these are usually owned by the grid owner, there is some doubt as to who would be responsible for their maintenance and insurance etc. This will have to be sorted out project by project,” Huse added.

The Ocean Charger’s standardised solution is cost effective because it uses an industry-standard connector plug and power levels both for offshore charging and in port. “The prototype worked using a standard vessel and crane. The plug is an industry standard used for shore charging cruise ships as well as Hoegh Autoliners’ Aurora-class hybrid-electric newbuild car carriers.

Tying known technology together made it easier to get to a prototype in a relatively short time. We didn’t have to invent a lot of new components unlike some competitors using a bespoke plug,” Huse said.

The product can be fitted to any structure and vessel and the power integrated with the vessel switchboard and the chosen charging voltage.

“The main development challenges were handling the medium/high current coming on board the vessel and navigating the relevant standards (IEC, ISO etc) for marine technical

equipment. For example, there are a lot of class requirements on safety distance around the plug. Existing standards also mostly still cover shorebased equipment so we had to make an offshore version of the different components,” Huse added.

Discussions are currently underway with wind park owners regarding charging current. Wind parks usually have 66 or 132 KV requiring one or two transformers – one on the charging point and another on the vessel – to get the high voltage down to medium or low voltage. “Some have asked us to explore bringing 132 KV, which is the standard current in big power lines on land, directly onto the vessel and do all the transformation onboard.

However, managing such high current would require a very bespoke handling and safety system. Feasibility depends on the cost of power integration and transformers,” said Huse.

“The cost-effective compromise is to stick with 11 KV, which is what the Aurora-class vessels use but is still high considering the standard shore connection for fishing vessels and small SOVs today is typically 690 or 1,000 volts, using the same equipment for both offshore and shore charging.”

The SOV approaches the charging point and uses a crane equipped with a gripper that ‘grabs’ the end of the cable and pulls it onto the connection area integrated on the vessel deck. The REM Power has a fully 3D compensated crane and can connect even in rough weather, but smaller SOVs and maintenance craft that don’t have a crane can use the motion-compensated gangway instead. “High accuracy isn’t

necessary, as the automated handling system guides the plug to the right place, eliminating any need for manual operation,” said Huse.

The vessel has to be on DP during charging but with a larger footprint to reduce power consumption. The cable is slack so the vessel can move 20 metres or so back and forth without damaging anything. “The DP safety system will kick in if the vessel loses position or, if necessary, the control system will automatically release the cable in an orderly manner. The system has been designed with two levels of redundancy for emergency release,” Huse said.

“It is of course possible the plug may occasionally be released in a nonorderly manner and be submerged, leading to water intrusion both in the plug and cable. That may require the whole cable to be replaced involving time and cost. No industry standard plugs have been approved or are capable of being submerged, so we had to design a watertight cover. The handling system opens the cover when the plug is on board and guides it into the charging notch, and in reverse when charging is complete.”

Huse says it would take a few months to customise the configuration and get approvals for a specific wind park and vessel. “For wind farms that will be installed in two to four years’ time, there is ample time to do final integration design, fabrication and installation on a new chartered SOV or retrofit an existing one. Fitting the charging points to turbines before they are installed also streamlines the operation.”

Prototype testing of the Ocean Charger charing the CSOV newbuilding Rem Power from an offshore wind turbine © Seaonics

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ECONOWIND: HARNESSING WIND TO DECARBONISE SHIPPING The global shipping industry is facing unprecedented pressure to decarbonise. Regulatory bodies such as the International Maritime Organization (IMO) have set ambitious targets, aiming to reduce CO2 emissions by 50% by 2050, compared with 2008 levels.

With the clock ticking, the maritime sector must pivot towards greener, more sustainable methods of propulsion. While technologies such as liquefied natural gas (LNG) and hydrogen are being explored, one of the most promising and readily available solutions is harnessing wind energy.

Econowind, a Dutch company specialising in wind-assisted ship propulsion (WASP), offers an innovative approach to reducing emissions by tapping into one of the oldest and most abundant energy sources: wind. At this moment, 20 vessels are reaping the benefits of Econowind’s VentoFoils, and more vessels are underway or prepared for VentoFoils.

THE RISE OF WINDASSISTED PROPULSION

Wind has powered ships for millennia and although steam engines and, later, fossil fuel-based propulsion systems replaced sails, the fundamental advantages of wind power remain undeniable. Wind is free, renewable and abundant.

Econowind is revisiting this timeless energy source with technology that integrates wind propulsion into modern shipping without disrupting existing operations.

At the heart of Econowind’s solution is the VentoFoil®, an advanced wind propulsion unit designed to assist vessels in reducing fuel consumption and emissions. Econowind offers a variety of configurations to suit different ship types, including fixed, containerised and Flatrack options. By

retrofitting ships with these systems, shipowners and operators can achieve substantial fuel savings, reduced emissions and compliance with tightening international regulations.

ECONOWIND’S VENTOFOIL: HOW IT WORKS

The VentoFoil technology is an evolution of traditional sail power, designed for the rigours of modern shipping. Unlike conventional sails, which are large and require manual operation, VentoFoils are aerodynamically optimised and require minimal human intervention.

These non-rotating suction wings are equipped with vents and internal fans that utilise boundary layer suction to maximise thrust. By creating an aerodynamic lift similar to that of an aircraft wing, VentoFoils are capable of amplifying the wind’s force, enabling the ship to reduce its reliance on conventional fuel.

The VentoFoil offers several advantages over traditional sails: » Efficiency: the system amplifies wind force by up to five times, resulting in a higher thrust-to-size ratio.

» Tiling by automated design: VentoFoils are fully automated, with tilting systems minimising the impact during cargo operations. » Durability: designed for harsh maritime environments, these units have been tested under extreme conditions at sea, demonstrating their robustness and reliability.

This combination of efficiency and durability makes Econowind’s technology particularly appealing for shipping companies looking to reduce operational costs while meeting environmental goals.

DECARBONISATION THROUGH INNOVATION

The VentoFoil is a flexible and scalable solution that can be tailored to different vessels and operational needs. For example, Econowind’s containerised VentoFoil® is a plug-and-play system that fits into a standard shipping container.

It can be hoisted on to a ship during port stays and connected to the vessel’s power supply. This setup allows for rapid installation

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and removal, making it ideal for fleet operators who need versatility.

In addition to containerised solutions, the company also offers Flatrack VentoFoils, which are mounted on a three or six-metre flat rack and can be installed in just one day. This modular approach allows shipping companies to transfer wind propulsion units between vessels, maximising their utilisation across the fleet.

By enabling ships to meet or exceed Energy Efficiency Existing Ship Index (EEXI) standards, Econowind’s solutions provide a pathway to greener shipping that is not only environmentally sustainable but also commercially viable.

FUEL AND CO2 REDUCTIONS

One of the key benefits of Econowind’s wind-assisted propulsion is its ability to deliver tangible results in fuel savings and CO2 reductions. According to the company, ships equipped with VentoFoils can reduce their fuel consumption by up to 60%, depending on wind conditions and operational parameters. This translates to significant reductions in greenhouse gas emissions, helping operators align with IMO regulations and other international sustainability goals.

A case in point is the Chemical Challenger, a vessel retrofitted with VentoFoils, which is expected to reduce its annual CO2 emissions by 850

tonnes. This reduction is equivalent to the yearly emissions of more than 500 passenger cars, showcasing the potential for wind propulsion to make a meaningful impact on the shipping industry’s carbon footprint.

This flexibility ensures that owners and operators across different segments of the shipping industry can benefit from wind propulsion, whether they are managing large, ocean-going vessels or smaller, coastal ships.

ALIGNING WITH FUTURE REGULATIONS

A SUSTAINABLE BUSINESS CASE

The shipping industry is entering a new era of stringent environmental regulations. In addition to IMO’s decarbonisation targets, regional frameworks such as the FuelEU Maritime initiative are pushing for cleaner fuels and more efficient vessel designs.

Econowind’s VentoFoils are designed to help ship operators stay ahead of these evolving standards. By integrating wind propulsion into their fleets, companies can improve their Carbon Intensity Indicator (CII) ratings and future-proof their operations against stricter fuel-efficiency requirements. Also, lower CO2emissions, result in reduced FuelEU Maritime costs.

VERSATILE APPLICATIONS FOR DIFFERENT VESSELS

Econowind’s wind-assisted propulsion systems are versatile and can be adapted to various types of vessels.

From bulk carriers and tankers to container ships and RoRo vessels, the VentoFoil units can be integrated into both new-builds and retrofitted ships.

In addition to the environmental benefits, wind-assisted ship propulsion offers a compelling business case for fleet operators. With rising fuel costs and increasing pressure to reduce emissions, shipping companies are seeking solutions that offer short-term savings and long-term sustainability.

Econowind’s VentoFoils deliver on both fronts. The system’s payback period is typically around five years, making it a cost-effective investment that delivers ongoing fuel savings throughout the vessel’s operational life.

Moreover, wind propulsion enhances a company’s corporate image by demonstrating a visible commitment to sustainability. As public awareness of climate change grows, customers and investors are increasingly favoring companies that take proactive steps to reduce their environmental impact.

By adopting wind-assisted propulsion, shipping companies can position themselves as leaders in the green transition, attracting new business opportunities and staying competitive in a rapidly changing market.

THE FUTURE OF WIND POWER IN SHIPPING

As the global shipping industry embarks on its journey toward decarbonisation, Econowind is playing a pivotal role in making wind power a viable and efficient solution. With its innovative VentoFoil technology, the company is not only reviving an ancient form of propulsion but also adapting it to meet the challenges of the modern era.

By offering flexible, modular solutions that deliver significant fuel savings and emissions reductions, Econowind is helping shipping companies sail into a greener, more sustainable future.

For more information, visit: econowind.nl C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

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ALTERNATIVE FUELS

There are plenty of opportunities to invest in alternative fuels as the drive towards clean shipping continues.

The question remains which are the most practicable in the short to medium term?

FUELLING THE DEBATE The International Chamber of Shipping (ICS) has presented a new report identifying hydrogen demand sectors, demand locations and the demand-pull timeline.

Turning hydrogen demand into reality: Which sectors come first? focuses on the potential of clean hydrogen to function as an energy carrier and feedstock to decarbonise multiple sectors, especially hard-to-abate sectors. It identifies that to meet future hydrogen demand, the scale of renewable electricity demand for green hydrogen production is unprecedented and leads to once-in-a-generation opportunities and challenges.

The report, produced in collaboration with Professor Stefan Ulreich, Professor of Energy Economics at Biberach University of Applied Sciences and ICS, seeks to better assess the future supply and demand dynamics of the new zero-emission fuels that industrial sectors, including shipping, will use in the coming decades.

Guy Platten, Secretary General of the

ICS states: “For global hydrogen demand to keep the net-zero by 2050 scenario within reach, demand for hydrogen-based fuel sources would need to scale five times from current levels to reach approximately 500m tonnes from 2030 to 2050. One of the main takeaways in this report is the high variability in potential demand. Industry will dominate the hydrogen demand. Shipping, however, can play a key role as an enabler to the hydrogen economy.”

The report highlights three economies as the main markets to initially drive hydrogen demand – South Korea, Japan and the EU. Europe has a target of 20m tonnes of hydrogen per year by 2030, with half of that volume to come from imported sources.

To meet this expected demand of the EU, the fleet will need to increase by up to 300 vessels for the EU2030 target.

According to the International Energy Agency (IEA) hydrogen use is expected to remain static and within current industrial use cases into 2030. However, to go beyond

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the current hydrogen demand by existing sectors, infrastructure, enabling regulation and power access barriers need to be addressed for new sectors to begin uptake of hydrogen the report finds.

Platten adds: “Regulatory certainty is vital, and governments are the key to unlocking the opportunity for early adopters by prioritising demand incentives over supply support to catalyse offtake agreements. One thing is certain, readiness at ports and infrastructure development to remove barriers for maritime uptake will be crucial. This will allow for both the maritime and other sectors to move forward, adding energy-security and enhancing diversification. This is a once in a generation opportunity to transform the whole energy-maritime value chain.”

Professor Ulreich states:“Key for the realisation of a future hydrogen economy is the infrastructure for production, but also transportation infrastructure. The maritime industry will play a key role by connecting the hydrogen surplus regions with the high consumption areas. However, this necessitates port infrastructure for loading/unloading and pipeline transport from the port to the consumers. A coordinated action would help most to deliver this.

“What we are seeing is that the annual hydrogen demand would mean increasing the fleet to transport hydrogen by ship. To just meet a global increase if 30m tonnes of hydrogen traded worldwide, we could need up to 411 new hydrogen vessels (for long distances) or up to 500 vessels if transported as ammonia.”

NUCLEAR APPROACH

While using nuclear energy in shipping might have been considered detrimental in the past, it is now proving a popular alternative in the current climate as sectors seek alternative solutions.

Lloyd’s Register (LR) and Core Power have launched a joint regulatory assessment study to conduct research on the regulatory feasibility and frameworks that would need to be established for a nuclear containership

using a fourth-generation reactor noted for its high inherent safety to undertake cargo operations at a port in Europe. Following initial planning, the industry leaders, who are joined by AP Moller-Maersk, have formalised their collaboration through the signing of a joint development project agreement to undertake the study.

The joint study will investigate the requirements for updated safety rules along with the improved operational and regulatory understanding that is needed for the application of nuclear power in container shipping.

In addition, it will provide insight for members of the maritime value chain who are exploring the business case for nuclear power to help shape their fleet strategy towards achieving netzero greenhouse gas emissions.

Nick Brown, CEO Lloyd’s Register, says: “The initiation of this joint study marks the beginning of an exciting journey towards unlocking the potential of nuclear power in the maritime industry, paving the way for emissions-free operations, more agile service networks and greater efficiency through the supply chain.

“A multi-fuel pathway to decarbonising the maritime industry is crucial to ensuring we as an industry meet the International Maritime Organization’s emission reduction targets and nuclear propulsion shows signs of playing a key role in this energy transition.”

Mikal Bøe, CEO Core Power said: “There’s no net-zero without nuclear.

A critical key to unlocking the vast potential for nuclear energy to transform how the maritime sector is powered, is the standards framework for commercial insurability of floating nuclear power plants and nuclearpowered ships that would operate in near shore environments, ports, and waterways. We’re working with some of Europe’s most respected industry participants to set out the conditions for how this can be achieved.”

Ole Graa Jakobsen, Head of Fleet Technology, AP Moller-Maersk, says: “Since Maersk launched its energy transition strategy in 2018, we have continuously explored diverse low emission energy options for our assets.

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Nuclear power holds a number of challenges related to for example safety, waste management,and regulatory acceptance across regions, and so far, the downsides have clearly outweighed the benefits of the technology.

“If these challenges can be addressed by development of the new so-called fourth-generation reactor designs, nuclear power could potentially mature into another possible decarbonisation pathway for the logistics industry 10 to 15 years in the future.”

FUEL PROJECTS AT RISK

Two-thirds of European green shipping fuel projects are at risk, a new Transport and Environment (T&E) study shows.

T&E’s mapping of green hydrogen projects across Europe shows that nearly 4% of European shipping could run on green e-fuels by 2030. However fuel suppliers appear to be reluctant to commit financially to projects without more guarantees that there will be demand for these fuels in the near future. This means the vast majority of projects may never come online in this decade, putting Europe’s climate ambitions and thousands of jobs at risk, warns T&E. Inesa Ulichina, T&E Shipping Officer, says: “Hydrogen projects are popping up across Europe. They have the potential to power hard-todecarbonise sectors like shipping and provide thousands of good jobs. But at the moment there just isn’t enough certainty and we risk missing this golden opportunity.”

There are at least 17 projects across Europe set up to provide hydrogenbased e-fuels for ships. If all of these projects become operational, they could meet nearly 4% of EU shipping’s total energy demand by 2030. T&E found 44 other hydrogen projects in Europe that could also provide green fuels for ships, but project developers eye other hydrogen-hungry industries, too.

The mapped projects would easily meet the European Union’s target of 2% green e-fuels in 2034. However, most projects are yet to receive funding

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and not a single shipping-dedicated project is operational, T&E states.

Fuel producers cite a lack of buyer certainty and investment security as major obstacles. This puts millions of tonnes of green fuels and thousands of skilled jobs at risk. Globally, it is estimated that green shipping could create four million new jobs by 2050.

Denmark alone accounts for more than half of all the planned hydrogen volumes across the 61 projects mapped by T&E. But in terms of fuels earmarked for shipping, Spain leads the way and is home to a third of the potential fuel supplies. Despite its large coastline, the UK has very few projects, while T&E found none in Italy and Greece.

In the long run, e-ammonia appears to be the more popular option, making up 77% of potential volumes. To date, however, none of these projects has received a final investment decision.

Ulichina concludes: “Shipping has a chicken and egg problem. E-fuels producers are waiting for clearer demand signals from ship operators before making large investments.

Shipping operators, on the other hand, are waiting for these fuels to scale up and become cheaper before signing off-take agreements. The EU should ensure more supply and demand of e-fuels through regulation, which will provide fuel producers and shipping companies with investment certainty.”

T&E recommends that member states mandate at least 1.2% of shipping fuels to be e-fuels by 2030, as recommended by the EU’s green fuels law (RED III). This would secure all the current projects that have already received funding and allow more projects to reach a final investment decision. Revenues from the EU’s carbon market for shipping (ETS) should also be used to help nascent projects, says T&E.

Anti-dumping measures

T&E has also examined the European Commission’s plans to impose antidumping tariffs of up to 36.4% on biodiesel imports from China. This is a step in the right direction for limiting imports of dubious used cooking oil (UCO) biofuels, says T&E, but tariffs

ALTERNATIVE FUELS

The EU currently imports more than 80% of its UCO, with China alone accounting for 60% of these imports

alone will not be enough to prevent fraudulently mislabeled palm oil from entering the European market Over the past two years, the European biofuels market has been flooded with UCO imports from China, causing a collapse in the market price from around €2,250 per tonne to €1,100.

A recent study by T&E showed that collection in China is as much as 30% cheaper than in Europe.

Inherent problems with verification and certification mean that much of the UCO entering Europe may also be fraudulently labelled palm oil, a cheap feedstock heavily linked with deforestation.

Cian Delaney, biofuels campaigner at T&E, says: “Europe is completely overreliant on unverifiable used cooking oil from distant countries, like China. Restrictions on imports from there are a step in the right direction, however, anti-dumping tariffs alone won’t be enough to tackle UCO fraud. Without a complete overhaul of the certification process, the EU will continue to play out a game of whack-a-mole as fraudsters from other countries will simply fill the gap.

“The EU needs to stop incentivising unverifiable, imported waste oils

and move away from an industry-led verification system towards more stringent regulation”.

ULSAN PORT INITIATIVE

Ulsan Port Authority (UPA) has signed an equity investment agreement worth US$17.6m with Hyundai Oil Terminal Corporation to establish Korea’s alternative marine fuel supply chain centred on Ulsan Port.

Through this agreement, UPA will participate in the terminal business, prioritising the use of 100,000 of the tank terminal’s storage facilities. In addition, UPA will seek to establish green shipping corridors to activate the supply of alternative marine fuel to domestic and foreign energy companies and global shipping lines.

At the same time, Hyundai Oil Terminal, with UPA’s contribution, is implementing a new terminal investment project worth nearly KRW 300bn (US$219m). The project will see storage facilities at Ulsan’s New Port expand by 380,000, with the first phase being the storage of chemicals and oils, including eco-friendly fuels such as green methanol and ethanol.

It is anticipated that the first phase will be in commercial operation during the first half of 2026.

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UPA signs an equity investment agreement with Hyundai Oil Terminal Corporation

Upon completion of the terminal expansion, Ulsan port’s annual cargo volume will increase to approximately 2.5m per year with environmental energy cargo volumes expected to make up 800,000 per year.

UPA President Kim Jae-gyun says: “We will be operating eco-friendly ships based at Ulsan Port, contributing to decarbonisation and creating new growth engines for Korea’s shipping and port industry by establishing green shipping corridors between Korea and the US.”

VIKING CONVERSION

Technology group Wärtsilä has signed a contract with Norwegian shipowner Eidesvik to supply the equipment for the conversion of an offshore platform supply vessel (PSV) to operate with ammonia fuel.

The vessel, Viking Energy, which is on contract to energy major Equinor, is scheduled for conversion in early 2026 and is expected to start operating on ammonia in the first half of 2026, becoming the world’s first ammoniafuelled in-service ship.

Wärtsilä will supply the engine and complete the fuel gas supply system and exhaust after-treatment needed for the conversion, making it also the first vessel to use Wärtsilä’s recently released ammonia solution.

Ammonia has emerged as a

promising alternative fuel as the shipping industry looks for more sustainable fuel options. With new global regulations having set a clear destination for shipping – net zero emissions by mid-century – ammonia will play a significant role in enabling the shipping industry to reduce its emissions.

A recent report by Wärtsilä highlights the role that sustainable fuels will play in achieving this target which is set by the International Maritime Organization (IMO).

According to the report, existing decarbonisation solutions, such as fuel efficiency measures, can cut shipping

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emissions by up to 27%. However, sustainable fuels, such as ammonia, will be a critical step in eliminating the remaining 73 percent.

In this context, Håkan Agnevall, President and CEO of Wärtsilä highlights the importance of crossindustry collaboration: “In just 25 years – the lifetime of a single vessel – shipping needs to get to net-zero emissions. Achieving this will require coordinated action by all maritime industry stakeholders to bring about the system change needed to accept a new generation of sustainable fuels.”

This latest partnership is a result of the ‘Apollo’ project, which is co-funded by the Horizon Europe framework programme. The programme aims to accelerate the transition towards a climate-neutral Europe by 2050 through funding projects, such as Apollo, which contribute research and innovative solutions in various sectors related to climate, energy and mobility.

In addition to the Wärtsilä 25 Ammonia engine, Wärtsilä will supply the complete ammonia solution, including its AmmoniaPac Fuel Gas Supply System, the Wärtsilä Ammonia Release Mitigation System, and a selective catalytic reduction system designed for ammonia. A service agreement, covering maintenance, is a highly essential part of the deal.

The conversion project is planned for early 2026, with final commissioning expected in Q2 2026.

Viking Energy (Peter Tubaas/Vestland Media)

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NEW JOINER AT SEA-LNG

Bernhard Schulte Shipmanagement (BSM) has joined the SEA-LNG coalition.

Its decision to join reflects the decision of many others joining this year who recognise liquefied natural gas (LNG) as a practical and realistic lower-emission marine fuel, the company says.

BSM has more than 100 gas carriers under management, over half of which are LNG carriers. It also manages close to 30 LNG dual-fuel ships and presently 2 LNG bunker vessels, with more coming into management soon.

All BSM vessels under management undergo reviews and audits from Oil Companies International Marine Forum’s Tanker Management and Self-Assessment to ensure full compliance with International Safety Management requirements, with no major safety incidents reported to date. These in-depth safety credentials will also enhance SEA-LNG coalition’s combined skillset.

ALTERNATIVE FUELS

LNG as a marine fuel requires rigorous training standards for seafarers and shoreside crew to ensure safe and efficient vessel operation. BSM has its own dedicated LNG training facilities for realistic training via Liquid Cargo Simulators designed and developed by BSM’s in-house technical team that uses SEALNG member GTT’s training software.

BSM also operates an LNG Competence Centre, providing consultancy services across a wide range of LNG industry topics, including technical, crewing and commercial matters.

Nick Topham, Managing Director of BSM Germany, says: “At BSM, we are committed to LNG as a marine fuel. It is a proven, technically mature solution already being used on many ships, offering comprehensively developed supply and bunkering infrastructure. SEA-LNG provides an important network for exchanging ideas and pooling expertise with other

stakeholders, jointly advancing LNGrelated projects.”

Peter Keller, Chairman of SEALNG, says: “BSM joining represents a significant milestone for SEA-LNG. We welcome our first ship manager into the coalition, adding valuable insight and many years of experience in LNG as a marine fuel.”

LNG has clear rules set by the International Maritime Organization on the International Code of Safety for Ships Using Gases or Other LowFlashpoint Fuels (IGF code).

Keller adds: “Thanks to the hard work of BSM and our other members, LNG as a marine fuel offers a lowrisk, incremental pathway to net-zero greenhouse gas emissions in shipping via biomethane and e-methane. As a result, LNG is a proven solution today and for 2050 and beyond with biomethane and e-methane utilising existing LNG infrastructure and proven safe shipboard technology.”

LNG bunker vessel Kairos (BSM)

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Methane slip subsiding

SEA-LNG has underlined the significant progress being made to eradicate methane slip as uptake of the LNG pathway accelerates. With continued collaborative efforts across the value chain, methane slip will be eliminated for all engine technologies within the decade.

Today, 2-stroke diesel cycle engines account for approximately 75% of the LNG-fuelled vessel order book. These engines have effectively eliminated slip already. For lowpressure engine technologies where methane slip remains an issue, manufacturers have already cut the levels of slip from low-pressure 4-stroke engines by more than 85% over the past 25 years.

It is worth noting that methane slip has been eradicated for the similar LNG dual-fuel engine technologies used in the heavy-duty vehicle sector.

The science is clear, the technologies exist, and engineering will soon solve the problem.

Peter Keller, Chairman of SEA-LNG, says: “We congratulate the efforts and initiatives such as the Methane Abatement in Maritime Innovation Initiative (MAMII) and the GREEN RAY project. As LNG continues to gain widespread recognition as the current practical and realistic alternative fuel pathway, it is reassuring to see growing evidence that the challenge of methane slip will be eliminated within this decade.”

There is a growing momentum for LNG as a marine fuel. Clarksons’ data shows that 109 LNG dual fuel vessels have been ordered in 2024 up to June.

There are now more than 550 LNGfuelled vessels in operation, a number expected to double by 2027.

AIDING LNG OPERATIONS

Transportation of liquefied natural gas (LNG) entails complex decision-making processes that must be managed effectively to ensure operational efficiency and environmental compliance.

But OrbitMI CEO Ali Riaz says: “By embracing this complexity and leveraging advanced technologies and analytics, LNG operators can transform environmental challenges into opportunities for innovation and leadership in sustainable shipping practices.”

LNG is seen as an important transition fuel, given significantly lower emissions than conventional fuels such as diesel and heavy fuel oil.

This is driving a wave of newbuilding activity, with 371 LNG carriers currently on order in addition to the existing fleet of 693 vessels, according to Ifchor Galbraiths.

However, such vessels also present unique operational challenges as LNG requires specialised handling throughout the voyage, with continuous monitoring of cargo temperature and pressure to manage boil-off gas (BOG) dictated by strict protocols for safety and regulatory compliance.

The fact that LNG carriers use some of their cargo as fuel creates another special dynamic that impacts commercial planning, with fuel usage affected by factors such as current prices and voyage duration.

In addition, route planning for LNG carriers involves complex algorithms to account for fuel efficiency, time constraints and the impact of weather on BOG generation, while proactive maintenance is dependent on predictive analytics.

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The operational complexity of LNG shipping has a significant impact on compliance with environmental regulations such as CII and EEXI, going beyond charter party obligations.

OrbitMI is taking an innovative approach to solving the specific challenges of this sector with vessel performance management solutions that can be easily integrated within the complex data environments of LNG carriers, with multiple sensors continuously collecting data on cargo condition and engine performance.

The starting point for this integration is its Orbit Reporter application, a flexible cloud-based solution for noon and event reporting that captures essential data from multiple systems such as gas operating conditions, LNG inventory, water usage for steam plants, send-out reports, and emissions calculations.

With an easy-to-use interface and available integrations with highfrequency data sensors, Orbit Reporter minimises the risk of inaccurate data inputting with manual reporting.

The customisable application, with minimal installation requirements, can be tailored specifically for both LNG carriers and floating storage and regasification units (FSRUs). Orbit Reporter gathers data to be fed into the Orbit platform, which unifies existing systems and data feeds in a single user interface to provide a comprehensive solution for the LNG sector to meet critical business requirements for optimisation and compliance.

OrbitMI has a partnership with class society Bureau Veritas to ensure its solutions remain compliant with new and evolving regulations such as EU ETS and FuelEU Maritime amid a constantly shifting regulatory landscape.

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BALLAST WATER MANAGEMENT

New regulations are looming for ballast water management systems, which may lead to further scrutiny for shipowners and operators

INSPECTIONS ON THE RISE With the final ballast water deadline fast approaching, UV-based water treatment specialist BIO-UV Group anticipates an increase in inspections as Port State Control (PSC) inspectors check machinery installations, crew competencies and ballast water management (BWM) plans.

From September this year, all vessels subject to the BWM Convention must have installed a D-2 compliant ballast water treatment system capable of dealing with the maximum number of viable organisms allowed to be discharged. This is less than 10 organisms of 50µm or more per 1m3 of water and less than 10 organisms of 10-++50 µm per 1ml of water.

Yet while there is still a two-year grace period under the Experience Building Phase of Resolution MEPC.290(71), which precludes operators from being penalised for noncompliant ballast water discharge until 2026, ships can still be detained if inspectors find BWM systems poorly maintained, operated and documented.

“We are aware of increased Port State Control inspections in China, Australia, and the US as they implement focus campaigns on ship machinery and electrical system.

Although ballast water treatment systems are not being singled out specifically, the Focus Campaigns aim to prevent any mechanical or electrical systems failure onboard,” says Charlène Ceresola, BIO-UV Group’s BWT Project Manager.

“We expect the Paris and Tokyo MoUs to follow suit. If there are clear grounds that crews are incorrectly operating and maintaining the BWM system or if record keeping is lackadaisical ships could be penalised.”

An annual BWMS report is currently a mandatory US requirement for vessels navigating US waters. But elsewhere, as of now, an annual check is only an OEM recommendation supported by International Maritime Organization guidelines.

Maxime Dedeurwaerder, BIO-UV Group’s Maritime Division Director, says: “Ship

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operators really can’t afford for port authorities to suspect the crew doesn’t know how to correctly maintain, operate or calibrate the system.

“A BWMS is a closed-loop system so regular maintenance is the only way of knowing if a UV-based system’s lamps, reactors and filters are working as they should.

“It is essential to comply with these checks and maintenance procedures to ensure the continued compliance of the system. An annual system check is crucial.”

To help ensure operators of its BIOSEA ballast water system consistently passes muster with port authorities, BIO-UV Group has introduced a BWTS Compliancy and Performance service that takes the complexity out of ballast water management.

Under the agreement, BIO-UV Group service teams carry out a thorough inspection of the BIO-SEA system, identify any issues, carrying out any repairs that are required.

Service teams then calibrate and monitor control equipment to ensure that sensors and instruments are providing accurate readings, before

performing performance tests to ensure that it meets the required discharge standards.

“Logbooks are checked and maintained, and crews are assessed on their ability to properly operate the system.

A BWMS is a closedloop system so regular maintenance is the only way of knowing if a UVbased system’s lamps, reactors and filters are working as they should

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Simon Marshall, BIO-UV Group’s Deputy Managing Director, says: “Ship managers have two years to ensure their ballast discharge waters are compliant, but only until September to get their crews up to speed with system maintenance and operation. The service agreement solution is designed to optimise BIO-SEA operation and reduce maintenance costs to ensure the vessel’s ballast water treatment is always compliant and passes port inspection.”

The International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (Ballast Water Management Convention) was adopted in 2004 with the aim of protecting the marine environment from the transfer of invasive species and organisms in ships’ ballast water.

Asian Kelp, Zebra Mussels, European Green Crabs, North Pacific Seastars, Caulerpa taxifolia (killer algae) and the Cholera pathogen are just some of the invasive species that ballast treatment systems prevent from spreading.

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DECARBONISATION

Shipping organisations are undertaking a range of adjustments, installations and innovations to ensure they achieve decarbonisation goals

KEEPING AN EYE ON THE TARGET The International Chamber of Shipping (ICS), with the Bahamas and Liberia, has presented a comprehensive new proposal to ensure delivery of the ambitious UN International Maritime Organization’s (IMO) target to achieve net zero greenhouse gas (GHG) emissions from international shipping by or around 2050.

At the heart of the proposal is a GHG Fee, charged to ships per tonne of CO2 equivalent (CO2e) emitted, combined with a ‘feebate’ mechanism to incentivise the accelerated production and uptake of zero/near-zero GHG marine fuels, such as green ammonia, hydrogen and methanol, sustainable biofuels and new technologies such as on-board carbon capture.

While the principal purpose of the proposed maritime GHG pricing mechanism is to narrow the significant cost gap with conventional marine fuels, around US$2.5bn per year would also be allocated to an IMO net-zero shipping fund to support maritime GHG reduction efforts in developing

countries. This is to help ensure that shipping’s transition to net zero will be truly global and that green fuels will be available in all ports worldwide.

ICS takes no view on the quantum of what the GHG fee should be, which would depend on the reward rate agreed per tonne of GHG emissions prevented by the use, by ships, of zero/near-zero GHG energy sources. But if, for the first five years of implementation, IMO sets the reward rate at about US$100 per tonne of CO2e prevented (including upstream emissions), the proposal suggests that a GHG fee initially equivalent to about US$60 per tonne of conventional fuel oil consumed by ships could be sufficient to achieve the purposes of the measure.

The primary objective of the proposed IMO ‘mechanism’ is to accelerate the production and uptake of new green marine fuels by reducing their cost disadvantage, with feebates (rewards) being disbursed to ships for the CO2e emissions prevented by not using conventional fuel oil. GHG

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fees will be collected and feebates disbursed via a web-based automated IMO ‘mechanism’, the prototype for which ICS has already developed and submitted to IMO. From the revenue generated from the GHG fee, an amount equivalent to 20% of the revenue allocated to support the feebate programme will be transferred annually to the newly proposed IMO 2 Net Zero Shipping Fund, with this proportion subject to adjustment within five years of entry to force.

ICS Secretary General Guy Platten comments: “A GHG pricing mechanism using a flat rate GHG fee and a feebate element will be vital to bring about the rapid development and uptake of green marine fuels.

“To incentivise the production and use of green marine fuels, our proposal includes a carefully thought out feebate mechanism, which is fuel neutral, to incentivise prevention of up to 100m tonnes of GHG emissions per year during the first five years. This will help de-risk investment decisions and enable shipping to rapidly reach a ‘take-off’ point in the use of green marine fuels, something which is needed urgently as their current availability is virtually zero.

“It is time for governments bite the bullet. Unless a distinct GHG pricing mechanism and feebate programme are included in the IMO regulations adopted next year, we genuinely fear that shipping’s transition to net zero by or around 2050 will be unlikely to succeed.”

The latest proposal from Bahamas, Liberia and ICS will be discussed at the next round of IMO negotiations, which resume in London in September, to develop a new package of midterm GHG reduction regulations for international shipping for adoption by governments in 2025.

CII CONCERNS

The International Bunker Industry Association’s (IBIA) members, along with the wider shipping industry, are actively pursuing operational energy efficiency improvements as part of goals consistent with the International Maritime Organization’s (IMO) 2023

Strategy on Reduction of Greenhouse Gas (GHG) Emissions from Ships.

With the IMO’s initial Carbon Intensity Indicator (CII) ratings applied to ships, IBIA has noted the current inadequacies of CII methodology to appropriately reflect the service of bunker vessels, which predominantly operate over short distances (duration) in port areas. IBIA seeks a CII methodology that is accurate, reliable, and implemented in a manner that fully reflects the intent of the IMO Strategy for its members’ bunker vessels that undertake a vital role in supporting international trading commercial ships.

IBIA agrees with other industry associations that to achieve the IMO’s intent, the CII must be appropriate for each shipping sector. A one-size-fits all instrument, as the CII is currently designed, has inherent flaws that has resulted in the introduction of goals that, because of the way CII is calculated, penalises vessels that undertake short voyages (duration).

The IMO’s Marine Environment Protection Committee (MEPC) at its 81st session in March 2024, publicly acknowledged significant concerns raised by IMO member states and industry, recognising “shortcomings and unintended consequences of the CII mechanism and the general agreement that these concerns should be fully considered and addressed during the CII review process”.

IBIA supports the calls to amend the current CII mechanism, especially in view of the likely expected strengthening of the CII requirements after 2026, to avoid unintended consequences that are contradictory to IMO’s key principle of a maintaining a “level playing field” through the regulation of international shipping.

IBIA looks forward to the commencement of the CII data analysis stage at MEPC 82 in September following the data gathering stage and has proposed through a submission to that meeting an amendment of the current CII methodology and formula to incorporate a short voyage (duration) correction factor that will go some way to address the service duty of bunker vessels when they support international shipping.

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IBIA’s Representative to the IMO, Dr Edmund Hughes, says: “IBIA as an organisation with consultative states at the IMO fully supports the effective and uniform implementation of the regulatory framework for international shipping. However, where anomalies are identified in those regulations IBIA will provide constructive input to their further development.

“IMO is undertaking a review of the CII and IBIA has submitted a document to MEPC 82 proposing a short voyage (duration) correction factor be applied to ensure bunker vessels, which perform an invaluable service to support international shipping, are not overly penalised due to the nature of their unique service duty.’

CHARGING AHEAD

Shell has unveiled its first selfdeveloped megawatt charger for dual use by both electric trucks and shipping vessels.

The capacity of the megawatt charger corresponds to about three 350kW, regular fast chargers that trucks can currently use to charge.

“We want to help decarbonise our customers in the logistics sector,” says Hilmar van den Dool, General Manager eMobility at Shell. “There are not that many electric trucks and vessels yet, so with this we’re investing ahead of the market that is growing quickly. It is in line with our ambition to provide more and cleaner energy solutions.”

Melissa Williams, President at Shell Marine, adds: “We believe this solution will be helpful for shipping companies that control and operate logistics businesses across the supply chain, and often have facilities that serve both waterside and landside. The megawatt charger also offers the flexibility to charge a wide range of inland and port vessels such as barges, tugboats, service vessels and ferries. I’m excited at how the technology is now available, and deployed.”

The megawatt charger is connected to the Shell Energy Transition Campus Amsterdam’s (ETCA) own microgrid. This smart grid enables integration between energy supply, energy storage, and energy demand.

The ETCA microgrid includes 3,600

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DECARBONISATION

rooftop solar panels, stationary battery storage, 119 EV chargers for cars, a hydrogen electrolyser and other research equipment.

The Megawatt Charging System (MCS) is equipped with two separate charging arms. One rotatable arm is dedicated to electric vessels, the other arm serves heavy-duty electric trucks and buses. With this innovation Shell is contributing to a universal standard so customers do not have to use different cables or connectors. By featuring a second adapter on each charging arm, the megawatt charger at the ETCA can accommodate a wide range of vessels, vehicles and battery types for fast and flexible charging.

COMPLIANCE COSTS

Shipping companies are pursuing the lowest cost of compliance under the FuelEU Maritime regime as they face rising penalties for falling short of carbon intensity reduction targets.

OceanScore is providing first price indications on compliance surpluses available under the FuelEU’s pooling mechanism to determine both the relative costs of compliance and potential earnings from generating surpluses.

Compliance deficits incurred for failing to meet the greenhouse gas (GHG) intensity targets set by FuelEU Maritime can be reduced by burning biofuels or, if possible, liquefied natural gas/liquefied petroleum gas.

To mitigate potential penalties for non-compliance, one of the more commercially viable options is pooling, whereby vessels that overachieve on intensity targets can compensate for underperforming vessels.

However, says OceanScore Managing Director Albrecht Grell: “A significant number of shipping companies we have spoken to – especially smaller ones – currently are not considering pooling, but simply intend to pay the penalty. But this, as well as pushing compliance deficits into future years through borrowing that will incur interest, will prove increasingly costly in the long run.”

He points out the current penalty of €2,400 per tonne of VLSFOe in excess of intensity targets will effectively rise

OceanScore Managing Director Albrecht Grell

by 10% with each successive year of compliance default to reach €3,360 in 2029 in the case of continuing noncompliance – before the next tightening of targets kicks in that will hike penalty costs even further.

“A significant number of shipping companies we have spoken to currently are not considering pooling”

FuelEU mandates progressive reductions in the average well-towake GHG intensity of energy used by vessels, increasing from an initial 2% at implementation in 2025 to 6% from 2030 and then at five-yearly intervals to reach 80% by 2050, versus a 2020 baseline of 91.16g C02e per megajoule of energy.

Grell believes it is incumbent on companies to explore burning biofuels as well as examine pooling options as alternatives to simply paying penalties, as these represent “commercially attractive opportunities” to reduce deficits and compensate for remaining compliance deficits.

Grell says companies therefore need to understand the complex market variables driving availability of surpluses, with supply and demand determining the price of pooling slots.

FuelEU’s pooling mechanism allows a shipowner to use compliance surpluses to offset deficits within its internal fleet or to monetise these surpluses by sharing them with thirdparty vessels that can be included in the pool.

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Generating compliance surpluses through the use of low-carbon fuels such as bio-diesel and bio-methanol, and then using these surpluses to pool own vessels with compliance deficits and offer them for sale to compliance pools with other shipping companies therefore should be a commercially sound option, according to Grell, even compensating for significantly higher costs of these types of fuels and for their lower calorific values.

OceanScore has analysed the likely development of prices for compliance pools to provide the industry with the necessary guidance on the prospective prices for compliance balances in pools.

The company sees practical limits for pool surplus prices within a range of between €1,300 and €2,300, in which the lower limit is driven by the cost of alternative fuels – mainly biofuels costing around €1,200 per tonne – to generate this surplus and the upper limit determined by the FuelEU penalty.

This assumes a €100 pool transaction cost, factored in at either end of the price range.

Within these limits, demand and supply will determine the price for compliance pool slots. If there is more surplus than deficit in the compliance market, prices will be at the lower end of the range. If there is more deficit than surplus, prices will be closer to the upper end, Grell explains.

OceanScore sees a compliance deficit in Europe of 560,000 tonnes of VLSFOe, partly offset by a surplus of 280,000 tonnes, based on 2022 figures, but forecasts the resulting deficit will soon balance out with increasing uptake of biofuels. Biofuels will then generate more than half of surpluses.

Around 650,000 tonnes of biofuels, which can reduce CO2e emissions by up to 50% versus conventional fuels, are needed to bring Europe into balance. This volume could be somewhat reduced by the growing LPG/LNG trade into Europe. Waste cooking oil-based fuels provide particularly low emissions as per the FuelEU regulation and their increased use could further reduce the volume of biofuels needed to balance the market.

Grell believes this is “absolutely possible”, given shipping would need around 4% of Europe’s annual biofuel production of 16m tonnes, and that “we can assume a balanced market sooner rather than later”.

While many shipping companies will initially focus on creating a balanced compliance situation for their own fleets, only additional compliance surpluses will become available for external pooling. LNG/ LPG volumes will mostly be pooled externally. Consequently, the volume of pooled surpluses is expected to grow to between 400,000-500,000 tonnes of VLSFOe. Increased availability of surpluses from wider adoption of biofuels will tend to push prices down for pooling slots. Nevertheless, OceanScore foresees prices for compliance pools staying in the upper half of the indicated range, even if surpluses can be generated by using biofuels at a reasonably low cost and if compliance markets balance.

“Everyone knows that the years 2025 to 2029 only represent a phase-in into FuelEU. Staying compliant will be much harder after 2030 with target carbon intensities being adjusted downwards and many LNG-fuelled vessels ceasing to generate surpluses then. If the prices drop too low, surplus owners will simply start to bank them,” Grell explains.

DECARBONISATION PLAN

Navigating the landscape of decarbonisation requirements and complying with all regulations in the short-term can be a challenging task .

DNV is seeking to simplify the journey with its decarbonisation plan The Decarbonization Plan streamlines this process by selecting the most optimal abatement measures for vessels and fleets, tailored to meet short-term business needs while also considering longerterm impacts.

Implementation according to the plan will result in reduced fuel consumption, cost and exposure to carbon pricing frameworks such as EU ETS and FuelEU Maritime.

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ANTIFOULING EFFORTS

As the commercial shipping industry looks to rapidly decarbonise to meet international greenhouse gas (GHG) emission reduction rules set by the International Maritime Organization (IMO), the biocidal antifouling coatings used to protect the majority of the global fleet from biofouling will have an increasingly crucial role.

While marine biocides are critical for maritime decarbonisation, lowering the quantity of total biocides in antifouling paints, while still preserving their effectiveness, can help shipowners to further minimise the environmental footprint of their vessels.

Certain marine biocides, such as Selektope, can be used at extremely low concentrations in an antifouling coating system, supporting the opportunity for low biocide coating development, while at the same time delivering successful and continuous barnacle fouling prevention performance.

This ability to enhance low biocide coating systems has made Selektope popular with paint manufacturers over the past decade. With a recommended use at 0.1% per wet weight of paint, the technology provides unmatched barnacle prevention performance at extremely low concentrations, even when vessels remain stationary for long periods of time.

Since the first Selektope-containing antifouling coating was introduced to the industry in 2015, multiple antifouling coating products containing the biotechnology have been commercialised by several different global coatings manufacturers.

In total, 36 antifouling coating products that contain Selektope have been commercialised to-date, ranging from 60-month systems for oceangoing vessels, to outfitting coatings for the protection of newbuild vessels in shipyards, to domestic leisure boat coatings.

“As a new, disruptive marine biocide entrant to the antifouling market, the future success of Selektope was hard to predict when the technology was first under development,” says Magnus Henell, CEO of Selektope owner I-Tech AB. “However, the rapid expansion

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Onboard Carbon Capture System (OCCS) completion ceremony

in products containing Selektope is underpinned by the ability to be used in coatings with very low biocidal coating levels and provide protection throughout the entire operational cycle of globally trading commercial vessels, even when encountering extended idling time.”

“Demand for our technology is increasing in line with pressures in the shipping industry to significantly reduce emissions and invasive aquatic species transfer.”

OCCS INSTALLATION

KR has announced the successful installation of an onboard carbon capture system (OCCS) with purely domestic technology, and it will soon undergo internal verification testing.

The project began in April 2023 as a collaborative effort with HMM, Samsung Heavy Industries (SHI), and Panasia. As a result of this collaboration, the system was installed on the 2,200teu container ship, HMM Mongla. KR conducted the risk assessment and application of relevant regulations in this OCCS project.

The OCCS applies a technology that captures, liquefies and stores CO2 from the exhaust gases generated during the ship’s operation. This technology has the potential to be recognised by international organisations such as the International Maritime Organization (IMO) as one of the most promising carbon reduction technologies, making it a proactive solution for reducing

greenhouse gas emissions from ships.

Amid the growing global interest in carbon capture technology, this system is expected to demonstrate technological leadership in the international maritime industry. It is hoped that this will assist global maritime leaders when they meet to discuss the possible future adoption of OCCS at the meeting of the IMO’s Marine Environment Protection Committee.

A KR official states: “Based on the experience and outcomes of this successful project, KR will make every effort to support the shipping industry in timely decarbonisation.”

GREEN CORRIDORS

Recognising the need for climate action, the International Maritime Organization (IMO) adapted a new strategy in 2023 to incorporate a netzero emissions goal for all vessels by or around 2050. “With a lifetime of 20-30 years for a vessel built today, it is vital to start thinking now about how to reach these goals. 2050 isn’t that far off,” says Asbjørn Haslebakke, CEO of Helsinki-headquartered maritime power electronics specialist The Switch, a BEMAC company.

Green shipping corridors have been suggested as one key way to move toward the IMO targets – in other words, supporting zero-emission shipping on specific busy routes between major ports. The concept is that these corridors will encourage and

support shipowners and cargo owners who select green vessel solutions and, at the same time, discourage or penalize those that continue to pollute.

“Such sustainable maritime highways will not only benefit deepsea container shipping, but also feeder vessels and chemical and LPG shortsea tankers as they sail from major hubs to smaller ports nearby. This would contribute to zero emissions in both global and regional shipping, and not least pave the way for a more sustainable future for our children and grandchildren,” says Haslebakke.

Advisory giant McKinsey has collaborated with the Mærsk McKinney Møller Center for Zero Carbon Shipping in Copenhagen to create a blueprint to help stakeholders assess the feasibility of green corridor projects. They have studied three different alternatives: » Single-point harbour or port hubs that allow round-trip zeroemission bunkering » Point-to-point transport corridors between two harbours with zeroemission bunkering at both ends » Network corridors between three or more harbours that all support zeroemission bunkering “One corridor being suggested for deepsea shipping is the main-haul container route from Asia to Europe.

According to McKinsey, approximately 24m teus were traded on this route on 365 vessels in 2019. The ships burned approximately 11m metric tons of fuel, accounting for roughly 3% of global shipping emissions – more than any other global trade. So, reducing emissions from boxships is a clear target,” says Haslebakke.

Ports will have to decide if they will gamble on one energy source or go for all known solutions: hydrogen, ammonia, biogas and others.

The Port of Rotterdam is a forerunner in this area, having developed an extremely interesting concept that includes: » Development of green power and a bigger electric grid » Development of plants for producing and transporting hydrogen » Transport and bunkering of any green fuel

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» Transport and storage of CO2 » Shore-based power for docked vessels » Transport of residual heat for commercial and residential use For the immediate future, the industry needs to look at single-port solutions, says Haslebakke. Point-to-point and network solutions are more challenging to achieve. Both require different governments and port authorities/ operators to agree on the green corridor and then on what type of fuel they will use and how to bunker it. “In the long term, the major ports of the world need to agree on the goals. If a vessel needs green ammonia to be able to run on zero emissions, then it must be available in the ports. Communication and discussion are needed, but action is essential; the clock is ticking,” he says.

Consumers are having a bigger impact on decisions and choices in this regard than industry stakeholders may be aware of. The newly delivered, liquefied natural gas (LNG)-powered dual-fuel pure car truck carrier (PCTC) BYD Explorer No.1 – built to transport electric cars and leased to Chinese automaker Build Your Dreams (BYD) as the first in a fleet of eight greener car carriers – is an example of manufacturers flexing their muscles to ensure their goods are shipped in a more environmentally friendly way. Using LNG significantly reduces emissions of nitrogen oxides and sulphur oxides.

In addition, BYD Explorer No.1 is equipped with a low-resistance antifouling paint technology that can reduce fuel consumption and carbon emissions by up to 5%.

“Green corridors can become a ‘bragging tool’ for retailers and will give consumers in Europe the opportunity to choose products that may not be locally produced, but have been shipped using greener transportation. The smaller vessels that carry these cars and containers from huge green ports to smaller cities like Oslo and Helsinki can also benefit from green bunkering opportunities available in the big ports,” says Haslebakke.

Vessels ordered today will last well pastIMO’s 2050 climate target

date. They must be ready for green corridors. But how can you build vessels that are ready before ports are ready? And what is the point of building zero-emission bunkering infrastructure in ports if the vessels aren’t ready? “At the very least, vessels built today must be equipped for change. Shipowners are already talking with us about finding good solutions that can be used in green corridors,” says Haslebakke.

The Switch’s shaft generators and propulsion motors are high in efficiency, enabling a vessel to run as either power take-off or power take-in and preparing it for the operational changes needed for any available future energy source.

“And the greenest energy is the energy you don’t use. At The Switch we have a long track record of connecting new electrical sources and energy storage on a vessel to make sure emissions and fuel consumption are reduced and transport is as green as possible,” Haslebakke says.

The Switch DC-Hubs are ready for all loads and electric energy sources, whether the selection is ammonia, hydrogen or something else. The Switch DC-Hub, in combination with batteries, perfectly supports vessels toward zero emissions in 2050 and even sooner.

He believes the combination of the DC-Hub, batteries, fuel cells, energyefficient propulsion or a 2-stroke engine with a shaft generator are solutions with clear benefits, especially in green corridors and for feeder ships.

“This combination will far exceed the response and efficiency of solutions that have been an industry standard for too long.”

Asbjørn Haslebakke, CEO, The Switch

The Switch DC-Hub is ideally suited to equip ships serving green corridors

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Maintaining a local outlook is key to meeting the global decarbonistion goal, says Svitzer’s Gareth Prowse

MEETING THE CHALLENGES

Gareth Prowse, Head of Decarbonisation, Svitzer

Maritime decarbonisation is a global challenge, but for port and towage services the challenge is local, driven by regional regulation, markets and ecosystems that demand tailored solutions. As a global operator of more than 450 vessels in 180 ports and terminals worldwide, Svitzer is well positioned to apply global expertise and local knowledge to tackle these challenges.

Svitzer’s approach to decarbonising its fleet targets a comprehensive range of options, including optimising emissions and energy on a vessel-by-vessel basis through fleet renewal and innovative vessel design, utilising biofuels to deploy carbon insetting and pushing for behaviour change to reduce energy consumption. These initiatives underscore Svitzer’s commitment to sustainable marine services and its role as a leader in the maritime energy transition.

Keeping a balance between safety and eco-friendliness may present difficulties for current maritime operations and a

number of incidents in recent times have been exacerbated by a lack of vessel power, which may be related to a vessel’s ability to manoeuvre at critical moments.

One issue Gareth Prowse, Svitzer’s Head of Decarbonisation raises is the lack of escort tugs in certain situations, not least given the increase in the size of vessels in the past 10 years or so.

At the same time “port structures and the infrastructure around the channels that these vessels follow hasn’t changed with them necessarily. That is something that is first and foremost in my mind,” he says. “What we want to deliver is safe and sustainable marine services wherever we operate. Also, we are part of protection at the port level on safety aspects, whether it is fire -fighting, or just shadowing and escorting vessels to make sure that if they lose main engine power, we can support and help” .

Safety is foremost for the company and nothing done with the vessel from an environmental or future fuels perspective

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should ever compromise the ability to deliver the operation or the safety of the crew on board.

This aspect is very relevant, he believes. When operating smaller vessels, when one looks at future fuels such as methanol and ammonia, there needs to be a compromise across several dimensions, for example how easy the fuel is to handle, its energy density and how much can be carried on board in order to deliver the operation to which the company is committed.

“Those three dimensions really dictate how useful those future fuels are in the context of the small vessel like we have and this is actually quite different from the larger vessel discussion.”

Taking ammonia as an example, it is a good fuel in terms of its CO2 emissions, other greenhouse gases and particulates. However there is a sacrifice to be made in terms of energy density and how much ‘bang’ one gets in volume when compared with diesel. Carrying the fuel on board presents other constraints because it is a pressurised gas and therefore the same volume cannot be carried in the tank.

In addition to the environmental and engineering constraints, there is also a human risk constraint, Prowse says.

The interface between the engineering controls so the tank can be safely vented is added to the exclusion zone that needs to be created round the vent. This means there is a design constraint regarding the safe space the crew needs to work in, so more complicated engineering controls are needed to make that fuel work for the future fleet.

“Those kind of considerations are always at the top of the agenda when we select for fuels,” he says.

At the moment it is possible to use fuels in the existing fleet without compromising safety or the delivery of the operation. In terms of future fuels including battery and methanol, there are compromises to be made in terms of how much physical energy can be carried on board, but both can be managed pretty safely for crews.

Ammonia is not impossible to

work with but “at the tug level it is a lot harder to work with than methanol or battery power”, he says.

These constraints and safety issues, alongside the emissions aspect, are key components in delivering a decarbonised vessel into an operation either now or in the future.

At present, the company is using a mix of diesel marine gas oil and HVO (hydro-treated vegetable oils).

Svitzer is also starting to scale up the use of FAME products (fatty acid methyl esters), which are formed from similar raw materials, but have chemical properties that affect the engine in different ways. FAME has to be handled carefully – “We now know which of the vessels in our fleet we can operate on 100% FAME.” The fuels are now being phased in carefully so operational uptimes are not affected.

“We don’t want our vessels to have breakdowns and things like that and we are very cautious to make sure that we don’t risk a loss of power when we are operating.”

Strong research

The company is beginning to scale these into the fleet and when looking at future fuels “we have a strong research and development track with our main engine manufacturers for methanol engines because the focus has been on the large vessels, which have engines the size of a house, and what we didn’t see three years’ ago was too much investment in high speed engines”.

Now, however there are signs from engine manufacturers that obtaining high speed engines necessary for internal combustion is becoming easier. This opens up possibilities for methanol in the future, he says.

In addition, battery technology has accelerated massively, he adds. With new battery chemistries coming through, for example lithium ferrous phosphate (LFP)-type products, it will be possible to carry a lot more kilowatt on board for the volume space available and where volume space is limited by the size of the vessel.

Svitzer expects to build its first battery/methanol hybrid tug and has recently signed a contract with a yard, which will be the first step into the

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battery electric vessel sphere, using a future fuel and extended range, with a generator on board to ensure that enough electrical power is available for extended range or electrical blackouts.

There are also classification rules on all vessels covering back-up power, so tugs tend to be over-engineered when it comes to power installed to protect against blackout when operating.

Another complication is Svitzer operates in more than 37 different countries and close to 200 different ports and has a split between harbour towage and terminal towage,as well as spot hire work like offshore towage.

Designing a tug that covers the full range of potential operations is a challenge, although not impossible, he adds.

It is important to think locally about what the company does, he explains, because although Svitzer knows the different biofuels, future fuels and battery power, none of these are any good if the fuel source is not available. There is a lot of interest at the moment in battery tugs, he says, and Svitzer is building one with a 6MW battery, but this will have to be located in Gothenburg where the charging is possible.

What is not being discussed sufficiently Prowse believes, is what ports and governments are doing to incentivise the grid upgrade to deliver enough electricity to charge these batteries. He says that at the moment, the company sometimes struggles to get enough shore power to provide hotel facilities on board its own vessels, including keeping the lights on.

Attention from governments in the investment side is needed to address some of these issues, he says. Towage falls between two stools in the sense that it is not seen as part of the landside transport infrastructure and the vessels are not big enough to be taken account of on the maritime side.

“Most International Maritime Organization legislation kicks in at about 5000gt and European legislation is similar,” he says. As tonnage thresholds come down, they tend to apply in the offshore industry, rather than tug operators working inshore.

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“In some locations we can see that we can get the fuel – HVR blend or FAME blend – but the local regulator has not approved those fuels for maritime use, so it is technically illegal for us to even use them on board, unless there is a change in the law.”

Government awareness around towage in general and the role it plays on infrastructure and the safe and efficient flow of goods through ports is often overlooked, he says. No ship comes into port without having tugs, certainly not a big container vessel.

Without attention being paid to the decarbonisation of tugs, ports will find it difficult to go green and the specific needs of tugs need to be understood.

While there is now more attention of smaller vessels, towage and work boats are still slightly unknown quantities. In terms of legislation, it is difficult to cater for small tug companies operating two-five tugs because it is such a fragmented industry with a large number of small players.

Even small operators can see there is a lot they can do with fuels like FAME, but costs are so high they cannot move in that direction, he says.

It is a very competitive landscape with a lot of small SMEs competing for business. Prowse says it would be good to see a position where small companies could make the change without it bankrupting businesses.

Europe is leading on some of these issues at the moment, he says including monitoring, reporting and verification. There is movement in some areas like Brazil to encourage the use of bio-fuels for maritime use and in the UK there is a lot more focus on inland waterways.

Prowse says there are good opportunities to work with ports to drive change, but ports often have limited scope because they are acting as landlords and if they try to force through green initiatives they may scare off operators in the port. Also, if ports put tough rules on vessels coming in, they may drive away business.

Svitzer’s view is there is not one segment that can carry the burden on its own. The key is link different activities and participants together and

DECARBONISATION: INTERVIEW

bring the benefits to everybody, then everyone wins because solutions can be scaled up so the ‘green premium’ is minimised.

Economies of scale or economies of efficiency can be found so it is cheaper to operate the fleet. “How you mitigate costs is in the front of everyone’s minds, and I don’t believe it is viable in the long run for every business keeps passing the costs onto the next customer,” he says.

“Collaboration in the value chain is super important to figure out what we can all do together to reduce the impact on the cost.” He says that Svitzer is uniquely placed being a global operator with lots of vessel everywhere, which gives the company power to drive initiatives that make sense. Global initiatives and ideas are possible, but they have to work locally – what the company learns across its whole fleet can be brought to bear on a local basis.

Broad church

Svitzer has identified the tracks in which it wishes to work. Behavioural change will reduce emissions through efficiency and changing peoples’ approach to operating. Then there is a fuel track, establishing what fuels can be used today. Drop-in fuels come at a premium so methods of covering costs need to be found, whether by passing the cost on to customers or improve efficiency through behavioural initiatives.

The final part is equipment, which is a broad church, he says. Initiatives include designing new tugs that will be slowly rolled out into the fleet or upgrades or retrofits. The company works with suppliers to outline problems and find solutions through collaboration. Svitzer can then work with shipyards to build those designs.

“What can we do to make sure that when we design a new thing it is done in a way that can cut the process costs so the cost of the new thing is close to the one it is replacing.” When these solutions are in place, customers can be approached to say that low-carbon towage can be provided and to ask whether they are interested and how Svitzer can create a value proposition

which is relevant and has value for them to want to work together to make it a success.

With the new reporting directives in Europe – the corporate sustainability reporting irective – every company has to declare its emissions. As companies become more aware of their obligations as far as Scope 3 emissions are concerned, the key is to support the customers’ needs as well as well as their own. Svitzer is well placed to calculate across the emission levels he says. It can explain to customers what gains can be achieved by using their services. “We have careful control over our fuel consumption and how we calculate what the emission benefit is and how we do this. Trust and collaboration is key.”

Svitzer is focusing on battery and methanol as future options while it continues to work with current drop- in bio fuels like FAME and is keeping an eye on the future advanced biofuels.

It is building its new battery tug and considering what can be done with retrofitting battery technology to drive efficiency in terms of fuel consumption and scaling across the fleet biofuels as they become available.

“We always make sure we are getting our biggest reduction for the dollars we spend and we do that in an efficient way. How do we scale up the solutions that we have today?

How do we do it in an efficient way and continue to drive efficiency in our fleet? That is crucial for the future while we continue to find new ideas and push them in.” Battery power is a front runner at the moment because the segment is more mature and the company can work with it while it waits for methanol engines. Using biofuels where it can at the lowest possible cost is possible as it continues to investigate and find new solutions moving forward.

“The challenge is to understand the challenge. We understand the solutions. The key is to “so find solutions that encourage sustainable business.”

It is not just about the planet, it is about the business as well, he says.

There is no point in saving the planet if you go bankrupt.

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TRUST IN TECHNOLOGY

Cathy Stevenson, Managing Director, Wärtsilä Water and Waste

Decarbonisation is the shipping industry’s most pressing challenge, requiring the industry to adopt low-carbon fuels and ruthlessly pursue efficiencies onboard ships.

Without any action, shipping‘s carbon contribution could quadruple from 3% to 11% by 2050, with damaging effects to the environment.

However, environmental sustainability cannot be achieved at the expense of economic viability; finding a balance that preserves global trade while protecting the environment is critical. This progress is dependent on the readiness of shipowners and operators to implement the changes needed across their fleets to meet and exceed environmental regulations.

Continued amendments to MARPOL and the advancements made by the International Maritime Organization’s Marine Environment Protection Committee indicate that the industry is starting to take responsibility for its environmental impact. Similarly, the EU’s FuelEU Maritime Regulation 2025 will adopt a ‘well- to-wake’ greenhouse gas intensity requirement on energy used during a year, effectively forcing the use of qualified low carbon fuels.

Across the board, shipping’s sustainability challenges – from the exhaust through to waste onboard, are being treated with increasing scrutiny. This means that shipowners and operators will need to undertake modifications to their vessels. These could include upgrading to more efficient engines, adopting alternative fuels, or installing advanced systems for managing sewage and wastewater.

These changes can be complex, and demand a high level of trust in technologies being adopted to avoid the risk of obsolescence, operational downtime, and financial loss. Given the challenges ahead, shipowners must collaborate with reputable partners and original equipment

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As shipowners and operators undertake modifications to their vessels to meet sustainability targets, trust in manufacturers is of paramount importance, says Wartsila’s Cathy Stevenson

manufacturers (OEMs) who share their commitment to reliability and sustainability.

Take, for example, installing a highly efficient and effective wastewater system.

While it may not have the glamour of an entire engine retrofit, it plays a surprisingly crucial role in the ship’s overall environmental performance. Without this kind of system to deal with unwanted waste, illegal discharge could quickly become a significant problem, as per MARPOL rules and regulations. Cutting corners on systems like these could be incredibly detrimental for ship owners.

It‘s critical that shipowners and operators choose suppliers that demonstrate a deep understanding of the broader operational landscape and the requirements for each vessel. Simply put, technology providers must have the relevant expertise and resources to grasp all the technical nuances involved.

The criteria for selecting technologies should be rigorous, advocating for innovations from the very materials and sophisticated engineering that stand the test of time without sacrificing performance.

Systems should be compatible with existing ship designs to ensure easy integration that minimises downtime and enhances operational efficiency.

But arguably just as important as the quality of the product is the fact that OEMs must deliver trust; trust that the systems and technology they supply will help ship owners manage the unpredictable nature of regulatory amendments.

By prioritising integrity in technology selection and implementation, shipowners can reduce risks and foster enduring connections with clients, regulatory bodies, and the maritime community at large. With the mantra of demanding excellence from their OEMs, shipowners will be well-equipped to handle future challenges, and ultimately to navigate the shipping industry’s decarbonisation transition ahead.

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In the race to adhere to new regulations, a number of innovations aim to help shipowners and operators in their journey

MACHINE LEARNING Trondheim-based Star Information Systems (STAR) has extended its collaboration with Norwegian cruiseferry operator Color Line with the launch of a project that will harness the power of STAR’s new STAR Suite web-enabled technology platform to streamline maintenance planning, execution and reporting.

Color Line’s decision to implement STAR Explorer forms part of the company’s ongoing commitment to enhancing operational efficiency and maintenance standards across its fleet.

Superintendent Marius Slettingdalen says: “Previously, we struggled to generate good data quality from work-order reporting due to manual free-text entries by maintenance engineers. With close to 200,000 jobs reported annually, equating to nine jobs per hour based on 12-hour shifts, it was clear we needed a more streamlined approach. It’s just not possible to report so many jobs with satisfactory quality.”

STAR Explorer will enable Color Line to move from manual reporting to checklistbased and, in future, sensor-based reporting, ensuring a centralised, high-quality data pool that can be used to analyse trends and determine operational thresholds.

“By automating reporting processes and leveraging sensor data, we aim to enhance work-order efficiency and improve resource utilisation, also during scheduled drydocking. Basically, Star Information Systems is helping us build a digital replica of everything we can monitor,” Slettingdalen says.

The STAR Explorer project aims to generate the following key benefits: » Improved data quality – By transitioning to standardised checklist-based and sensor-based reporting, Color Line will significantly enhance the quality and reliability of maintenance data, enabling better insights and benchmarking. » Enhanced operational efficiency – Automation of reporting processes will

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streamline maintenance activities, allowing Color Line to optimise resource allocation, contractor management and spare parts management while reducing downtime and costs. » Proactive maintenance management – Sensor data will be used proactively by vessel system providers, for example the main engine OEM, to remotely monitor and identify potential issues before they escalate, generating automated work orders in STAR Explorer that will enable Color Line to take preventive action and minimise disruptions. » Cybersecurity enhancement – Centralising STAR Explorer information flow through a single server onboard each vessel will ensure secure communication and data management. » Seamless integration – STAR Explorer APIs will enable smooth connections with all existing vessel systems, providing a global platform for data management and analysis.

Color Line is already using the STAR Suite Stock Count mobile app and in the process of implementing other modules including the Work Order and Consumption apps. It is also currently implementing API integration with classification society DNV’s digital MPMS tool to ensure survey and regulatory compliance, and to identify anomalies that need correction.

Commenting on the partnership with STAR, Slettingdalen emphasises the importance of collaboration in driving digital transformation. “Working with STAR is a prime example of our cooperation with trusted third parties to improve processes, enhance sustainability and deliver exceptional service to our customers. STAR’s firstclass support functions and consistent rapid response are invaluable for our ongoing digitalisation journey,” he says.

Koien adds that standardising STAR Suite installations and environments across all customers, and enabling web access on any device, will further improve the customer support experience in terms of consistency, efficiency, knowledge sharing and innovation. “Our goal is not just to meet,

but to consistently exceed customer expectations. We strive to provide a support system that is agile, responsive and informed by industry best practices, thereby offering exceptional assistance globally,” he concludes.

Color Line Superintendent Marius Slettingdalen

Per Anders Koien, Product Director, Star Information Systems

ENHANCING AIS DATA

The accuracy of AIS data used to track ship movements is vital for analysis of vessel performance in areas such as fuel consumption. OrbitMI has therefore collaborated with Maritime Data on a joint project to enhance screening of AIS data providers so it can deliver the best quality data for clients.

“We are continuously striving to optimise data inputs for users of our newly upgraded Orbit vessel performance platform to improve business decision-making. With this goal in mind, we engaged Maritime Data as partner to contribute its expertise in data procurement for the industry,” says OrbitMI’s Chief Marketing Officer David Levy.

As a data broker, Maritime Data supports companies in the maritime ecosystem from concept to contract.

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This enables clients to quickly understand all available solutions relevant to their requirements, evaluate comparable options and contract with their suppliers of choice, all with the aim of minimising the effort required. Buying data is made easier.

“The quality of data being inputted into any model, process or technology will have a meaningful impact on output. It is therefore essential for maritime technology companies to meaningfully evaluate all of their data inputs to ensure their solution provides the most accurate service for their customers,” explains James Littlejohn, Maritime Data Co-Founder.

The joint project has focused on tackling the challenges with acquiring the right AIS data arising from discrepancies in datasets offered by various vendors that make assessment and evaluation difficult for data buyers.

Real-time data generated by the Automatic Identification System (AIS) is considered the X-axis for any evaluation of vessel operations and is a fundamental data layer for performance monitoring as it shows position, course and speed, which can be combined with weather data to optimise operations, according to Littlejohn.

However, AIS is extremely dataheavy with hundreds of millions of data points being generated by thousands of vessels across the globe every day, which requires commensurately massive computational resources to ingest and analyse this data.

Under the joint project, Maritime Data conducted a comparative assessment of four leading AIS data providers using a new, specially developed evaluation protocol to ascertain the quality of their respective offerings based on carefully designed criteria.

Maritime Data was able to take samples of a week of AIS data from each of the four providers and measure each dataset against various benchmarks provided by OrbitMI to help determine the coverage, accuracy and frequency of the respective feeds.

A segment of these samples was then taken and split out over 80 different geolocations that were

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High-quality AIS data will benefit users of the Orbit vessel performance platform

visualised as polygons on a map to show geographical coverage.

Littlejohn points out that conducting this process of comparison and evaluation with such vast amounts of data would entail a lot of time and resources for a maritime technology firm such as OrbitMI, leading to opportunity cost, while it took Maritime Data about a month to complete the analysis – and this time is likely to be shortened in future as the process becomes more efficient.

He says that independent validation of the supplier selection process enabled this to be conducted more quickly and without bias in favour of any one data vendor.

“The outcome of the process was exactly as we expected and piloting this tool with OrbitMI has given us a springboard for further development and application of the selection protocol. This enabled OrbitMI to proceed with a decision on AIS sourcing secure in the knowledge that the data would fulfil the needs of its customers,” he says.”

damaged fuel pumps can affect fuel atomisation and timing, leading to poor engine performance, increased fuel consumption, increased emissions and potentially engine failure.

“Atomisation and fuel injection timing are the most important variables in the combustion process, correlating directly with the amount of fuel consumed and carbon emitted. By monitoring fuel injection frequencies in the in the 300kHz to 700kHz range, we can get invaluable insight about problems with fuel injection and combustion,” says Matthias Winkler, Managing Director, CMT. “If not detected in time, less than perfect atomisation can lead to excess fuel consumption, after burning or

critical component damage. We have developed the PREMET X Fuel Injection Acoustic Emissions Sensor to prevent this from happening.”

Unlike accelerometer-based sensors, which need to be mounted internally and can be affected by mechanical load, high temperatures and pressures, CMT’s Fuel Injection Acoustic Emissions Sensor is based around a unique EMAT (electromagnetic acoustic transducer) technology.

This non-contact ultrasonic technology means there is no need to access internal components. It incorporates a built-in amplifier and a signal conditioning module to monitor frequencies in the 200-700kHz range

ACOUSTIC MONITORING

Condition monitoring leader CM Technologies (CMT) has added a fuel injection acoustic emission sensor to its proprietary PREMET X range of two- and four-stroke diesel engine performance indicators.

The new device allows engineers to monitor the acoustic signature of a diesel engine’s fuel injection system to detect any problems with fuel injectors, nozzles, and pumps. Clogged or worn nozzles, leaking injectors, and

CMT’s fuel injection acoustic emission sensor allows ship operators to optimise engine performance and fuel consumption by detecting fuel injection problems

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and since no direct contact is needed, it can measure through coated surfaces, unaffected by pollutants, oxidation or surface roughness. The senor features a magnetic tip for an easy connection on any metallic surface.

Depending on where the sensor is placed, different aspects of the fuel injection process can be monitored. For example, if the sensor is placed on the cylinder head the injection and exhaust valve timing can be monitored, while the performance of each nozzle can be gleaned by placing the sensor on the relevant tie rod.

“We do recommend that several tests are carried out at different locations for comparative purposes and different places should be tried to identify the most effective place for a measurement. For trending of historical data, measurements should be taken regularly, from the same place,” says Winkler.

Together with the detailed combustion pressure data provided

by PREMET X, the simultaneous monitoring of noises during the fuel injection process provides a more complete picture of the performance of the engine. This includes important information relating to combustion, ignition, and injection timing, fuel pump activity as well as injection and ignition delay.

OPTIMISING EFFICIENCY

Manta Marine Technologies (MMT) has received an order for two FuelOpt systems for Sirius Shipping’s Sirius Evolution 15K product/chemical tankers to optimise fuel efficiency on the cutting-edge vessels and support just-in-time arrival (JIT) operations.

The pair of 15,000 dwt vessels will be chartered by Preem Shipping to form the backbone of its next-generation system for the sustainable marine transportation of renewable raw materials and finished refined products.

Preem is adopting a JIT approach to marine transportation, adjusting vessel speed to ensure ships arrive at their destination when required, rather than burning extra fuel to arrive early only to wait to enter port.

Sirius Shipping is a frequent user

of MMT’s Fleet Analytics tool and the latest FuelOpt order expands the relationship between the two companies, with the system already being installed on six vessels across the Sirius Shipping fleet.

FuelOpt will ensure that the vessel sails with the target speed, set up by the voyage instructions, to be able to meet the JIT arrival. This ensures that vessels are unlikely to use more fuel than is necessary by minimising the likelihood of an early arrival at the next port of call and necessitating wait times — reducing emissions and helping to advance environmentally-friendly operations.

As a fuel-agnostic solution, FuelOpt will continue to provide up to 10% fuelsaving benefits should Sirius choose in future to convert the methanol-ready vessels to use methanol as a fuel.

The two product/chemical tankers will be delivered in the second half of 2026.

LR AWARDS AIP

Daphne Technology’s innovative SlipPure system has been awarded Approval in Principle (AiP) from Lloyd’s Register (LR) for its plasmacatalytic technology, with LR witnessed results confirming its performance.

This recognition marks a significant milestone in the fight against methane slip in the maritime and land-based oil and gas industries.

The advanced SlipPure system, which previously received AiP for its plasma-only configuration, now runs its full plasma-catalytic process.

This advanced technology improves efficiency by lowering plasma power consumption, enabling very high methane slip reductions at exhaust temperatures well below those required for catalyst-only solutions, in Daphne Technology’s view, making it both the most effective and efficient methane slip reduction system available. The SlipPure PlasmaCatalysis system is also approved in principle by DNV. Methane slip is a major contributor to greenhouse gas emissions, with a global warming potential 28 times greater than that of CO2 over a 100-year period. Reducing methane emissions is crucial as it is responsible

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for at least a quarter of the current global warming. As it has a much shorter atmospheric lifetime compared to CO2, cutting methane emissions now can lead to faster climate benefits.

Daphne Technology believes it is the only company actively developing a Plasma-Catalysis system for methane slip reduction. This advanced system integrates our patented wavelet pulse power (WPP) supply technology to generate plasma and utilises our proprietary catalyst, ensuring unmatched performance and efficiency.

SlipPure™ has undergone several rigorous test campaigns utilising exhaust gas produced from a landbased test engine (746kw lean burn spark ignited engine type RR MTU 8V4000M55RN) installed at the Maritime Center of the University of Applied Science in Flensburg, Germany.

In January 2023, safe operation of the WPP power supply in the plasmaonly system was demonstrated over nearly 75 hours of operation. Earlier this year, the plasma-catalytic process was evaluated over nearly 100 hours of operation, and LR witnessed 4.0 g/ kWh removal of methane slip (62% methane slip reduction at 75% load) from exhaust gas with temperatures as low as 380 °C.

DIGITALISED BUNKERING

Technology company ZeroNorth is now providing its eBDN (electronic bunker delivery note) solution on 12 barges operated by Vitol Bunkers in Singapore for supply to its shipping customers.

The deployment of eBDN will help Vitol Bunkers streamline workflows, eliminate the risk of manual errors, enhance efficiencies and reduce costs.

The rollout also supports the Maritime and Port Authority of Singapore’s (MPA) goal of enabling digitalised bunkering.

In being among the first to adopt eBDN to supply its customers, Vitol Bunkers demonstrates its high degree of confidence in the tangible benefits that the technology can provide; optimising bunker procurement, verifying purchased fuel quantities, eliminating delays and ensuring smoother transactions as well as providing greater data accuracy and quality.

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As one of the world’s largest bunkering ports, Singapore announced the launch of its digital bunkering initiative in November 2023. The MPA is planning to make eBDN mandatory to enhance collaboration between bunker buyers and suppliers, enable better reporting of emissions and achieve time and cost savings.

After comprehensive testing to validate its regulatory compliance functionality, data accuracy and security, the MPA granted ZeroNorth’s eBDN solution whitelisting approval.

ZeroNorth currently serves 56 barges and 10 customers in Singapore. The continued adoption of eBDN will enable more and more suppliers and buyers to see the benefits of digitalised bunkering, avoiding delays and inaccuracies across the value chain.

Ng Yi Han, Director (Innovation, Technology and Talent Development), at the Maritime and Port Authority of Singapore (MPA), says: “Digital bunkering can boost the efficiency and transparency of the bunkering process in Singapore. Since the launch of the digital bunkering initiative last November, the MPA is encouraged to see more licensed bunker suppliers, ship owners, and operators, including Vitol Bunkers, adopting digital bunkering solutions. Using the whitelisted solutions, including ZeroNorth’s solution, to complete and issue digital bunkering documents can help save many man-days per year, which companies can redirect to other value-added work.”

Rishab Bahl, Managing Director at V-Bunkers, adds: “Adopting ZeroNorth’s eBDN solution has marked a step change in our bunker delivery processes. Aligned with our objective to reduce emissions through greater operational efficiencies, it will allow us to optimise our operations and enhance collaboration with bunker buyers, allowing all stakeholders to minimise costs, achieve greater data accuracy and avoid delays.

“We believe the roll-out of eBDN in Singapore and globally will be an accelerant for identifying further opportunities to digitalise critical

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information about the fuel. In the years to come the regulatory requirements including proof of sustainability will put significant administrative burdens on both the buyer and the suppliers; here eBDN can play a valuable role.”

“Beyond a technical change, the adoption of eBDN has also been a lesson in change management at a massive scale, affecting teams across back office, operations, barge crew, surveyors and chief engineers.

By collaborating closely with Vitol Bunkers, we have been able to ensure the smooth transition to eBDN and we look forward to expanding its use to other locations with Vitol Bunkers.”

OPSEALOG INITIATIVE

Kenneth Juhls, Managing Director, ZeroNorth Bunker

“The adoption of eBDN has also been a lesson in change management at a massive scale, affecting teams across back office, operations, barge crew, surveyors and chief engineers” Kenneth Juhls, Managing Director, ZeroNorth Bunker, says: “Singapore is one of the world’s most important bunkering hubs as well as a key market for us. It is a first mover in terms of digital technologies, and we are proud to be supporting customers like Vitol in pioneering their digitalisation strategy.

Opsealog, a provider of data integration and analysis services for the maritime and offshore industry, has been awarded a two-year contract with Azule Energy, Angola’s largest independent energy company, to reduce fuel consumption and greenhouse gas (GHG) emissions from its Offshore Supply Vessel (OSV) fleet.

Through enhanced data collection, integration and analysis, the project could reduce the fleet’s GHG emissions by up to 10%, according to initial estimates by Opsealog.

The agreement covers an initial 28 offshore supply vessels (OSVs) in the first year, expanding to Azule Energy’s full fleet of 33 vessels in 2025. The main objective is to reduce the fleet’s fuel consumption and greenhouse gas emissions, supporting regulatory compliance and Azule Energy’s own environmental commitments.

Opsealog’s e-reporting system Streamlog will fully digitise onboard reporting and deliver real-time vessel tracking for the fleet, which is operated across three oil blocks in Angola. This data will be integrated and analysed through Opsealog’s Marinsights platform to provide indepth insights that will help boost operational efficiency, reduce fuel consumption and emissions, and maximise vessel safety and reliability.

By optimising operations, the project will help Azule Energy address challenges such as the frequent need for vessels to move urgently between the different blocks.

It will use data-driven insights to develop a cost allocation system per block, tackling the additional costs

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The deployment of Opsealog’s digital solutions across the Azule Energy fleet will help reduce greenhouse gas (GHG) emissions from a total of 33 Offshore Supply Vessels by up to 10%.

and emissions associated with vessel scheduling deviations.

Luis Buezas Jiménez, International Business Manager at Opsealog, says: “This partnership with Azule Energy demonstrates how digitalisation is an essential foundation for progress on a wide range of operational aspects in the offshore sector – including the industry’s chief priorities of safety and sustainability. Through enhanced data collection and integration, teams will be equipped with datadriven insights to immediately improve operational efficiency and reduce harmful emissions. We are proud to embark on this project and support Azule Energy’s ambitions of delivering responsible energy development for the communities of Angola.”

owners and operators understand the carbon and dollar impact of the new regulation on their operations.

The tool has been applied to around 1500 vessels through ClassNK’s ZETA platform, empowering organisations to proactively reduce their carbon footprint and meet regulatory requirements.

Using EU MRV and noon report data, as well as NAPA’s suite of ship performance analysis and simulation tools, the NAPA FuelEU module can help teams simulate various compliance scenarios and check expected penalties in real-time to evaluate different solutions, such as pooling, banking or borrowing CO2

emissions from the following year. This will provide new insights to help ship owners and operators determine the right operational changes to positively impact their fleets’ fuel carbon intensity and ensure compliance.

NAPA’s FuelEU module will also help companies across all shipping segments streamline data collection and management, from ship to shore to verifier, to ease mandatory reporting. The FuelEU Maritime regulation will come into effect from 1 January 2025 and will apply to vessels over 5000 GT trading in the EU or European Economic Area (EEA).

It will place a requirement on the GHG intensity of the energy used by vessels on a well-to-wake basis, to encourage the uptake of renewable and low-carbon fuels.

The software behind the FuelEU module was developed by NAPA while insights on the regulatory and reporting requirements were provided by ClassNK. The next stage will see NAPA develop additional features, including simulating the impact of fuel changes for past and future voyages in terms of penalties, costs and emissions. The system will also recommend optimal compliance alternatives.

Ossi Mettälä, Product Manager, Shipping Solutions at NAPA, says: “The development of this module is a true testament to the power of collaboration. ”

FUELEU COMPLIANCE TOOL

NAPA, a global provider of maritime software and data services, has announced the launch of its FuelEU module. The new function is designed to help shipowners and managers comply with the European Union’s upcoming FuelEU Maritime regulation, by measuring expected penalties in real time and simulating different compliance scenarios for their fleet.

The FuelEU module’s initial rollout has demonstrated its ability to help

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NAPA FuelEU module

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Silverstream Technologies’ team

Katsuya Naito, General Manager of Green Transformation Center of ClassNK, adds: “NAPA’s digital technology and maritime expertise has been critical in bringing our vision to life. We want to narrow the gap between regulation and compliance and with this new tool to simplify data management, reporting, and operational optimisation, we can see incredible potential for emissions reduction action.”

EXCEEDING ORDERS

Maritime clean technology leader Silverstream Technologies has surpassed 200 orders for its air lubrication system with its latest confirmed deal.

The Silverstream System will be installed onboard 18 new 271kcbm ‘QC-Max’ class liquefied natural gas (LNG) carriers, which will be chartered by a global energy company and owned and operated by shipping majors.

Silverstream’s current orderbook includes 57 LNG carriers, spans nine vessel segments, and includes 20 repeat customers, including seven major shipowners and 13 of the world’s largest shipyards. The company also has 82 systems in operation onboard the existing fleet.

Over the total lifetime of all contracted vessels, Silverstream estimates that its air lubrication technology will save its current customer base almost $5bn in fuel costs and prevent the emission of over 19m tonnes of CO2. Additionally, this CO2 reduction is projected to save approximately $2bn through existing carbon tax systems.

These are the first 271kcbm LNG carriers to be wholly designed, build, maintained and serviced in China.

Noah Silberschmidt, Founder and CEO, Silverstream Technologies says: “Our market-leading Silverstream System is fast becoming a standard choice on newbuild vessels and a leading retrofit option improving vessel efficiency and sustainability.”

The Silverstream System shears air from air release units (ARUs) in the hull to create a uniform carpet of microbubbles that coats the full flat bottom of a vessel. As a result, frictional resistance is decreased, cutting average net fuel consumption and greenhouse gas emissions by 5-10%. The system is fuel agnostic, effective in all sea states, and is applicable to all shipping segments.

As the shipping industry’s decarbonisation transition progresses, evolving regulatory and market

drivers are strengthening the rationale for adopting vessel fuel efficiency solutions. LNG carriers could fall into non-compliant categories (D and E) of the International Maritime Organization’s Carbon Intensity Indicator framework, largely because of the way in which they handle boiloff gas.

Meanwhile, the EU’s Emissions Trading System (ETS) is adding a progressive cost to emissions, increasing in scope from 40% of emissions in 2024 to 70% in 2025 and 100% in 2026. This means that technologies such as the Silverstream System not only lower fuel consumption and emissions, but also help to cut the costs of regulatory compliance.

According to recent Clarksons data, at least 33% of the world’s ships are fitted with a form of energysaving device by gross tonnage, but the number of vessels is only 8700, compared to a global fleet of 110,500.

By sector, container ships have seen the highest clean technology uptake with more than 48% of fleet capacity fitted with at least one solution, followed by tankers and cruise ships, both more than 38%, and bulkers more than 35%. Air lubrication systems are attracting growing interest from shipowners with 500 systems either in operation or set to be installed on newbuilds on order.

The Silverstream® System, which makes up a significant proportion of the industry’s ALS uptake, is suitable for both retrofit and newbuild installations.

SIMULATOR CONTRACT

Kongsberg Digital has announced a new simulator contract with Höegh Autoliners, a premier player in the transportation and logistics sector.

The agreement involves the delivery of state-of-the-art K-Sim Navigation and K-Sim Engine simulator models, specifically designed for training crew on environmentally friendly Höegh’s Aurora Class vessels.

Höegh’s new vessels will be the largest and most environmentally friendly pure car and truck carriers ever built and will accelerate their

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decarbonisation efforts and set a new standard for more sustainable deepsea transportation.

Kongsberg Digital will develop a customised bridge simulation model of the Aurora vessel including a new engine simulator model for crew training in future sustainable and hybrid fuel types. With this, Höegh is marking a pivotal step in training their crew to meet the stringent demands of the green shift in maritime operations. model for crew training in future sustainable and hybrid fuel types.

The Norwegian Training Centre in Manila, Philippines will soon receive the new Aurora Class simulation model to train Høegh’s officers and marine engineers. Established by the Norwegian Shipowners’ Association in 1990, the centre has since trained nearly 200,000 seafarers to a high standard of excellence both in the Philippines and globally.

BUNKER PROCUREMENT

ZeroNorth and Hapag-Lloyd have announced a new strategic partnership aimed at launching an industryleading bunker procurement and planning solution.

The partnership between the two companies will set out to create a new digital solution that enables Hapag-Lloyd to effectively navigate the energy transition and reduce its fuel spend.

The solution aims to set the new industry standard for digitalising the end-to-end bunker planning and procurement process. It will offer a brand new and enhanced user experience and new features such as streamlined contract and port planning, contract tender capabilities, a true price algorithm and more.

For customers, this solution is available and is ready to be rolled out immediately.

Fuel is a key change factor in shipping’s energy transition, and working with ZeroNorth to develop an industry-leading solution on fuel procurement and planning will enable Hapag-Lloyd to execute on its strategic direction and ambition to invest in maritime decarbonisation.

The partnership comes amid the continued digitalisation of the bunker market, with advances in technology and increasing amounts of data enabling a new era of transparent and accountable bunker procurement decision-making.

Kenneth Juhls, Managing Director ZeroNorth Bunker, says: “At ZeroNorth, we believe that the challenges that the industry faces are too large to tackle alone. Partnerships are necessary to succeed, and working with Hapag-Lloyd will see us closely collaborate with another top industry player to help them decarbonise and digitalise.”

Jan Christensen, Senior Director Global Fuel Purchasing, Hapag-Lloyd, adds: “We have a clear strategic direction to advance decarbonisation across our fleet and across our business. To do this, we need to find the right partners – and we believe that ZeroNorth is perfectly placed to enable us to digitalise our bunker procurement and planning activity.

“ZeroNorth has strong domain expertise, a proven track record of success in developing and operating industry-leading solutions, and a credible vision for the future of the bunkering industry. Together, we believe that we’ll be able to meaningfully impact how we plan and buy our bunker fuel – by far the single largest lever that we can pull in service of our decarbonisation ambitions.”

TRUST IN TECHNOLOGY

Decarbonisation is the shipping industry’s most pressing challenge, requiring the industry to adopt lowcarbon fuels and ruthlessly pursue efficiencies onboard ships says Cathy Stevenson, Managing Director, Wärtsilä Water and Waste.

Without any action, shipping’s carbon contribution could quadruple from 3% to 11% by 2050, with damaging effects to the environment. However, environmental sustainability cannot be achieved at the expense of economic viability; finding a balance that preserves global trade while protecting the environment is critical.

This progress is dependent on the readiness of shipowners and operators

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to implement the changes needed across their fleets to meet and exceed environmental regulations.

Continued amendments to MARPOL and the advancements made by the International Maritime Organization’s Marine Environment Protection Committee indicate that the industry is starting to take responsibility for its environmental impact. Similarly, the EU’s FuelEU Maritime Regulation 2025 will adopt a ‘well- to-wake’ greenhouse gas intensity requirement on energy used during a year, effectively forcing the use of qualified low carbon fuels.

Across the board, shipping’s sustainability challenges – from the exhaust through to waste onboard, are being treated with increasing scrutiny. This means that ship owners and operators will need to undertake modifications to their vessels. These could include upgrading to more efficient engines, adopting alternative fuels, or installing advanced systems for managing sewage and wastewater.

These changes can be complex, and demand a high level of trust in technologies being adopted to avoid the risk of obsolescence, operational downtime, and financial loss. Given the challenges ahead, shipowners must collaborate with reputable partners and original equipment manufacturers (OEMs) who share their commitment to reliability and sustainability.

Take, for example, installing a highly efficient and effective wastewater system. While it may not have the glamour of an entire engine retrofit, it plays a surprisingly crucial role in the ship’s overall environmental performance. Without this kind of system to deal with unwanted waste, illegal discharge could quickly become a significant problem, as per MARPOL rules and regulations.

Cutting corners on systems like these could be incredibly detrimental for ship owners.

It’s critical that ship owners and operators choose suppliers who demonstrate a deep understanding of the broader operational landscape and the requirements for each vessel.

Simply put, technology providers must have the relevant expertise and

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resources to grasp all the technical nuances involved.

OEMs should support ship owners not only in terms of service efficiency but also in providing dependable solutions that support the industry’s transition towards to a lowcarbon future.

The criteria for selecting technologies should be rigorous, advocating for innovations from the very materials and sophisticated engineering that stand the test of time without sacrificing performance.

Systems should be compatible with existing ship designs to ensure easy integration that minimises downtime and enhances operational efficiency.

But arguably just as important as the quality of the product is the fact that OEMs must deliver trust; trust that the systems and technology they supply will help ship owners manage the unpredictable nature of regulatory amendments.

Having concrete relationships with manufacturers who uphold transparency, accountability, and ongoing improvement can help shipowners develop collaborative

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and dynamic partnerships.

These partnerships are vital for shared success in a fiercely competitive market.

Dependable technology secures not only the physical assets of shipowners but also their industry standing. In times where performance is increasingly under the microscope, reliable technology distinguishes industry leaders.

By prioritising integrity in technology selection and implementation, shipowners can reduce risks and foster enduring connections with clients, regulatory bodies, and the maritime community at large. With the mantra of demanding excellence from their OEMs, shipowners will be well-equipped to handle future challenges, and ultimately to navigate the shipping industry’s decarbonisation transition ahead.

REMOTE SYSTEM

Seafar NV, an Antwerp-based provder of technologies for remote vessel operations, has recently been granted Approval in Principle (AiP) by Bureau Veritas (BV) for a new communication

Rik De Petter, Chief Executive Belgium at Bureau Veritas Marine & Offshore (second from left), and Louis-Robert Cool, CEO of Seafar NV (third from left), at the presentation of the Approval in Principle.

system that is part of its remote control technology solution for ships.

Seafar NV manages and operates unmanned and crew-reduced inland and coastal vessels via Remote Operations Centres (ROC). The new digital solution is a synchronous control communication system that supports the transfer of onboard functions to the shore.

The technology also enables captains to transfer between ROC desks during periods of ships’ inactivity, removing the need for them to physically move between vessels.

As a result, Seafar’s communication system offers a solution to enhance manning efficiency and increase the competitiveness of waterborne transport, with an emphasis on effective and safe operations.

Designed to support fully remote control operations at Degree RC3, as defined in BV Guidance Note NI641 Guidelines for Autonomous Shipping, the system has demonstrated the capacity to ensure low stable latency, protection against message errors, and outage contingencies. Seafar has equipped more than 40 ships with its communication system, allowing for crew reduction or even unmanned operation.

The AiP was conducted in accordance with the notation SYNCCOM, as described in BV Rule Note NR467 Rules for the Classification of Steel Ships.

Louis-Robert Cool, CEO of Seafar NV, says: “Receiving the AiP from BV marks a significant achievement for Seafar NV. Our new communication system, designed to enhance manning efficiency and ensure safe operations, is now recognized for its robustness and reliability.”

Rik De Petter, Chief Executive Belgium at Bureau Veritas Marine and Offshore, comments: “Our collaboration with Seafar NV signifies our ongoing commitment to advancing autonomous solutions for the maritime industry. BV understands the critical role of robust ship-shore control communications, and Seafar NV’s new communication system represents significant progress in this regard.”

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SAFETY

Safety and security are the most important considerations with any maritime operation and a strong culture is vital across the supply chain as the industry grapples with a huge range of potential threats

KEEPING A CLOSE WATCH The British International Freight Association (BIFA) used the latest episode in its 2024 webinar series to deliver some key advice on the subject of safety in the container shipping environment.

Keynote speaker at the webinar was Mike Yarwood, Managing Director of loss prevention at TT Club, a global leader in providing insurance and risk management services to the international transport and logistics industry. He was supported by Robert Windsor, BIFA’s Member Policy and Compliance Director, with responsibility for advice and information on maritime, road and dangerous goods, BIFA Standard Trading Conditions (STC), as well as legal and insurance matters.

With their extensive expertise, Yarwood and Windsor guided attendees through crucial safety practices in the maritime containerised supply chain. The webinar covered three key areas, including the proper packing, transport, and unpacking of cargo transport units (CTUs) with

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attendees gaining insight into best practices to ensure the safe handling of freight containers, an often-overlooked aspect in maritime transport compared to air freight.

Furthermore, in addressing the management of hazardous cargoes, the webinar highlighted the dangers of non-declared and mis-declared hazardous cargoes and attendees gained insights into the initial checking of documentation, methods for identifying non-compliant freight; and some steps for regularising cargoes.

Additionally, understanding the importance of accurately weighing cargo to establish the verified gross mass of the container was addressed as well as its significance to ensuring safe and compliant shipping practices.

BIFA took the opportunity to emphasise the importance of incorporating its standard trading conditions into contracts to maximise their protective benefits.

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Commenting on the webinar, Windsor says: “There have been several widely reported container fires aboard ships, where containerised cargoes may have been the cause of, or contributed to such fires.

“BIFA believes that consistent, widespread and diligent adherence to the CTU Code by all parties within global CTU supply chains would significantly reduce these types of incidents, some of which have resulted in fatalities and serious injuries among ships’ crews and shore-side staff.

“Other occurrences, such as container stack failures, vehicle rollovers, train derailments, internal cargo collapses and incidents of invasive pest contamination, can also be traced to poor packing practices.

“Through activities such as this webinar, we hope to foster a greater awareness of the CTU Code and the packing practices and techniques it contains and help to reduce such incidents.”

Yarwood adds: “Raising awareness of the myriad risks that permeate the global supply chain, via webinars such as this, is fundamental in influencing the adoption of better practices that will increase the safety, security and sustainability performance of operators.”

SEAL SPOTLIGHT

Loss due to theft is among the top three causes of claims received on an annual basis by the TT Club.

Identification of trends, spikes and hot spots surrounding this aspect of supply chain crime is a primary function of the insurer, as is the issuing of guidance to help mitigate such losses.

In the latest of its ongoing series of Security Bulletins, TT focuses on the crucial importance of the container seal, as a fundamental tool in assuring the integrity of global cargo transportation.

Despite the existence of a wide range of security seal types, from basic plastic clips through to the frequently used bolt seals, and now sophisticated digital options, many in the supply chain are ignoring their benefits in maintaining cargo integrity and promptly identifying theft.

SAFETY

Many in the supply chain are ignoring their benefits in maintaining cargo integrity and promptly identifying theft.

MULTICULTURAL CONCERN

Crews are in danger of walking out or striking if companies do not ensure they are provided with traditional meals from their home countries, says Mental Health Support Solutions (MHSS).

The leading mental health support service, a member of the OneCare Group, has expressed concerns over the crucial need for a fully diverse menu for multi-cultural crews, following an incident where crew members declared they would go on strike if they did not receive more choice over their meals.

Clinical Psychologist and CEO at MHSS Charles Watkins says: “Reports of crew members walking out or going on strike due to a lack of choice over their meals is extremely concerning.

“In an increasingly multicultural shipping industry, crew members come from many different backgrounds and it is essential they are provided with their own traditional cuisines. Food can be a big driver for mental health and can really help boost seafarers’ morale and mental health, so it is essential shipping companies ensure this is a priority for crews.”

MHSS says the brain requires specific nutrients to function optimally and dietary choices can have a significant impact on mental wellbeing, so it is essential they have access to not only a variety of cuisines, but also a

Christian Ioannou, CEO of MCTC

choice of tasty and nutritional meals.

Leading catering management provider MCTC, which offers the full spectrum of catering management services, says although it is a huge challenge for crews to ensure traditional cuisines for all different nationalities, it is crucial for seafarers to have access to meals that remind them of home.

MCTC offers training courses in a number of cuisines, including Indian, Filipino, Asian and European, and it encourages the crew members it works with to attend the courses, as well as health and nutrition webinars and conferences.

When constructing a weekly menu for a vessel or fleet, MCTC takes into consideration the different nationalities on the vessel, explains Culinary Training Consultant, Costas Georgakoudes. While it aims to include as many recipes as possible that are loved by the crew members, it also respects the ethnic preferences of the seafarers.

As well as the challenge of ensuring all cooks are provided with the necessary skills and knowledge to provide a range of cuisines onboard, the provision of some ethnic items can prove challenging in certain ports, MCTC said.

Chief Cooks working with the catering management company are also encouraged to always ask for feedback from crew members. They can also adapt menus via MCTC’s online Learning Management System (LMS) ESTIA, as necessary, and the team of nutritional experts aim to

Charles Watkins, Clinical Psychologist and CEO, Mental Health Support Solutions

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SAFETY

provide alternative recipes to avoid repetition and boredom of meals.

MCTC has also implemented a signature dish initiative that is a culinary creation that uniquely identifies a specific company. The dish is an innovative interpretation of a classic interpretation recipe or a completely original concept that highlights the company’s history, geography, and the different ethnicities of the current members of the company.

Health and Wellbeing Consultant/ Dietitian Nutritionist at MCTC Nichole Stylianou says: “Crew members come from diverse and multinational backgrounds with very different food preferences. We need to respect and support their cultural heritage through providing menus that will satisfy everyone onboard. One of the main factors in ensuring happy and satisfied seafarers is providing good and healthy food, and cultural dishes they love.

“Not being able to enjoy the food you would normally have at home is associated with negative feelings and can really affect a person’s mental health. Traditional recipes from a seafarer’s home country can evoke happy memories, help connect them with their crewmates as they discuss the food and memories of home; and is a way of celebrating each other’s heritage and understanding different backgrounds.”

SAFETY WORRIES

A major explosion occurred recently on a container ship while berthed at the port of Ningbo-Zhoushan in China in another incident that raises serious safety concerns Xeneta reports.

The explosion in Ningbo follows other major incidents in 2024, including the collapse of Baltimore Bridge in March after it was struck by a container ship and an electrical fire onboard the Maersk Frankfurt during its maiden voyage through the Arabian Sea last month, which claimed the life of one crew member.

Peter Sand, Xeneta chief analyst, says: “This type of incident should never happen and is another example of how one failure in ocean container shipping can have catastrophic consequences.

“Had this explosion happened at sea rather than at berth in port then the crew and ship would have been in even more perilous danger.

“An investigation will take place and the industry must learn from it.

Container ships are used to transport hazardous and potentially explosive cargo, so it is of paramount importance that robust safety measures are in place.”

Ningbo-Zhoushan is the second most important container shipping port in China behind Shanghai, handling more than 100 000teu (20ft equivalent shipping container) each day.

Xeneta data shows average spot rates on the major fronthaul trade from Ningbo to the US West Coast increased by 146% between 30 April and 1 July amid the impact of the ongoing conflict in the Red Sea region on container shipping.

Average spot rates on the trade to the US West Coast have since softened, falling by 18% to stand at US$6,510 per FEU on 9 August.

Sand does not believe the explosion on the YM Mobility will have a significant impact on the market.

He says: “Ningbo-Zhoushan is a hugely important and well-connected port in the Far East, second only to Shanghai in China and on par with Singapore. It is a critical hub for container shipping and this incident is deeply concerning from a safety perspective, but it is unlikely it will have a significant impact on the market.”

TOOLKIT FOR THREATS

The International Maritime Organization (IMO) has launched a new toolkit that will help the global maritime industry respond better to ever-evolving ‘insider threats’.

Insider threat refers to the risk that arises from a maritime employee carrying out or enabling a security incident, either through a lack of awareness, complacency or maliciousness.

For terrorists and organised crime groups who are constantly looking to exploit vulnerabilities in security controls of ports and ships, insiders can offer a tactical

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

advantage, as they hold privileged access to secured locations, items or sensitive information.

To address the issue, IMO partnered with the International Civil Aviation Organization (ICAO) to develop the new Insider Threat Toolkit. The toolkit outlines various good practice security measures, including background checks and vetting, access control measures, patrolling, surveillance and monitoring, advance technologies and the use of artificial intelligence.

Andrew Clarke, Technical Officer, Maritime Security Section at IMO says: “We currently face an extremely diverse and challenging set of maritime security threats and risks globally. A ‘One-UN’ approach involving all partner UN organisations and agencies is critical, and we are grateful to ICAO for their strong support in producing this new toolkit to address the threat of insiders in the maritime sector.

It is crucial to keep developing new products and training in an evolving world, and to assist member states in their efforts to fully implement all maritime security measures.”

The toolkit can be used by any organisation operating in the maritime environment, including Maritime Administrations, Designated Authorities, shipping companies, port operators and other maritime stakeholders.

CONCERNS AFTER FIRE

A major explosion occurred recently on a container ship while berthed at the port of Ningbo-Zhoushan in China in another incident that raises serious safety concerns Xeneta reports.

The explosion in Ningbo follows other major incidents in 2024, including the collapse of Baltimore Bridge in March after it was struck by a container ship and an electrical fire onboard the Maersk Frankfurt during its maiden voyage through the Arabian Sea last month, which claimed the life of one crew member.

Peter Sand, Xeneta chief analyst, says: “This type of incident should never happen and is another example of how one failure in ocean container shipping can have catastrophic consequences.

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“Had this explosion happened at sea rather than at berth in port then the crew and ship would have been in even more perilous danger.

“An investigation will take place and the industry must learn from it.

Container ships are used to transport hazardous and potentially explosive cargo, so it is of paramount importance that robust safety measures are in place.”

Ningbo-Zhoushan is the second most important container shipping port in China behind Shanghai, handling more than 100 000teu (20ft equivalent shipping container) each day.

Xeneta data shows average spot rates on the major fronthaul trade from Ningbo to the US West Coast increased by 146% between 30 April and 1 July amid the impact of the ongoing conflict in the Red Sea region on container shipping.

Average spot rates on the trade to the US West Coast have since softened, falling by 18% to stand at US$6,510 per FEU on 9 August.

Sand does not believe the explosion on the YM Mobility will have a significant impact on the market.

He says: “Ningbo-Zhoushan is a hugely important and well-connected port in the Far East, second only to Shanghai in China and on par with Singapore. It is a critical hub for container shipping and this incident is deeply concerning from a safety perspective, but it is unlikely it will have a significant impact on the market.”

SAFETY

standardisation and sustainability. The forum’s key objective is to expedite the adoption of safe maritime battery solutions to facilitate emission reduction from ships.

The forum provides stakeholders a valuable opportunity to enhance understanding and gain insights into the risks, safety protocols, and technological advancements surrounding the usage and transportation of lithium-ion batteries on ships, including battery energy storage systems (BESS) for electric propulsion, solid bulk cargo, electric vehicles, and associated onshore charging infrastructure.

The engagement directly involves stakeholders who are at the forefront of promoting this technology in the maritime sector.

Captain Simon Hodgkinson, Global Head of Loss Prevention at West P&I, comments: “West’s commitment to promoting safety awareness and addressing risks associated with advancing maritime technologies remains a fundamental aspect of our partnership with the Maritime Battery Forum.

“As the industry embraces lithiumion batteries in various applications

on board ships, we recognise the importance of comprehending the risks associated with these evolving technologies. This understanding is essential for us as a P&I Club to effectively support our members and provide insurance coverage as they work towards meeting the ambitious goal of achieving net-zero emissions close to 2050.”

Fires caused by lithium-ion batteries represent a significant risk to shipowners and operators and can result in large claims. These can be caused by the transportation of electric vehicles in containers or onboard car carriers, as well as the use of lithiumion batteries for more sustainable energy directly onboard vessels.

In the event of an incident, immediate and prolonged fire suppression by crew is important but extremely challenging. Therefore, thorough loss prevention is vital to minimising the risk of an incident.

Lithium-ion batteries represent just one potential source of large claims in an increasingly complex and challenging claims landscape driven by decarbonisation, digitalisation, global geopolitical events and many other evolving trends.

Simon Hodgkinson, Global Head of Loss Prevention at West P&I

Paul Kaye, Deputy Group Head of Claims at West P&I

BATTERY FORUM

West P&I Club has announced that it has joined the Maritime Battery Forum, a global forum of experts in marine battery technology including shipowners, manufacturers, shipyards, Classification Societies, academia, insurers, charterers, and cargo owners.

The forum, which began with 15 Norwegian companies in 2014, now has over 70 members from Europe, North America and Asia.

The Maritime Battery Forum focuses on five key areas in relation to maritime batteries and marine electrification: technology, applications, safety,

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CONVEYOR TRAINING

High-volume belt conveyor systems are among the most hazardous pieces of equipment in any bulk handling operation. Maintaining the delicate balance between production demands and efficiency can be a challenge for any internal maintenance team.

To control labour costs and improve safety, operators often enter servicing agreements with outside contractors to perform routine maintenance or to retrofit new equipment during a shutdown, Martin Engineering says.

Although outside contractors may be experienced, they often lack the proper training and specific knowledge needed to offer adequate servicing and installation of modern equipment designs.

Moreover, this gap in expertise might limit what recommendations to common problems they offer, causing them to default to antiquated equipment or debunked solutions. This is why it is so crucial for contractors to have ongoing training that ensures

they use modern techniques, install the latest equipment and operate to workplace safety best practices.

SAFETY SERVICES

Telemar, a leading provider of smart maintenance and remote access technologies, has signed an agreement with Genoa-based shipping company Ignazio Messina & C Spa to provide safety services to seven of its existing vessels.

The Marlink Group company will deploy and manage the Global Maritime Distress and Safety System (GMDSS) installation on seven vessels operated by Ignazio Messina.

Telemar will manage installations onboard seven vessels that joined the Messina fleet between August 2023 and April 2024, strengthening the company’s liner services in the Mediterranean, Middle East, Indian, African and European markets.

Telemar will also be responsible for managing and maintaining the radio and navigation equipment

onboard, ensuring top level assistance and safety.

The contracts will consolidate service of critical bridge navigation equipment to a single provider, saving time and manpower and reducing the risk of noncompliance as scheduled service will be planned to agreed timeframes rather than carried out on an ‘ad hoc’ basis.

Telemar specialises in Smart Maintenance and management of bridge electronics and safety systems, providing pro-active remote and in person support with the aim of reducing potential down-time and increasing vessel efficiency with a higher percentage of first-time fixes.

Benefits for shipowners include streamlining troubleshooting wherever they are operating, Telemar can use the data collected to optimise asset lifecycles and deliver further efficiencies. This can be used to deliver more repairs remotely and increase first-time fixes for a more efficient service when its field engineers visit customer vessels.

The contract with Ignazio Messina will consolidate service of critical bridge navigation equipment to a single provider, saving time and manpower and reducing the risk of non-compliance

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EVENTS

EVENTS 2024-25 TOC Americas

CMA Shipping

1-3 October 2024

1-3 April 2025

Panama

www.tocevents-americas.com/en/home.html

World Ports

8-10 October 2024 Hamburg

www.worldportsconference.com

Argus Biofuels Europe 15-17 October 2024 London

www.argusmedia.com/en/events/conferences/ biofuels-europe-conference-and-exhibition

Stamford

www.cmashippingevent.com

6th International Conference on Smart and Green Technology for shipping and maritime industries (SMATECH 2025) 24-25 April 2025 Sutton, UK

https://asranet.co.uk/conference/6thinternational-conference-on-smart-greentechnology-for-shipping-and-maritimeindustries-smatech-2025

BULKEX 24

15-16 October 2024 Warwick

www.mhea.co.uk

Wind Propulsion 2024 22-23 october 2024

Argus Europe Carbon 12-14 May 2025 Nice

London

https://rina.org.uk/events/eventsprogramme/wind-propulsion-2024/

www.argusmedia.com/en/events/conferences/ europe-carbon-conference

Breakbulk Europe

TOC Asia

26-27 November 2024

13-15 May 2025

Singapore

Rotterdam Ahoy

www.tocevents-asia.com/en/home.html

https://europe.breakbulk.com/

Managing CII

Nor Shipping 2025

21-22 January 2025

2-6 June 2025

London

Oslo

https://rina.org.uk/events

9th Green Shipping Summit 2025 28-29 January 2025

GreenTech 2025 9-11 June 2025

Rotterdam

New Orleans

www.wisdomevents.net/gss

https://green-marine.org/greentech/

Breakbulk Middle East 10-11 February 2025 Dubai

https://middleeast.breakbulk.com

TOC Europe 17-19 June 2025 Rotterdam Ahoy

Maritime decarbonisation conference Asia 2-3 April 2025 Singapore

www.maritimeindustries.org/events/allevents/nor-shipping-2025?occurrenceID=285

www.tocevents-europe.com/en/home.html

Breakbulk Americas 15-17 October 2025

www.rivieramm.com/events/events/maritimedecarbonisation-conference-asia-2025

Houston

https://americas.breakbulk.com

C L E A N S H I P P I N G INTERNATIONAL – Autumn 2024

Your Trusted Partner

The Maritime Association Management Company (Maritime AMC) provides comprehensive secretariat services for trade associations operating across all sectors of the global maritime and offshore industries.

When it comes to entrusting the management of your association to a specialist services provider, we are your ideal partner.

Whether your association is a fledgling or established entity, Maritime AMC has the expertise to ensure growth, develop your association and influence regulatory and media agendas on behalf of your membership.

Our directors have extensive maritime industry and trade association expertise, with demonstrable successes in association governance, publishing, conference production and communications. We speak your language and understand the maritime world.

Maritime AMC currently provides full secretariat services to the Association of Bulk Terminal Operators (ABTO) and previously to the Clean Shipping Alliance 2020 (CSA 2020).

Maritime AMC Ltd 35 Beacon Drive, Newton Abbot TQ12 1GG T. +44 (0) 1626 681103 E. info@maritimeamc.com

www.maritimeamc.com

BULK TERMINALS ANTWERP 2024 THE ONLY EVENT AIMED AT THE ENTIRE BULK TERMINALS INDUSTRY

The Annual Conference of the Association of Bulk Terminal Operators (ABTO)

23-24 OCTOBER 2024

Organised by

INCLUDING VISIT TO EUROPORTS BULK TERMINAL Sponsors

CONFERENCE RECEPTION AT DE KONINCK ANTWERP CITY BREWERY

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OFFERING PRACTICAL SOLUTIONS SESSIONS WILL COVER

Host port

An in-depth sector by sector market analysis Streamlining operations and increasing efficiency Protecting against cyber attack Minimising risk Improving safety Ensuring environmental protection and compliance How equipment and service providers can provide solutions to terminal operators’ needs.

To discuss speaking and sponsorship opportunities please call Simon Gutteridge +33 (0)321 47 72 19 or email events@bulkterminals.org Supporting Organisations Media Partners Official magazine of Association of Bulk Terminal Operators (ABTO)

For more details and to register, visit: bulkterminals.org/index.php/events