Accelerating decarbonisation with new products and partnerships
How to keep compliant with ballast water management regulations
Standardising wind propulsion performance methodology
Samantha Robinson Editor
Clean Shipping International
Welcome to the latest edition of Clean Shipping International, packed with all the latest news, views, innovations and initiatives from across the maritime industry that support sustainable shipping.
Alternative-fuelled vessels are keeping the order books busy, bucking the slowdown in the overall newbuild market. Meanwhile, a consortium led by the Port of London Authority has proved clean hydrogen can power the maritime sector safely, affordably and at scale (page 40).
As shipowners and operators look to alternative sources of fuel to meet the latest environmental regulations, crews on land and at sea need to learn a whole new range of skills to handle these fuels safely. We report on a new training platform that equips seafarers with the knowledge and skills they need to handle methanol as a fuel (page 43).
The exhaust gas cleaning systems industry remains healthy, with the scrubber systems market on an upward growth trajectory. Meanwhile, a peer-reviewed study conducted by the famed Massachusetts Institute of Technology provides a positive assessment of the role of scrubbers in decarbonisation efforts (page 21).
“The exhaust gas cleaning systems industry remains healthy, with the scrubber systems market on an upward growth trajectory”
Elsewhere in this issue, we offer an informative insight into ballast water compliance (page 33), look at some of latest technological innovations improving the industry’s environmental efforts (page 48) and examine the very modern methods harnessing shipping’s ancient means of propulsion –wind power (page 53).
And if all the terminology attached to the new regulations, acts and rulings have you scratching your head, turn to page 59 for a complete guide to all the terms.
I hope you enjoy reading this issue.
Made in Denmark. Trusted worldwide. With over a decade of EGCS expertise, we deliver proven scrubber systems, full compliance and global support – ready for today’s rules and tomorrow’s demands.
Editor: Samantha Robinson sam.robinson.journalist@ gmail.com
Project Director: Jonathon Ferris jonathon.ferris@ cleanshippinginternational.com
Publisher: Bill Robinson production@ cleanshippinginternational.com
Designer: Justin Ives justindesign@live.co.uk
Published
The
PureServ, a certified service organization by PureteQ A/S, provides maintenance services for all brands of scrubbers and sensors worldwide. Through our sensor replacement program, you’ll be notified well in advance when calibration is due. A newly calibrated sensor will be delivered to you before you return the old one for refurbishment.
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» p18
» p24
» p40
» p48
Samantha Robinson shares the highlights of this issue
Don Gregory, Director, Exhaust Gas Cleaning Systems Association
All the latest news, views, partnerships and reports from across the world of shipping
A new report finds the marine scrubber systems market is on the up. Meanwhile, the Australian Maritime Safety Authority has issued new guidance on EGCS use
A carbon capture system begins its roll-out in UK ports, plus the latest partnerships that are aiming to accelerate decarbonisation in the industry
Ballast water treatment systems enter the luxury yacht market, plus DNV highlights the approval of electronic Ballast Water Record Books
Alternative-fuelled vessels are keeping the order books busy, plus a three-year investigation concludes clean hydrogen can power the way in the UK’s ports
A new partnership aims to deliver improved real-time decision support for both manned and unmanned vessels, plus AI use is on the increase
A new report aims to advance standardisation of wind propulsion performance methodology, plus a lease financing programme aimed at accelerating the adoption of wind-assisted propulsion systems
Shipping has a range of complex new rules and regulations to follow. An extensive glossary from Brittania P&I explains the meanings
Dates for your calendar
Tales trawled from the world of clean shipping
Stay compliant at sea and control emissions with confidence.
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Don Gregory Director, Exhaust Gas Cleaning Systems Association
On 14 October 2025, the International Maritime Organisation (IMO), will be holding its second extraordinary meeting of the Marine Environment Protection Committee (MEPC). The goal of the meeting is to agree IMO’s Net Zero Framework.
The background to this meeting is the culmination of many years of work based on the insistence that shipping should and must reduce its greenhouse gas (GHG) emissions as a contribution towards mitigating and possibly halting the effects of CO2 and other global warming gases on climate change.
The two strands of the IMO Net-Zero Framework are a global fuel standard that requires ships to gradually “reduce how polluting ships fuels can be”, with respect to GHG emissions and, secondly, a pricing mechanism – or, if you like, a tax – on shipping related to the intensity of GHG emissions per unit of energy in the fuel being used.
We have reached this point through governments and non-governmental organisations, which have never run or operated or been commercially involved in merchant fleets. They have developed a prescriptive solution on beliefs that they know best regarding what marine fuels ship’s need to use and using a tax if these prescriptive fuels are not used.
so claim the weavers. The emperor decides to show off his magnificent new clothes at a parade.
Of course, the reality is there are no clothes, but the emperor doesn’t want to admit that for fear of being labelled incompetent or stupid or just not bothering to check to evaluate the truth of his circumstances. The same goes for his officials. In a way it has become a group think, or a lack of due diligence to question what appears to be the reality, which is that the emperor has been duped.
In Christian Andersen’s story it took a little boy to shout out that the emperor was not wearing any clothes. But nevertheless the emperor continued his parade. What has this story got to do with IMO’s Net Zero Framework? That is a good question.
The rational approach would be to ask what are the best options to drive down CO2 emissions
Some of you may know the story of the Emperor’s New Clothes, a folk tale written by Danish author Hans Christian Andersen. The tale is about an emperor with an obsession for fancy new clothes, with his focus on clothes rather than on matters of state. The story goes that two con-men arrive posing as weavers. They offer to make the emperor the most magnificent clothes he has ever seen. They claim that these magnificent clothes will be invisible to people who are incompetent or stupid. The emperor commissions the two weavers to produce the clothes and they set to work with looms that are empty. Officials and even the emperor inspect the progress of the empty looms. Finally, the clothes are finished, or
It relates to the rational and the irrational. Behaviours and actions that are rational are based on evaluated information that is sense checked and ideally includes a control element of data validation. On the other hand, irrational actions and behaviour tend to follow beliefs and unwillingness to listen to alternate information or data validation. You may remember at school in your science classes how the teacher explained how experiments should always include a control in case the result is caused by an external factor affecting the experiment.
What is irrational about IMO’s Net-Zero Framework? The rational starting point to tackle global warming is to question if the reducing of CO2 emissions from shipping is the best use of resources both financial and technical.
The maritime industry is recognised as a hard to abate sector. If you believe climate science, the indications are that there is a need to reduce CO2 now and at as fast a pace as possible. The rational approach to that would be to ask what are the best, quickest fastest and lowest cost options to drive down CO2 emissions? That would be stage 1. Then once they are accomplished, we would tackle the next best options. Stage 2. And so on.
But there has become a group think that all sectors must work concurrently to reduce their respective emissions even if they are at this juncture poor value for money. Instead of questioning if monies from the much higher cost of energy for shipping would and could be better diverted to projects and opportunities that will give a lower unit cost of CO2 tonne abated, it seems that IMO and its member states have, to a large extent, been duped into ignoring value for money and instead have been steered into the irrational belief that “shipping must do its bit”.
So, IMO has set targets for shipping in its Net-Zero Framework. The target is net zero by 2050, with intermediate reductions of 30% by 2030 and 70% by 2040.
If indeed it is rational, given an agreed urgency for reducing climate change causes, to require shipping not to allocate monies elsewhere for climate change action, but to invest in its own sector then it still should be undertaken on a goal-based approach.
So, targets such as 30% reduction by 2030 and 50% reduction by 2050 appear rational in as much as they describe the goal, if not the actual quantum of climate change emissions reductions.
The quantum of climate change emissions reductions has been addressed indirectly by prescribing the climate change emissions of fuel against a unit of energy.
This is where the story of the emperor’s’clothes really takes shape around what is happening at IMO. There is a belief that several lowcarbon or zero-carbon fuels will provide the solution. The prescriptive fuel approach deals with the possible increase in fuel consumption with the growth of shipping while rationing and eliminating carbon and other climate change emissions. It sounds and feels very comfortable. Only fools and incompetents would question this.
The belief is that there are molecules out there that are zero carbon and they can provide the solution. The inconvenient truth regarding safety, availability, energy density, cost, and so on are pretty much simply ignored.
That has then evolved the regulatory framework away from a goal-based approach to one that prescribes the solutions (such as low-carbon or zerocarbon fuels), without dealing with the reality and practicality of these prescribed solutions.
But there looks like there is a solution that won’t bankrupt the shipping sector and bring in emissions reductions in the time frames of 2030 and 2040. On-board carbon capture is looking very promising, achievable and at a reasonable retrofit capital investment.
In September, IMO hosted a workshop on the topic with several vendors and shipowners describing their experiences of installing, operating and even onward use of CO2 removal from main engine exhaust gases. The tech providers ranged across the globe and likewise did the shipowners.
Some novel technologies converted CO2 into a stable product. The majority of the trials were using well-known mature technologies to remove CO2 from the exhaust gases hold it on board and then discharge it ashore for various applications or even sequestration.
Although the presentations were heavily weighted on sales pitches, it did appear that many of the claims had been substantiated by validated measurements.
This is where is gets really exciting. Vendors and shipowners quoted figures like 80% CO2 removal, 99.7% CO2 purity, important for food industry use. A retrofit was mentioned costing $10m with a modest 25% increase in parasitic load and it was claimed by the shipowner to involve minimal additional crew effort.
It was clear from the shipowners that participated at the workshop that they were convinced and comfortable with the adopting of this technology as a means of contributing to reducing climate change emissions.
However, it is clear that on-board carbon capture, which looks like a rational approach to rapidly reducing CO2 emissions from ships, faces two enormous challenges.
The first is the belief that the continued use of fossil fuels is unacceptable despite the lower cost
and the rapid possibilities in reducing climate change emissions from shipping. This is part of the legacy of emperor’s clothing where the means of reducing climate change emissions is taken as more important than actually achieving those reductions in CO2 emissions. In other words, the solution does not follow the prescribed belief that fossil fuels must be eliminated as soon as possible, even if it will lead to sky rocketing costs and failure to meet the 2030 and 2040 emissions reduction targets.
The second challenge for this technology is around the risk of stranded investments. This relates to previous experiences of technology investment by shipowners that have subsequently had to be retired, such as investments in ballast water management systems that have been superseded by new regulations. Likewise, the investment by around 7,000 ships in exhaust gas cleaning systems (EGCSs) has slowly suffered restrictions in its use. In this case the emperor’s clothes have been a small section of the NGO community and the European Commission making claims regarding harm caused by EGCS discharge water. Despite these claims never being validated and substantial scientific work being undertaken that has not found harmful discharges, ports and other authorities have taken on the emperor’s clothes, rolling along with these claims and subsequently restricting the use of EGCS in their jurisdictions.
In this hard-to-abate industry there is a solution. It does involve the onward use or sequestration of CO2 ashore. It does involve acceptance that fossils fuels will remain the energy source for shipping, probably through to 2050.
Are the emperor’s clothes the unattainable low carbon fuels?
Shipowners would say YES.
IMO has a chance to reset the NetZero Framework and set a rational route to capping global CO2 emissions, progressively reducing the cap and letting industry apply solutions such as on-board carbon capture to meet the ever-decreasing cap. Then net-zero emissions by 2050 can be attainable –and without breaking the bank.
The Trump administration’s rejection of the International Maritime Organization’s Net-Zero Framework, plus a green drive in Estonia, Barcelona’s first ship-to-ship biofuel supply operation and surging electricity demand in UK ports
The Trump administration has rejected the International Maritime Organization’s (IMO’s) Net-Zero Framework, aimed at reducing global greenhouse gas emissions from the international shipping sector – and threatened retaliatory measures against countries that support it.
US Secretary of State Marco Rubio, Secretary of Commerce Howard Lutnick, Secretary of Energy Chris Wright, and Secretary of Transportation Sean Duffy released a statement “unequivocally” rejecting the Framework, claiming it to be “a global carbon tax on Americans levied by an unaccountable UN organization”.
IMO member states agreed on the Net-Zero Framework at a meeting of the Marine Environment Protection Committee in April, with 63 member states including China, Brazil and EU countries voting in favour, while only 16 states voted against. The US, one of the 176 member states, walked out of the meeting before the voting.
A further meeting is due to take place in mid October, where a vote would require a two-thirds majority of the 108 member states that ratified the key legislation, which contains a series of mandatory limits on emissions from ships as well as a price for greenhouse gas emissions.
The statement from the US claims: “These fuel standards would conveniently benefit China by requiring the use of expensive fuels unavailable at global scale.”
“Our fellow IMO members should be on notice that we will look for their support against this action and not hesitate to retaliate or explore remedies for our citizens should this endeavour fail.”
However, a report in the Washington Post suggests that the statement is directly linked to the ongoing US trade negotiations with countries across the globe. In a draft ‘action memo’ leaked to the newspaper, Secretary of State Marco Rubio was told that department officials had sought “to inject this issue into the ongoing bilateral trade negotiations” with maritime nations such as Singapore.
According to the documents, the IMO vote is just one of many examples of
tariffs and trade policy being used by the US administration as leverage with countries on unrelated issues.
At the time of going to press, the IMO had not released an official response to the statement.
Stax Engineering has received an executive order from the California Air Resources Board (CARB) to service tanker vessels, making it the first emissions capture and control fleet authorised to service all major vessel classes.
The designation allows Stax to fill a significant compliance gap, enabling tankers to meet CARB regulations in Southern California beginning this year and across the whole state by 2027. With numerous tanker terminals and customers lined up –including Olympus, Shell and MOL Chemicals – STAX is positioned to lead this emerging market, delivering flexible emissions control without retrofits or costly port infrastructure.
Expanding service to tankers marks a significant step forward for both Stax
“At the cornerstone of our operation are three pillars of safety: protecting people, the environment and cargo integrity”
and the liquid bulk cargo industry. Tankers transport more than $800bnworth of goods globally – from crude oil and chemicals to liquefied natural gas – but have been unable to use shore power due to safety risks from their volatile cargo.
CARB’s ‘Ocean-Going Vessels At Berth Regulation’ took effect for tankers at the Ports of Los Angeles and Long Beach on at the beginning of the year and will expand to all California ports in 2027.
Stax has received approval for four barges in its inaugural executive order – STAX 1, 5, 7 and 8 – establishing it as the largest fleet in the industry and most practical compliance solution for tankers.
“Servicing tankers is a transformative moment for Stax and the industry,” says Mike Walker, CEO of STAX Engineering. “Tankers are the backbone of global energy infrastructure – with more than 1.3 million barrels of crude oil alone arriving just in California ports daily – yet they’ve lacked a safe, practical solution for meeting rising emissions standards.
“Our technology fills that gap. It helps operators comply with regulations while improving air quality for surrounding communities. This isn’t just about today’s requirements; it’s about building a foundation for cleaner operations going forward.”
Stax’s ability to safely service tankers stems from its mobile, bargebased emissions capture and control system. Stax’s technology connects directly to a vessel’s exhaust system without any modifications needed – no electrical hookups, no retrofits and no disruption to port operations.
The system captures exhaust from auxiliary engines, removing up to 99% of particulate matter and 95% of nitrogen oxides while complying with strict tanker safety protocols. It is a solution designed specifically for the safety and complexity of tanker vessels.
“At the cornerstone of our operation are three pillars of safety: protecting people, the environment, and cargo integrity,” says Frank Strasheim, Director of Health, Safety, Environment and Quality at Stax. “Our commitment to strict safety protocols and continuous risk management is essential to maintaining operational excellence and regulatory compliance across all aspects of vessel activity –especially when it comes to the unique
design of tankers and the gravity of cargo they carry.”
The operational flexibility provided by Stax’s mobile design gives tankers a practical alternative to shore power. Container ships, autocarriers and tankers across five main California ports are already experiencing Stax’s key advantages, including uninterrupted cargo operations, no significant capital investment, simple hourly service fees, and full compliance with emissions and safety regulations.
Operators can stay on schedule, meet evolving environmental standards, and avoid vessel modifications altogether.
Stax is already working with leading tanker terminals, operators and shippers across the liquid bulk cargo sector. It has exclusive agreements servicing all tankers calling at berth F209 at the Olympus Terminals facility in the Port of Long Beach, as well as at Shell’s Mormon Island Terminal in the Port of Los Angeles, and will be working with MOL Chemical, among other customers.
Since early 2024, Stax has treated 1,192 vessels for a cumulative 25,000 hours, capturing 190 tons of pollutants with nearly 1,000 hours already dedicated solely to tankers.
The Government of Estonia has launched a €25m ($28.2m) grant to encourage shipowners to carry out green retrofitting projects onboard their passenger, cargo and other vessels at Estonian ports.
Estonia is now one of only a few European countries to offer direct financial support for ship retrofits in the form of state aid.
The grant, announced by Estonia’s Minister of Infrastructure, Kuldar Leis, is aimed at providing shipowners and operators with subsidies encompassing 15-30% of eligible retrofit costs, with a maximum of €5m allocated per project. It is designed to incentivise shipowners to upgrade their vessels by installing green solutions, such as exhaust gas cleaning systems, carbon capture technologies, hybrid engines, equipment powered by renewable fuels and other solutions that increase energy efficiency or decrease pollution.
“Global demand for cleaner maritime transport is growing rapidly. Estonian marine industry companies have the expertise and experience to deliver world-class retrofit services and support shipowners in making their fleets more environmentally friendly,” says Leis.
“This grant programme marks a key milestone in Estonia’s drive toward greener, more sustainable maritime practices. By supporting the adoption of innovative technologies, we are helping maritime operators reduce their environmental footprint and prepare for future challenges,” Kaupo Läänerand, Deputy Secretary General for Maritime and Water Affairs at the Estonian Ministry of Climate, says.
“With the maritime sector now included in the EU Emissions Trading System, this measure helps channel revenues collected from shipowners back into supporting their transition to greener technologies.”
Britannia P&I Club has worked with leading global law firm HFW to produce a series of articles highlighting the latest developments in maritime emissions regulations as the industry aims to transition towards a more sustainable future.
These articles will be critical to all shipowners and charterers as the focus on sustainability in the maritime industry continues to grow.
Britannia P&I, the world’s first P&I club, has been working with HFW to create comprehensive guidance documents covering CII, EEXI, EU ETS, and Fuel EU regulations.
With an increasing global focus on sustainability and the need to prepare for new regulations on emissions and environmental compliance, the maritime industry can expect further major changes relating to emissions regulations in the future, the companies say.
These resources provide shipowners and charterers with clear regulatory overviews and practical compliance guidance.
Alessio Sbraga, Partner and Shipping Sustainability Ambassador for HFW, says: “We are facing a period of major transformation for the maritime sector as it adapts to increasingly complex emissions regulations which directly influence the type of fuel used on board vessels. These regulations are impacting both the commercial activities and the underlying contractual arrangements of all the main stakeholders in the maritime value chain, so understanding how to comply with these far-reaching regulatory frameworks is a key consideration for maritime business.
“Through this partnership with Britannia P&I, we have sought to provide shipowners and charterers with the clarity and legal insight needed to navigate this evolving regulatory landscape with confidence and foresight.”
Dale Hammond, FD&D Director at Britannia P&I, says: “Understanding and responding to changing maritime fuel regulations is a major challenge facing our members. This is why
we have collaborated with HFW to provide comprehensive guidance and insights to help shipowners and operators navigate these complex and changing regulations”.
Britannia P&I members should understand and stay ahead of these changes by visiting the Club’s website to learn more about the regulations and gain practical insights. The website also contains a glossary of terms and a timeline of currently known fuel regulations covering the next 20 years. See britanniapandi.com for more information.
The Port of Barcelona has hosted its first ship-to-ship biofuel supply operation, on the Mein Schiff Relax, TUI Cruises first liquefied natural gas (LNG) dual-fuel cruise ship.
The bunkering was carried out by the Haugesund Knutsen barge from Knutsen Scale Gas, chartered by Shell. The biofuel comes from Enagás’ regasification plant in the port of Barcelona, where it was produced and certified in full compliance with ISCC EU certification criteria – a genuine zero-kilometre process that focuses on local, sustainable value creation.
All newbuilds in the Mein Schiff fleet are equipped with dual-fuel engines and are technically designed to run on lower-emission fuels such as bio-LNG. Mein Schiff 7, which entered service last year, is also already prepared for the future use of green methanol. “This technological flexibility is crucial for us because, our goal is to be able to switch to the lowest-emission option at any time – as soon as it is scalable and available,” explains Wybcke Meier, CEO of TUI Cruises.
“With the bio-LNG bunkering of Mein Schiff Relax, we are demonstrating that we are already reducing CO2 emissions thanks to modern propulsion systems,” he says. “We are consistently pursuing decarbonisation and see alternative fuels as a key lever for achieving our climate reduction targets.”
According to the Port of Barcelona, this was the second bioLNG supply operation carried out there. In March, the shipping company Baleària loaded
bioLNG on to one of its vessels using a tanker truck, unlike the ship-to-ship operation, which speeds up the loading operation, increasing the amount of fuel loaded by more than 15 times.
“BioLNG has the same characteristics as fossil LNG, so it can be used by any ship equipped to operate with LNG, such as the most modern cruise ships operating at the Port of Barcelona, which are regularly supplied with LNG—specifically 23% of the calls registered in 2024,” the port says.
“Transitioning from a transitional fuel like fossil LNG, which reduces CO2 emissions by 20% compared to traditional fuel, to a sustainable fuel like bioLNG represents a significant qualitative leap in the energy transition process and the reduction of greenhouse gas emissions in the freight transport sector, especially in maritime transport.”
BIMCO has launched a new subcommittee to develop a Biofuel Clause for Time Charter Parties, marking a proactive step toward addressing the legal and operational challenges posed by the growing use of biofuels in shipping.
With regulatory frameworks such as the EU Emissions Trading System, FuelEU Maritime and the upcoming International Maritime Organization Net-zero Framework measures reshaping fuel strategies, biofuels are becoming an increasingly attractive option for reducing emissions. Yet, their integration into charter agreements
remains complex, often raising questions around fuel quality, engine compatibility, and liability.
The newly formed subcommittee, comprising shipowners, charterers, P&I representatives and technical experts, met for the first time on 7 April 2025. Its work will focus on defining the scope and standards for biofuels, clarifying how they may be supplied and handled, and ensuring that their use aligns with performance expectations and regulatory obligations.
The clause will also consider the practical realities of biofuel use, such as blending with conventional fuels, onboard storage, and the implications for speed and consumption warranties. By addressing these issues, BIMCO aims to provide a flexible yet robust contractual solution that supports compliance without compromising vessel reliability.
A draft clause is expected to be presented at BIMCO’s Documentary Committee meeting in October 2025. Once adopted, it will offer much-needed clarity for charterers and owners navigating the transition to lowcarbon operations.
To ensure the clause reflects the practical needs and perspectives of the wider maritime community, BIMCO will also establish a sounding board comprising industry stakeholders. This forum will provide an opportunity for interested parties to review and comment on the draft clause as it develops, contributing valuable insights from across the sector. Stakeholders who wish to express their interest in participating should visit bimco.org for more details.
The UK’s Department for Transport has published new long-term forecasts showing a major shift in the way goods move through British ports, with oil and fossil fuel traffic expected to collapse while ferries, Ro-Ro and container shipping surge.
The UK Port Freight Traffic Forecasts (2024–2050) predict that overall volumes will rise modestly, from 420.6 million tonnes in 2023 to 453.5 million tonnes in 2050 (+7.8%). But the shape of that traffic will be transformed:
Unitised freight (ferries, Ro-Ro and containers) is set to rise by 56.7%, becoming the largest segment of UK port traffic and accounting for more than half (52.5%) of the total by 2050, up from just 34% today.
Dry bulk cargo will increase by 61.7%, reflecting demand for ores and industrial materials.
Liquid bulk (oil and oil products) will collapse by 63.3%, falling from 169.3 million tonnes to just 62.1 million tonnes as the energy transition takes hold.
The UK has seen a significant reduction in crude oil refining, with just six operational refineries today, from 18 in the 1970s. The reliance on oil is dwindling and will only accelerate as the motor and energy sectors increasingly move towards sustainable
options and demand for fossil-based products falls.
Electrification provides a clear way through this transformation for ports and shipping operators. NatPower Marine, in partnership with Peel Ports Group, is committing £100m to electrify eight major UK and Irish ports, creating the first green shipping corridors across the Irish Sea.
By 2030, NatPower will deliver £250m of shore power infrastructure, a global network of 120 clean ports, designed around the busiest commercial routes. Working directly with cruise, ferry and shipping lines, the company is building a routebased charging network that ensures vessels can plug into clean electricity at berth (cold ironing) and en route (propulsion charging).
This model not only reduces emissions, but also directly tackles the Scope 3 emissions from vessel operations that make up the bulk of a port’s carbon footprint. By switching from bunker fuels to electricity, ships can cut CO2, NOx, and SOx emissions in port by up to 95%, improving air quality in surrounding communities by cutting port-hosting city pollutants by 35% while helping operators meet tightening International Maritime Organization and UK netzero targets.
Stefano Sommadossi, CEO of NatPower Marine UK, says: “The
government’s forecasts confirm the reality: the age of oil is ending and the future of UK ports lies in electrified trade. The segments highlighted for growth, including ferries, Ro-Ro and container shipping, are also the ones best suited to clean shore power and e-charging. Without urgent investment, the UK risks gridlock at the very moment maritime trade is accelerating.”
NatPower Marine’s approach treats electricity as a new kind of fuel: timecritical, high-capacity demand that must be managed intelligently. By integrating large-scale battery energy storage with charging systems, ports can absorb surges when ships connect to the grid, protecting resilience while keeping costs predictable for operators.
In the UK only, NatPower is scaling to support maritime electrification with 12.5GW of grid connection applications and 100GWh of battery storage in development. Its clean energy ecosystem is designed to power vessels directly, ensuring shipping companies have access to reliable, emissions-free energy wherever they trade.
“This is a once-in-a-generation infrastructure transition,” says Sommadossi. “The government’s forecasts show the future. Our job is to build the network that makes it possible.”
From spare parts to next-generation CO2 reduction technologies, CR Ocean Engineering (CROE) keeps any scrubber running at peak performance — anywhere in the world.
Marine scrubbers are no longer optional — they are essential. They cut harmful emissions, reduce costs, and preserve fuel flexibility. For many shipowners, scrubbers remain the proven path to compliance with international regulations while protecting profitability.
That is why CROE has expanded its service offering to cover all marine scrubbers, regardless of make or model. Whether you sail with a CROE system or another brand, our mission is the same: keep your emissions control equipment operating at peak performance, anywhere in the world.
Our leadership in emissions control didn’t begin with marine scrubbers –it began more than a century ago. In 1917, our parent company entered the field of industrial air pollution control. Over the decades, that expertise expanded into marine exhaust gas scrubbing, delivering innovative, reliable, and efficient systems for vessels of every type.
With deep engineering knowledge, a relentless focus on compliance and more than 100 years of client partnerships, CROE has built a reputation for durability and trust. We don’t just sell equipment — we provide long-term service and support.
What you can get from CROE:
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In short: whether we supplied it or not, CROE keeps it running at peak performance — anywhere your fleet sails.
Scrubbers were originally developed to meet SOx limits. Today, they play an even larger role in a carbon-conscious world. Studies show that heavy fuel oil paired with scrubbers can have a lower well-to-wake CO2 footprint than many low-sulfur fuels. Increasingly, scrubbers are also required to reduce pollutants before gases enter a carbon capture and sequestration (CCS) system.
CROE continues to invest in next-generation research and development, including:
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» Remote monitoring and fine-tuning By upgrading your vessel with a CROE system — and taking advantage of CROE Services — shipowners ensure compliance today while preparing for tomorrow’s regulations.
Atlantic, Pacific, Indian, Arctic — wherever you operate, CROE is within reach. Our global service team, logistics, and parts network are designed to meet the realities of global
trade. And when you need support for third-party scrubbers, we are equally ready.
Hundreds of CROE scrubbers are installed and operating reliably — on both land and sea, in every climate. Our systems are known for durability, flexibility, ease of maintenance, and low lifecycle costs.
Benefits to shipowners include:
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» Increased vessel asset value CROE systems are compact and flexible, often replacing existing silencers. They can be installed inside or outside the funnel to meet yard constraints and speed up assembly.
» Multiple installation options — bottom-entry I-Type, sideentry L-Type, and U-Type simplify exhaust routing. Outsidefunnel installation allows greater prefabrication and reduces drydock time.
» Flow-optimised design — strategic inlet and drainage prevent backflow into the engine, protecting critical machinery.
» Lightweight structure — no storage of circulation water at the base reduces high-elevation weight, improving vessel stability.
» High-temperature durability — alloy construction enables extended dry-run operation without a bypass, increasing resilience.
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» Caustic-Assist™ (optional) — enhances open-loop performance in low-alkalinity waters for smooth scrubbing in tough conditions.
Visit us at: croceanx.com
Email: Dominique Philibert – dphilibert@croceanx.com Call us at: +1 (973) 455-0005, Ext. 123
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While the future of decarbonisation is debated, CROE delivers performance you can depend on — today and tomorrow
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Scrubber systems rely on a variety of sensors, which operate on different lifespans and require timely calibration and replacement. To address calibration challenges and extend the life of your equipment, PureServ offers specialised sensor maintenance and replacement services.
» Gas analyser
Calibrate or replace annually to ensure reliable gas composition readings.
» Turbidity sensor
Calibrate every 12–24 months. Replace every two-four years for accurate measurement of turbidity and suspended solids.
» PAH sensor
Calibrate every 12–24 months. Replace every two-four years to maintain accurate detection of polycyclic aromatic hydrocarbons (PAHs) in washwater.
» pH sensor
Calibrate or replace every three months to ensure accurate pH readings of washwater.
Note: calibration and replacement intervals should follow the recommendations of the sensor manufacturer. Trios PAH sensors will last for life if properly maintained and factory calibrated.
» Proactive reminders
Our system notifies you in advance of calibration or replacement due, helping to prevent sensor failure.
» Seamless replacement
We ship a newly calibrated sensor first, and you return the used one afterward — minimising downtime and avoiding operational interruptions.
» Reduced lifecycle costs
Returned sensors are refurbished
and recalibrated at our factory, then stocked as spare parts — optimising long-term maintenance costs.
» Dedicated support
Our contract customers receive an assigned service engineer who oversees the entire process, ensuring smooth and error-free replacements.
Leveraging the expertise of PureteQ, PureServ provides full-lifecycle
maintenance for maritime scrubbers and sensors worldwide, supporting the efficient operation of your scrubber system.
With a global service network, we offer:
1. All-brand compatibility
Whether your system is PureteQ or another manufacturer’s, we deliver expert and customised maintenance to keep your scrubber running efficiently.
2. End-to-end lifecycle management
From calibration and validation to full replacement, we offer one-stop service — ensuring ongoing compliance with the MARPOL regulations and reliable performance throughout your equipment’s lifecycle.
3. Dedicated engineer support PureteQ’s certified engineers are highly trained. For clients with a service agreement, we assign a dedicated engineer to support your crew with sensor calibration, validation, and maintenance activities onboard.
In the global shift toward greener and more efficient shipping, PureServ delivers professional sensor maintenance and replacement that keeps your scrubber systems running reliably.
When you choose PureServ, you choose operational security, and peace of mind — supporting your contribution to a sustainable maritime future.
Interested in our ship exhaust gas cleaning and scrubber maintenance services?
Contact us at sales@pureteq.com — we’re here to help! Visit: pureteq.com
A new report finds the marine scrubber systems market is on the up. Meanwhile, the Australian Maritime Safety Authority has issued new guidance on EGCS use
The marine scrubber systems market is set to grow from $6.21bn in 2024 to $7.13bn in 2025, according to a new report.
This compound annual growth rate (CAGR) of 14.8 can be credited to strict emission regulations, savings in fuel cost, commitment to environmental sustainability, global trade expansion, compliance to sulphur emission standards and fuel flexibility.
The report from the Business Research Company predicts the market to undergo a significant expansion, reaching a value of $11.96bn by 2029 at a CAGR of 13.8%. This expected growth can be credited to the continuous enforcement of strict regulations, the increasing price of bunker fuel, worldwide sustainability initiatives, extension of emission control zones, and technological advancements.
The report finds key trends in the market include the retrofitting of scrubber systems on pre-existing vessels, the creation of compact and modular scrubber designs, the implementation of exhaust gas cleaning systems for two-stroke engines, emphasis on managing scrubber waste, and industry co-operation for research and innovation.
The expansion of the marine scrubber systems market is anticipated to be driven by the surging demand for maritime vessels. North America was the largest region in the global marine scrubber systems market in 2024, but Asia-Pacific is expected to be the fastest-growing region in the global marine scrubber systems.
The full report can be purchased at thebusinessreseachcompany.com
The Australian Maritime Safety Authority (AMSA) has issued guidance on using an exhaust gas cleaning system (EGCS) to meet the fuel sulphur limit of 0.50% m/m.
In its Marine Notice 2025/04, AMSA states that the sulphur limit is required by the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI and Australia’s domestic law.
Use of an EGCS as an alternative way to comply with the low sulphur fuel requirements is allowed in Australia under section 26FEGA of the Protection of the Sea (Prevention of Pollution from Ships) Act 1983.
To comply, your EGCS must currently be:
» approved by the vessel’s flag State Administration, or a Recognised Organisation appointed by the flag State
» operated in accordance with International Maritime Organization (IMO) requirements, including the 2021 Guidelines for Exhaust Gas Cleaning Systems (resolution MEPC.340(77)).
(IMO Guidelines).
All EGCS types (open-loop, closed-loop, hybrid) operated in Australian waters are subject to the same discharge water standards.
You may release discharge water from EGCS in Australian waters. All discharges must meet the discharge water quality criteria in the IMO Guidelines, and as amended from time to time.
This includes discharges in waters within:
» Australia’s Particularly Sensitive Sea Area (PSSA)
» areas within the MARPOL ‘nearest land’ boundary, including the Great Barrier Reef Marine Park.
Some port authorities may encourage vessels not to release discharge water within port limits. You should contact the specific port Authority prior to discharge.
EGCS sludge and residues must be disposed of at port reception facilities. They:
» must not be discharged at sea
» must not be incinerated onboard.
When operating an EGCS, you must ensure:
» crew members are familiar with correct operation of EGCS
» the system is kept in good working order and maintenance is up to date
» monitoring devices are fully functional
» records are available for inspection, including:
• EGCS approval documents
• operational and maintenance records for the EGCS.
Records must be kept onboard the vessel and provided on request of a Port State Control Officer (PSCO).
If your EGCS malfunctions, you must take immediate action and may need to report it.
Step 1: Try to fix the malfunction
Identify and fix the issue as soon as possible. If it’s a one-off malfunction and you can fix it within one hour, you don’t need to report it.
Step 2: Switch to compliant fuel oil and report the malfunction
If the EGCS malfunction lasts more than one hour or happens repeatedly, you must:
» change over to compliant fuel oil
» report the malfunction to the vessel’s flag State Administration and the Competent Authority of the port State of the vessel’s destination.
Your report should explain the steps you are taking to address the issue.
Step 3: If you don’t have enough compliant fuel oil
If the vessel doesn’t have sufficient compliant fuel oil to reach the port of destination, you must:
» include this in your report
» outline the vessel’s proposed course of action for agreement by the flag State Administration and Competent Authority for their agreement, which might include bunkering compliant fuel oil at the next port, or carrying out repairs.
Where this occurs on an Australian vessel or a foreign vessel within Australian waters, you must email the report to reports@amsa.gov.au
Any EGCS that does not comply with IMO Guidelines in any respect (including but not limited to the discharge water quality criteria) may be prohibited from use in Australian waters.
Greece-based Performance Shipping has taken delivery of a 114,000 DWT Aframax tanker fitted with scrubbers and suitable for conversion to liquefied natural gas (LNG)-fuelled propulsion.
The M/T P. Massport was constructed at Shanghai Waigaoqiao
Shipbuilding in China and is the first of three LNG-ready, scrubber-fitted LR2 Aframax tankers ordered by the company, scheduled for delivery between the third quarter of 2025 and early 2026.
All three vessels have secured five-year charter contracts with Clearlake Shipping, a subsidiary of the Gunvor Group, one of the world’s largest independent commodities trading houses.
The vessel has commenced operations under the five-year time charter contract at a gross rate of US$31,000 per day, with options for a sixth and seventh year at a base rate plus profit-sharing.
Performance’s CEO Andreas Michalopoulos says: “This marks the kick-off of a series of newbuilding tanker deliveries for Performance Shipping, which will see the addition of two further sister LR2 Aframax vessels through early 2026 and an LR1 tanker in early 2027.
“Together, these modern vessels form a core part of the company’s strategic fleet expansion and renewal plan.”
A peer-reviewed study conducted by the Massachusetts Institute of Technology and the Georgia Institute of Technology in cooperation with Oldendorff Carriers provides valuable new insights into the environmental impact of exhaust gas cleaning systems (scrubbers) and their role in broader decarbonisation efforts.
The study finds that for large, oceangoing bulk carriers operating in open seas, heavy fuel oil (HFO) used with a scrubber can, in various instances, outperform low-sulphur fuels when assessed from a life cycle perspective.
The study also provides scientific evidence that open-loop scrubber washwater discharges are well within International Maritime Organization (IMO) environmental thresholds, while being significantly lower than the stringent US and EU limits for municipal and industrial effluents.
Even under a conservative 1,000fold dilution assumption, the expected final concentrations in receiving water bodies remain significantly below EU environmental quality standards and US Environmental Protection Agency water quality criteria for marine ecosystems.
This first-of-its-kind study, based on a full, well-to-wake life cycle assessment using real-world, insitu data, offers new clarity in the ongoing global debate around the environmental impact of scrubbers.
The study arrives at a critical moment for maritime regulation, as policymakers work to balance emissions reductions with operational feasibility. Past regulatory decisions on scrubbers were often shaped by concerns that real-world data and peer-reviewed research has now refuted. By providing robust scientific evidence, this research highlights the need for policy decisions grounded in verified information.
“Studies like this are urgently needed to resolve complex environmental questions, uncover unknowns, and support sciencebased policy and decision-making in the shipping sector and beyond.
While many reports have been released on this topic, peer-reviewed studies are limited. The peer-review process is essential to ensure scientific rigour and build trust in the results,” says Patricia Stathatou, Assistant Professor in the School of Chemical and Biomolecular Engineering at Georgia Tech and Lead Author of the study.
The study was commissioned by Oldendorff in 2021 to generate independent data on scrubber performance under real operating conditions. Testing was carried out during a voyage of the Hedwig Oldendorff from Taicang in China to Hong Kong.
Most earlier studies evaluating scrubber impact lacked a complete well-to-wake life cycle assessment, and many were based on outdated data from first-generation systems. These limitations contributed to continued regulatory uncertainty.
This new study, published in the American Chemical Society journal, Environmental Science and Technology, addresses those shortcomings, using up-to-date data on air and washwater emissions from a modern scrubber system operating at sea.
To obtain the results, the team conducted a lifecycle assessment using a global environmental database on production and transport of fossil fuels, such as heavy fuel oil, marine gas oil, and very-low sulphur fuel oil.
Considering the entire lifecycle of each fuel is key, since producing lowsulphur fuel requires extra processing steps in the refinery, causing additional emissions of greenhouse gases and particulate matter.
“If we just look at everything that happens before the fuel is bunkered onboard the vessel, heavy fuel oil is significantly more low-impact, environmentally, than low-sulphur fuels,” says Stathatou.
The researchers also collaborated with a scrubber manufacturer to obtain detailed information on all materials, production processes, and transportation steps involved in marine scrubber fabrication and installation.
“If you consider that the scrubber has a lifetime of about 20 years, the environmental impacts of producing the scrubber over its lifetime are negligible compared to producing heavy fuel oil,” she adds.
Their results showed that scrubbers reduce sulphur dioxide emissions by 97%, putting heavy fuel oil on par with low-sulphur fuels according to that measure. The researchers saw similar trends for emissions of other pollutants such as carbon monoxide and nitrous oxide.
In addition, they tested washwater samples for more than 60 chemical parameters, including nitrogen, phosphorus, polycyclic aromatic hydrocarbons and 23 metals.
The concentrations of chemicals regulated by the IMO were far below the organisation’s requirements. For unregulated chemicals, the researchers compared the concentrations to the strictest limits for industrial effluents from the US Environmental Protection Agency and European Union.
Most chemical concentrations were at least an order of magnitude below these requirements.
In addition, since washwater is diluted thousands of times as it is dispersed by a moving vessel, the concentrations of such chemicals would be even lower in the open ocean.
These findings suggest that the use of scrubbers with heavy fuel oil can be considered as equal to or more environmentally friendly than low-sulphur fuels across many of the impact categories the researchers studied.
"This study demonstrates the scientific complexity of the waste stream of scrubbers. Having finally conducted a multi-year, comprehensive and peer-reviewed study, commonly held fears and assumptions are now put to rest. For far too long, regulators and the shipping industry have relied on outdated or incomplete scientific analysis when developing regulations with profound financial impact on shipping," says Scott Bergeron, Managing Director Fleet at Oldendorff Carriers.
In response to mounting global pressure to reduce greenhouse gas (GHG) emissions, the International Maritime Organization (IMO) has advanced its regulatory framework by proposing a global carbon pricing mechanism for shipping. This initiative forms part of the IMO's 2023 Strategy on the Reduction of GHG Emissions from Ships, which aims to achieve net-zero emissions by around 2050. Central to this strategy is the implementation of an economic instrument, likely a levy-based carbon pricing scheme, intended to internalise the cost of carbon emissions and incentivise decarbonisation within the maritime sector.
The IMO’s carbon pricing scheme is expected to function through a mandatory GHG levy or a market-based measure (MBM), such as a cap-and-trade system. These approaches put a monetary value on CO₂ and potentially other GHG emissions, thereby encouraging ship owners and operators to invest in cleaner technologies and adopt operational efficiencies. A global scheme would also level the playing field, reducing the risk of regional fragmentation caused by disparate national or regional mechanisms like the EU Emissions Trading System (EU ETS), which began applying to shipping in 2024.
To ensure fairness and effectiveness, accurate emissions quantification is paramount. This is where Continuous Emissions Monitoring Systems (CEMS) come into play. CEMS offer realtime, direct measurement of pollutants emitted from ship exhausts, typically including CO₂, NOx, SOx, and particulate matter. Unlike fuel-use-based estimations under the existing IMO Data Collection System (DCS), CEMS provide actual emission data, which is especially valuable for verifying compliance with a carbon pricing regime.
The applicability of CEMS to the new carbon pricing scheme lies in its ability to deliver verifiable, tamper-resistant emissions data that can underpin carbon cost calculations. With CEMS, carbon charges could be based on actual CO₂ emitted rather than theoretical models or fuel consumption estimates. This approach enhances transparency and accountability, particularly for ships using variable fuel blends or operating in dynamic conditions, where standard emission factors may fall short.
Furthermore, CEMS facilitate integration with digital reporting platforms and remote verification systems, supporting the IMO’s push towards data-driven enforcement. As the industry transitions to low- and zero-carbon fuels such as biofuels, hydrogen, and ammonia, the role of CEMS becomes even more critical. These fuels present new combustion characteristics and emission profiles that may not be adequately captured by default emission factors.
However, widespread adoption of CEMS faces challenges, including high installation costs, space limitations on smaller vessels, and the need for regular calibration and maintenance. To overcome these hurdles, the IMO may consider regulatory incentives or funding schemes, especially for ships operating in developing regions.
In conclusion, the IMO’s proposed global carbon pricing scheme marks a significant milestone in aligning shipping with global climate goals. For the scheme to be effective and equitable, robust emissions monitoring is essential. CEMS, as a mature and reliable technology, can play a key role in enabling accurate emissions accounting and ensuring trust in the system. As the industry adapts to a carbon-priced future, CEMS will likely become an integral component of compliance and environmental stewardship in maritime operations.
CEMS provide real-time, direct measurements of GHGs like CO₂, NOx, SOx, and particulate matter from ship exhausts Unlike theoretical models or fuel-use-based estimates (e g , under the IMO DCS), CEMS generate actual, verifiable data, which is critical for precise carbon pricing calculations This accuracy enhances trust and credibility in the carbon pricing system
CEMS enable tamper-resistant and continuous monitoring, strengthening compliance with emissions regulations They also facilitate remote verification and integration with digital platforms, aligning with the IMO’s vision for data-driven enforcement and reduced administrative overhead
As shipping transitions to alternative fuels (biofuels, hydrogen, ammonia), standard emission factors may not accurately reflect real emissions CEMS are capable of capturing the unique combustion profiles of these fuels, making them essential for future-proof emissions monitoring
In addition to regulatory benefits, certain gases measured by CEMS, such as CO, O₂, and unburned hydrocarbons, can be used to assess the combustion efficiency of individual engines
This data helps identify suboptimal engine performance early, enabling proactive maintenance and reducing the risk of costly breakdowns or inefficiencies
Accurate emissions data make the cost of carbon transparent, incentivising shipowners to invest in:
Cleaner technologies
Fuel efficiency
Operational improvements
This accelerates the shift toward net-zero emissions by 2050
A globally harmonised monitoring standard like CEMS can help unify practices under the IMO framework, mitigating conflicts with regional systems like the EU ETS
Conclusion
Emissions monitoring through CEMS is fundamental to the success of the IMO’s carbon pricing strategy It ensures that the costs of pollution are accurately assigned, compliance is transparent and fair, and industry efforts to decarbonise are appropriately rewarded Despite some implementation challenges, CEMS represent a critical enabler of sustainable and accountable maritime operations in a carbon-constrained future
A carbon capture system begins its roll-out in UK ports, plus the partnerships accelerating decarbonisation
Southampton is set to become the first UK port to host a fully integrated system for capturing CO2 and pollutants directly from ships while they are docked. A collaboration between UK-based Seabound, US-based STAX Engineering, and Port of Southampton operator Associated British Ports (ABP), the project has been awarded £1.1m in the sixth round of the UK government’s Clean Maritime Demonstration Competition.
The initiative aims to integrate Seabound’s modular carbon capture units, designed to fit standard 20ft containers, with STAX’s emissions capture and control system.
ABP, the UK’s largest port operator, launched its Energy Ventures Accelerator programme last year to support early-stage clean energy innovators like Seabound and STAX in an effort to achieve net-zero emissions across its operations by 2040.
The Southampton project will make the port the first in the UK to implement a fully integrated solution for capturing both carbon dioxide (CO2) and criteria pollutants, including sulphur oxides (SO₂) and nitrogen oxides (NO ), directly from vessels while docked.
The combined technology from Seabound and STAX offers maritime operators a practical approach to comply with evolving environmental regulations and decarbonisation mandates without necessitating costly retrofits to vessels or port infrastructure.
Support for Seabound’s expansion and commercialisation is also being provided by lomarlabs, a maritime venture lab established by Lomar in March 2023. Seabound is collaborating with Lomar Shipping to implement its carbon capture solution across the fleet.
Seabound CEO and Co-Founder Alisha Fredriksson says: “This is the first time in the world that carbon and air pollution capture will be combined and deployed at full commercial scale in a port.”
Seabound and STAX’s solution connects to a ship’s exhaust, enabling STAX to eliminate up to
99% of particulate matter and 95% of nitrogen oxides.
The treated gas is then processed through Seabound’s compact capture unit, which isolates and stores up to 95% of CO2 and 98% of SO₂ before releasing the cleaned exhaust.
The funding from CMDC6 will facilitate essential pre-deployment activities in Southampton, including testing logistics for container swapping, refining Seabound’s advanced carbon capture system and laying the groundwork for a fleet of barges to service key berths in the port.
This initiative builds on Seabound’s previous success in CMDC Round 3, where the company achieved a CO2 capture efficiency of 78% and over 90% SO2 removal during a shipboard carbon capture demonstration on the MV Sounion Trader.
The project is also expected to create new skilled jobs at the Port of Southampton, covering areas such as barge operations, maintenance and carbon capture servicing.
“Sustainability and innovation are key themes as ABP helps its customers to adapt to the changing environment,”
says ABP Strategy and Sustainability Head Max Harris.
Stylianos Papageorgiou, Managing Director of lomarlabs, says: “This project is a breakthrough moment for ports and for the maritime decarbonisation landscape.
“By integrating carbon and emissions capture in a scalable, barge-based system, we’re unlocking a practical path to cleaner port operations without retrofitting ships.
“At lomarlabs, we’re proud to support Seabound in translating vision into deployment – and proving what’s possible when maritime innovation is driven by realworld experience.”
Mike Walker, chief executive of STAX, adds: “Ports are in immediate need of sustainable solutions that don’t cause disruptions.
“That’s exactly what we’re providing – a viable and effective alternative to shore power that can be deployed to any ship without retrofits, new infrastructure, or upfront costs in any port around the world.”
ABP plans to scale this solution to other ports in the UK, providing a model that could be replicated globally.
DNV has joined forces with the Responsible Shipping Initiative (RSI) to complete a new study, Decarbonization of the short sea dry bulk fleet, cofunded by the Swedish Transport Administration. The study finds that while Swedish cargo owners and charterers are committed to greener practices, a lack of regulatory and economic incentives for smaller tonnage is hindering their progress.
Europe’s short sea general cargo fleet is ageing rapidly, with many vessels nearing the end of their operational life and few replacements on order. Most of these ships fall below the 5000 GT compliance threshold for international and EU emissions regulations, which means that shipowners often have little incentive to invest in lower-emission vessels in line with decarbonisation trajectories.
As a result, cargo owners who rely on these vessels, including RSI members EFO AB, Lantmännen, SSAB, Stockholm Exergi and Södra, face a strategic challenge: how to secure future transport capacity that helps them meet their climate goals.
Sebastian Tamm, Chairman of RSI and Manager Logistics Development at EFO, says: “Through RSI, we’ve long promoted responsible shipping, focusing on working conditions, health and safety. During the covid-19 lockdown, we shifted our focus to decarbonisation. However, our typical short-term Contracts of Affreightment limit shipowners’ ability to invest in radically different vessels.
“This study highlights the need to turn long-term decarbonisation goals into actionable short-term targets for contracting. This will help with planning, investment, and compliance with new regulations. We appreciate DNV’s insights and support in developing this study with us.”
The project was divided into three work packages (WP). WP1 established emissions baselines for each RSI member using automatic identification system (AIS)-based modeling, due to the lack of primary emissions data. This helped identify key cargo segments for green fleet renewal
based on transported volumes and emissions. WP2 examined the costs of introducing green ships and calculated the ‘green premium’ for vessels powered by e-methanol compared with marine gas oil (MGO).
Measures such as government support and improved transport efficiency were evaluated to reduce costs and workshops were held with shipowners and fuel providers. WP3 used a fleet renewal model to
“Shipowners often have little incentive to invest in loweremission vessels in line with decarbonisation trajectories”
assess the pace of renewal required to meet climate targets, comparing this with alternative strategies such as biofuel blending and operational efficiency improvements.
Hannes von Knorring, Principal Consultant and Global Cargo Owner Segment Lead at DNV Maritime, says: “A major challenge in adopting low-emission fuels is the uncertainty shipowners face around long term costs and market demands. Cargo owners may also lack insights into fuel options and their impact on supply chain emissions.
“While the smaller vessels used by RSI members are not yet regulated they must report from this year on emissions to the EU, making it easier for cargo owners to collect data and set actionable targets.
“Through this project, RSI’s mission is to share knowledge, set standards, and find common ground for future shipping.”
Ocean Network Express (ONE) Europe has successfully renewed its ISO 14001:2015 certification. This is in addition to the ISO 14001 certification held for its marine operations and reinforces its commitment to environmental management across different areas of container transportation.
The renewed certification applies to ONE’s inland transportation procurement, but now also covers container depot handling and maintenance and the repair of containers across Europe and Africa. This achievement reaffirms ONE’s structured, third-party validated approach to environmental management and compliance.
Following this certification expansion, ONE has taken a further step in advancing its global environmental agenda by launching a Ship Recycling Policy and joining the Ship Recycling Transparency Initiative (SRTI).
These initiatives extend the company’s environmental, social and governance (ESG) scope to vessel endof-life, ensuring that decommissioned ships are recycled only at certified, regulation-compliant facilities.
Together, the increased scope of the ISO 14001 renewal along with ONE’s latest recycling commitments illustrate a full-lifecycle sustainability vision from inland operations to responsible ship dismantling ,offering shippers and stakeholders increased confidence in ONE’s environmental integrity.
ONE’s ESG strategy includes reducing scope 1, 2 and 3 emissions, expanding the use of intermodal and alternative fuel corridors, and enhancing environmental data transparency. The company’s commitment to ISO 14001 standards ensures those efforts are embedded into operational routines, supplier management, and performance monitoring.
“This isn’t just about certification, it’s about accountability and continuous improvement,” says Frida Thorborg, Manager of ONE EUA Green Strategy
Department. “ISO 14001 is one of several tools we’re using to meet our climate ambitions and to help our customers reduce the environmental footprint of their supply chains.”
Singapore-based Global Centre for Maritime Decarbonisation (GCMD) and the International Association of Dry Cargo Shipowners (INTERCARGO) have signed a two-year coalition partnership to accelerate decarbonisation efforts in the dry bulk segment.
Dry bulk is the world’s largest shipping segment by tonnage and presents unique decarbonisation challenges, particularly for small and medium-sized owners operating unpredictable tramp trades. This new partnership combines GCMD’s technical insights and experience in executing pilots with INTERCARGO’s member reach and International Maritime Organization (IMO) engagement to help close critical adoption and operational gaps.
GCMD and INTERCARGO will collaborate to promote the adoption of energy efficiency technologies (EETs) among dry bulk shipowners and facilitate mutual knowledge exchange on advancements in low- and zerocarbon-fuelled dry bulk vessels.
Bulk carriers account for 42.7% of the world’s oceangoing fleet by deadweight tonnage. INTERCARGO represents more than one-third of global dry bulk tonnage through its membership. Dry bulk vessels often operate on a ‘tramp’ trade basis with irregular and unpredictable routes, which makes it challenging for these vessels to plan bunkering at ports that offer zero- or near-zero-emission (ZNZ) fuels. Global bunkering infrastructure also remains in development, with ZNZ fuels unlikely to be available at all ports in the foreseeable future.
While the industry works to scale ZNZ fuel availability and ready ports for their handling and bunkering, there is an urgent need to adopt pragmatic, near-term solutions, such as dropin biofuels, onboard carbon capture systems and EETs, to meet IMO’s decarbonisation targets.
To address this, GCMD is actively conducting pilots and trials to lower barriers for the broad market adoption of these solutions. With INTERCARGO’s operational expertise and member network, the partnership will help advance the deployment of these solutions across the dry bulk segment.
Shipowners often face challenges in deploying EETs due to fuel savings uncertainty and some face limited access to financing. GCMD is installing
sensors onboard vessels to validate fuel savings that will underpin Pay-AsYou-Save (PAYS), a financing model that GCMD is developing in parallel to link repayments to verified fuel savings. The collaboration aims to accelerate the uptake of EETs in this segment.
Professor Lynn Loo, CEO of GCMD, says: “This partnership offers a valuable opportunity to deepen our understanding of the dry bulk segment’s operational realities and work collaboratively to address gaps in meeting the industry’s decarbonisation targets. Through INTERCARGO’s consultative status at IMO, we hope to contribute to the development of global regulatory frameworks for maritime decarbonisation.”
“As the voice of the world’s largest shipping segment, INTERCARGO is committed to making decarbonisation work for all our members,” says Dimitris Monioudis, Technical Committee Chairman of INTERCARGO. “This partnership helps ensure practical, scalable technologies reach the companies moving most of the world’s essential cargoes. By combining GCMD’s strength in executing first-of-a-kind pilots with our members’ operational expertise and consultative status at the IMO, we can accelerate progress towards the industry’s decarbonisation targets.”
Coastal communities across the UK are to benefit from £30m funding to decarbonise shipping and power up local economies.
Awarded from the sixth round of the Clean Maritime Demonstration Competition (CMDC), successful companies will be given a share of funding to support the development of clean maritime fuels and technologies such as ammonia, hydrogen, methanol, solar and electric.
CMDC has provided more than £136m funding to date to 142 organisations, as part of the wider UK SHORE funding – the government’s flagship programme dedicated to decarbonising maritime – for more than 300 organisations, including 250 SMEs.
Successful projects include the installation of electric chargepoint networks across ports, the demonstration of an electric crew transfer vessel at Aberdeen Offshore Wind Farm and the demonstration of a green hydrogen shore power system at the port of Leith.
Making the funding announcement during a recent visit to Clydeport in Glasgow, Maritime Minister Mike Kane said: “It’s so exciting to see investment in green fuels and technologies spurring on skills, innovation and manufacturing across the UK, delivering on our Plan for Change missions to kickstart economic growth and become a clean energy superpower.
“We’ve charted a course to net zero shipping by 2050 and this £30m will be crucial in supporting the green fuels and technologies of the future, so we can clean up sea travel and trade.”
Chris Courtney, CEO, National Manufacturing Institute Scotland saids: “Clean maritime is a vital part of a wider mission to decarbonise transport. Advanced manufacturing is critical to enable companies to scale up novel solutions that deliver emissions reductions and allow the creation of new jobs in these industries of the future.
“We’ve spent the past two years working on the CMDC-funded MariLight
projects, led by Glasgow-based Malin Marine Consultants, part of the Malin Group, supported by industry partners, where we demonstrated how advanced manufacturing can cut lead times, lower carbon, and enable localised production in shipbuilding. It’s great to see continued momentum through the programme, and we look forward to supporting Smart Green Shipping’s journey as it scales up.”
Diane Gilpin, Smart Green Shipping CEO said: “CMDC3 support enabled SGS, a Scottish based business, to demonstrate the safety and robustness of FastRig, our Clyde built wingsails, and to build out our digital decisionmaking platform, FastReach, which underpins our unique wind-as-aservice proposition.
“It’s so exciting to see investment in green fuels and technologies spurring on skills, innovation and manufacturing across the UK”
use of precious materials while creating good green jobs as part of a sustainable just transition.”
The minister met with Peel Ports and local workers at Clydeport’s King George V Docks. Delivering £3m of investment to support the growing demand for handling huge wind turbine components for the renewable energy sector, Clydeport is keeping Glasgow’s shipbuilding heritage and manufacturing expertise alive, equipping it to meet the modern-day needs of the sector.
Jim McSporran, Port Director at Peel Ports Clydeport, said: “Our recent £3m investment in road infrastructure at King George V Dock to accommodate growing demand for handling wind turbine components, and our ongoing transformative work at Hunterston PARC in Ayrshire to support the renewables sector, demonstrate our commitment to decarbonising supply chains and enabling the transition to a greener economy.
“It’s fantastic to see government and industry working together to back innovation and today’s visit reinforces how Glasgow’s maritime legacy is helping to drive the UK’s clean energy future.
“Over the past three years SGS has invested £7.6mm in R&D, 60% of that in Scotland. We’ve drawn upon engineering design skills in adjacent sectors like renewables and oil and gas, and digital expertise created in Scotland’s vibrant tech community. We are also working alongside the National Manufacturing Institute of Scotland to design circular manufacturing solutions to reduce embedded emissions and minimise
Mike Biddle, Executive Director, Net Zero at Innovate UK, said: “Congratulations to the awarded projects from Round 6 of the Clean Maritime Demonstrator Competition –a great opportunity for UK innovators to take part in a world-renowned maritime transport R&D grant funding programme. Innovate UK looks forward to working with partners to support these projects focused on the ever-more prevalent issue of decarbonisation with emphasis on a range of physical, digital, system and skills-based innovation.”
Building on its commitment to clean up shipping and deliver on the UK’s climate ambitions, UK SHORE is also delivering £3.85m to the Clean Maritime Research Hub. Formed from a consortium of 13 universities across the UK dedicated to conducting scientific research in clean maritime, the funding will enable the hub to continue its important research, and
support the installation of a liquid hydrogen facility at Durham University.
The centre will develop the maritime sector’s understanding of the potential impact of liquid hydrogen –which is emission free – in the clean maritime transition.
Carbon Ridge has achieved an industry first with the successful launch of the world’s first centrifugal onboard carbon capture system (OCCS) aboard a commercial tanker.
The developer of onboard carbon capture and storage solutions for the maritime industry carried out the trial in partnership with Scorpio Tankers, on the STI SPIGA, an LR2-class product tanker, and began operations in July at Besiktas Shipyard, Turkey. It marks the first deployment of a centrifugal OCCS system in maritime operations.
Engineered specifically for marine settings, Carbon Ridge’s modular technology features a smaller design — up to 75% more compact than traditional systems — making it ideal for retrofits or integration into newbuild ships.
The system captures emissions from the ship’s exhaust, compresses and liquefies the CO2, and stores it safely onboard throughout the voyage.
Because it operates independently of fuel type, it provides shipowners with a flexible, future-proof option as global regulations around maritime carbon emissions continue to tighten.
“Unlike other CCS solutions, which are designed to be deployed on land and then adapted for ocean operation, we have specifically designed and developed this technology for the maritime industry,” says Chase Dwyer, CEO and Founder of Carbon Ridge.
“The centrifugal carbon capture system is unlike anything that has been deployed on a vessel before, and offers a cost-effective, flexible and modular solution to support the maritime industry in its decarbonisation efforts. Our ambition is to lead the way for CCS in shipping, and we are excited to see the results of this deployment with our partner Scorpio Tankers.”
“We’re proud to be part of this pilot project with Carbon Ridge, as they not only represent the leading edge of CCS technology but also have the requisite understanding of our industry to develop and implement practical solutions,” says Cameron Mackey, Chief Operating Officer of Scorpio Tankers. “We look forward to the results of the pilot and our continuing partnership as we face the challenges of decarbonisation for shipping.”
Few companies in the ballast water treatment (BWT) industry can claim as much history — or as much future potential — as Optimarin. Founded in 1994 in Norway, the company was one of the earliest movers in an emerging field that would go on to define environmental compliance for the global shipping fleet.
Long before International Maritime Organization (IMO) and United States Coast Guard (USCG) approvals became mandatory, Optimarin was already working on UV- and filtration-based treatment systems designed to protect marine ecosystems from invasive species. Thirty years later, with more than 2,000 systems sold worldwide, Optimarin has built a reputation as one of the most trusted names in ballast water treatment.
But Optimarin’s leadership is not just a story of the past. This year saw the introduction of its nextgeneration Optimarin Guardian system — a BWTS that brings together the best of Optimarin and Hyde Marine technologies.
The ballast water treatment sector is relatively young, but Optimarin is one of its veterans. The company has been active since 1994 and was among the first suppliers to achieve both IMO and USCG type approval.
Its installed base — now exceeding 2,000 systems, including those gained through the Hyde Marine acquisition — provides a strong proof point for shipowners, designers, and yards looking for a supplier with staying power.
“Optimarin offers a reassurance that newer players simply cannot match”
Experience counts in this market. Owners want systems that keep vessels compliant, crews safe, and downtime to a minimum. A company that has been through three decades of regulatory shifts and technical challenges offers a reassurance that newer players simply cannot match.
With systems operating reliably for decades in some of the harshest marine environments, Optimarin has consistently proven that its technology stands the test of time.
While Optimarin’s legacy is significant, the company is also positioning itself firmly for the future. In Q3 2026, it will roll out the first Optimarin Guardian systems, a hybrid of Hyde Marine and Optimarin technology designed to cover flow rates from 60 to 3,000 m³/h.
The Guardian project is a direct outcome of Optimarin’s 2024 acquisition of Hyde Marine’s ballast water treatment business. Optimarin Guardian is expected to open up new markets both in the Fishing- and Yacht-segments, as well as making Optimarin a perfect match also for larger vessels.
Flexibility has long been a hallmark of Optimarin’s product offering. Its modular designs make installations easier on both newbuilds and retrofits, while the systems’ chemicalfree operation reduces complexity for crews.
Owners that require more comprehensive support increasingly look to Optimarin’s turnkey solutions. In such projects, Optimarin acts as the
single point of contact for delivery, engineering, and installation.
Several recent retrofit projects have demonstrated how this turnkey model can reduce stress for owners and shorten installation schedules significantly. For owners, this translates not only into shorter schedules, but also into reduced costs — from optimised use of existing piping to lower operational expenditure over the lifetime of the vessel.
As the BWT sector consolidates, Optimarin stands out for remaining independent. While many competitors are part of larger industrial conglomerates, Optimarin continues to operate as a specialised, focused supplier.
This independence gives the company an agility that larger corporations sometimes lack. Decision-making is faster, customer relationships are closer and support can be more responsive.
Optimarin is big enough to deliver globally, but small enough to care about each individual project. That combination is rare.
While ballast water treatment is often discussed in terms of compliance and regulation, the day-to-day reality belongs to the crews who operate the systems. For them, Optimarin has
placed usability and safety at the heart of its design philosophy.
The company’s UV + filtration technology eliminates the need for hazardous chemicals, reducing both operational complexity and risk. Systems are straightforward to operate, supported by intuitive controls and remote assistance via OptiLink. Maintenance requirements are minimal, and training can be completed quickly — a critical advantage for fleets where crew turnover is frequent.
By focusing on the human factor as much as the technical, Optimarin ensures that compliance does not come at the expense of workload or safety onboard. For operators, that makes Optimarin not just a regulatory solution, but a practical one.
Optimarin’s commitment extends well beyond the initial installation. In recent years, the company has invested heavily in lifecycle services designed to minimise downtime and maximise vessel availability.
Two key initiatives include:
• OptiLink: A digital remotesupport platform that connects crews directly with Optimarin experts for fast troubleshooting.
• OptiShop: An online spare parts portal that makes ordering straightforward and transparent.
At the same time, Optimarin continues to prioritise its global service network
and rapid spare parts logistics. The aim is simple: to ensure every Optimarin system remains fully compliant and every customer feels supported, wherever their vessel may trade.
For Optimarin, ballast water treatment is not only about regulatory compliance but about environmental responsibility. From its foundation, the company’s stated mission has been to protect marine ecosystems.
Optimarin systems rely solely on filtration and UV light, avoiding the use of chemicals that could introduce new risks into the marine environment. With more than 2,000 installations in operation, the cumulative impact is significant: every day, these systems help stop the transfer of invasive species between ecosystems.
Equally important, Optimarin’s approach eliminates the risks and hidden costs of chemical handling for crews and operators, further reinforcing its position as a safe and sustainable choice.
As Optimarin moves into its fourth decade, the company’s focus remains clear: combining proven expertise with fresh innovation to shape the future of ballast water treatment.
For shipowners and yards, the message is one of continuity and confidence. A supplier that has been there from the beginning, that continues to invest in innovation, and that remains independent and agile, is positioning itself for another 30 years of impact.
Founded: 1994, Stavanger, Norway Systems sold: 2,000+
Technology: Filtration + UV, chemical-free
Capacity range: 60–3,000m³/h
Services: retrofit, newbuild, turnkey delivery
For more information: Email: sales@optimarin.com Web: optimarin.com
Meet the D-2 standard with speed and certainty. FastBallast delivers accurate, on-the-spot ballast water testing designed for real operational demands. IMO approved and relied upon worldwide, it keeps vessels moving smoothly while ensuring strict regulatory compliance every time.
Ballast water treatment systems enter the luxury yacht market, plus DNV highlights the approval of electronic Ballast Water Record Books
Water treatment specialist BIO-UV Group has supplied its BIO-SEA ballast water treatment system to French shipbuilder Chantiers de l’Atlantique for operation aboard the first in a series of Accor-operated luxury sailing yachts
Factory acceptance trials for the chemical-free BIO-SEA B01-0135 unit were successfully completed, with installation aboard the first Orient Express Sailing Yachts vessel taking place at the St Nazaire shipyard.
When the yacht is operational next year, the UV-based BIO-SEA system will be treating water flow rates up to 135m3/h. A sister vessel, scheduled for delivery in 2027, will also be fitted with a similar B-type BIO-SEA unit.
At 220m long and with gross tonnage of 26,200gt, Orient Express will be the world’s largest contemporary sailing yacht and the first to deploy the shipbuilder’s inhouse designed SolidSail wind sail system. This features three 100m tall lightweight masts each of which will be rigged with 1500m2 Solid Sail/ AeolDrive rigid but foldable sails.
Commenting on the significance of the order, Maxime Dedeurwaerder, BIO-UV Group’s Sales Director for Solutions, explains that it underscores not only the shipowner’s commitment to decarbonisation, but also BIO-UV Group’s focus on sustainability.
“Our ballast water treatment systems resonate with environmentally conscientious shipowners and builders because of the compact, low energy consuming reactor technology we have developed. The BIO-SEA ‘B’ unit for the Accor ships, for instance, needs only one UV reactor, optimising space and energy saving efficiency without any impact on ballast water treatment performance to limit invasive species proliferation,” he says.
Arnaud Le Joncour, Senior VP Sales and Marketing at Chantiers de l’Atlantique, says: “Chantiers de l’Atlantique has good experience with BIO-UV Group’s BIO-SEA ballast water treatment systems, with more than 20 installations over the past decade or so. The BIO-SEA technology combines mechanical filtration and UV disinfection providing chemical-
free treatment compliant with both International Maritime Organization and United States Coast Guard regulations, which was an important consideration for the operational scope of the Accor sailing yachts.”
With treatment capacities ranging from 100 to 500m3/h, the BIO-SEA B Series automatically regulates the UV dose according to the water quality. Treatment performance is not affected by water temperature or salinity and since no chemicals or active substances are used in the treatment process, deballasting can be carried out without detriment to the marine environment.
A BIO-SEA ballast water treatment system can also benefit from the French water treatment specialist ‘warranty for life’ policy, which assures
DNV has highlighted the approval of electronic record book system and ship-specific declaration for using electronic Ballast Water Record Books (BWRBs), from 1 October 2025.
Regulation B-2 of the BWM Convention permits the use of electronic record books, and MEPC 80 has adopted MEPC.372(80) providing guidelines for their implementation.
Moreover, MEPC 81 has adopted MEPC.383(81) amending Regulations A-1 and B-2 of the BWM Convention to include the use of electronic BWRBs.
This amendment to Regulations A-1 and B-2 is mandatory from 1 October 2025 and requires the following:
• The approval of an electronic BWRB based on the guidelines provided by MEPC.372(80) if replacing the hard-copy record book by an electronic one
“Our ballast water treatment systems resonate with environmentally conscientious shipowners and builders”
ship operators of the through-life robustness, reliability, and performance of their installations.
Valid with a three or five-year aftermarket service agreement, the warranty is contingent on a BIO-SEA system being installed and operated in full compliance with the operation and maintenance manual; that servicing is undertaken by a certified BIO-UV technician; and that any replacement parts or consumables are supplied directly from BIO-UV Group or its official network.
• A ship-specific declaration to be carried on board confirming that the installation of the electronic BWRB meets the requirements of the International Maritime Organization guidelines
The declaration may be issued by the flag administration or by DNV, where authorised by the flag administration. Some flags have already confirmed that they have no objection to an early implementation of the approval of electronic BWRBs.
DNV is prepared to approve electronic recording systems and is updating the DNV class programme DNV-CP-0569 to include type approval of electronic systems for BWRBs.
DNV is also prepared to perform ship-specific surveys for approving the use of the electronic BWRB on board ships prior to issuing the declaration, where authorised by the flag. The Liberian administration approves electronic BWRBs and issues declarations for them directly.
To follow up the requirement of a declaration in the case that an electronic BWRB is used, DNV will issue a ‘Retroactive Requirement’ (RR Ref.1034m) in early 2025 under ‘Vessel
Status’ in Veracity to all ships with an approved BWMP.
DNV recommends keeping these four actions in mind:
1. Update BWRBs to comply with the new requirements for BW record-keeping and reporting, effective from 1 February 2025.
2. Ensure your electronic recording system is approved by flag or type approved by DNV/ other RO when using electronic recording system following the guidelines in Res. MEPC.372(80).
3. Get the declarations for electronic BWRBs by 1 October 2025 or earlier if advised by the flag administration.
4. Order a survey via My Services if flags accept early approval.
The member Authorities of the Tokyo and the Paris Memoranda of Understanding (MoU) on Port State Control will launch a joint concentrated inspection campaign (CIC) on Ballast Water Management from 1 September to 30 November.
The purpose of the campaign is to determine if ships meet the mandatory requirements for Ballast Water Management (BWM) as prescribed in the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004 (BWM Convention).
This 2025 campaign has been initiated in order to promote the effective and consistent implementation of the BWM Convention.
Port State Control Officers will use a pre-defined questionnaire in order to assess that the BWM requirements in the respective areas are met.
The questions asked will be:
» Is a valid International Ballast Water Management Certificate (IBWMC) on board?
» Is the approved Ballast Water Management Plan (BWMP) on board?
» Is the BWMP up to date to reflect the applicable requirements to manage Ballast Water as required by the Convention?
» Are officers and crew familiar with their duties in the implementation of the BWMP?
» Is the Ballast Water Management System (BWMS) approved by the administration/organisation, as appropriate?
» Is the BWMS operational?
» Was the Ballast Water managed according to the BWMP?
» Is the Ballast Water Record Book (BWRB) properly filled including exemptions if granted?
» Is the crew managing Ballast Water sediments in accordance with the BWMP?
» If an exemption has been granted, are the conditions of exemption implemented?
The inspection campaign will be held for three months, commencing from 1 September 2025 and ending 30 November 2025. A ship will be subject to only one inspection under this CIC during the period of the campaign.
Port State Control Officers will use a pre-defined questionnaire to assess that the BWM requirements in the respective areas are met.
If any non-conformities are found, actions by the port State may vary from recording a deficiency and instructing the Master to rectify it within a certain period of time, to detaining the ship until the serious deficiencies have been rectified. Inspection results will be published on the websites of the Tokyo and Paris MoU.
The results of the campaign will be analysed and findings will be presented to the governing bodies of both MoUs for possible submission to the International Maritime Organization.
Optimarin has unveiled its latest ballast water treatment system (BWTS), Optimarin Guardian. Designed to meet the evolving needs of vessel operators – especially in light of geopolitical uncertainty and rising energy costs – Guardian combines high treatment efficiency with low power consumption and reduced lifecycle cost.
The launch is part of Optimarin’s broader strategy to respond to
changing market dynamics through increased supply chain flexibility, expanded service offerings and an enhanced technology portfolio following the acquisition of Hyde Marine’s UV BWTS technology.
“Guardian reflects what the market is asking for: flexibility, reliability, and predictable costs,” says Tonje Olafsen, VP Sales and Projects. “Shipowners and yards are under pressure. With Guardian, we offer a cost-effective and compliant solution backed by the service reach and engineering depth Optimarin is known for.”
The new system is optimised for large vessel segments, but will also be available in a compact 60 m³/h version, making it suitable for smaller vessels such as fishing boats and yachts – an expansion that broadens Optimarin’s addressable market.
Guardian leverages Optimarin’s proven technology while significantly improving energy efficiency. Early feedback from selected pilot installations has indicated measurable performance gains in both power usage and operational uptime.
Supply chain disruptions remain a top concern across maritime sectors. Optimarin has implemented a flexible, regionally distributed parts sourcing model that minimises delivery delays and supports localised service in key regions such as Europe, Asia and the Middle East.
“We’ve spent the past few years quietly building redundancy into our supply chain,” says Olafsen. “Now that global logistics are under strain, we’re able to maintain delivery reliability while competitors struggle.”
In addition to launching Guardian, Optimarin is emphasising its service model as a key differentiator. With a global team of experienced field engineers and an unparalleled service support, the company has introduced tailored service agreements aimed at helping operators minimise downtime and gain better visibility into long-term maintenance costs.
The firm reports increasing uptake of these agreements, particularly from owners seeking predictability in the face of tightening margins and stricter compliance timelines.
A forthcoming inspection period will act as a stress test for every vessel’s operational readiness and compliance culture, particularly as new regulatory expectations take effect, and industry-wide deficiencies persist, says Tommi Vihavainen, Director of Development at NAPA.
When the Port State Control (PSC) conducts its annual Concentrated Inspection Campaign (CIC) from 1 September to 30 November this year, it will be focusing on ballast water management. Inspectors, under the Paris and Tokyo Memoranda of Understanding (MoU), and likely beyond, will focus on ballast water record-keeping, system performance and documentation consistency.
Thorough records required
Each year, concentrated inspection campaigns target areas where the risk of non-compliance is high, but 2025 will be the first time the CIC spotlight falls on ballast water management. This may seem like another compliance check in the maritime calendar, but if PSC officers identify deficiencies during the CIC, your vessel could be detained or fined.
Ballast water record-keeping has emerged as one of the most significant areas of concern. According to data reported by the Paris MoU (image 1), 58% of non-compliance deficiencies in ballast water management are directly linked to poor record-keeping or administrative errors.
The issue is not limited to clerical mistakes though. In recent years, PSC inspections have flagged widespread inconsistencies between recorded entries and actual ballast operations, discrepancies between logbooks and onboard systems, and the use of outdated record book versions.
DNV’s statistics from 2024 and early 2025 corroborate this trend, identifying record book mismatches, missing flag state approval letters for electronic systems, and unreported ballast water management system (BWMS) malfunctions as recurrent findings. As these gaps compound, so do the risks –for crews, for owners, and for the bottom line.
The scope of the 2025 CIC reflects a broader shift in the way maritime compliance is enforced. Where inspections once zeroed in on technical malfunctions, today’s PSC authorities are increasingly concerned with operational behavior, documentation discipline, and crew awareness.
In such an environment, the traditional record-keeping model – whether paper-based or isolated digital logs – is simply not fit for purpose. Even when electronic systems are in place, compliance failures still occur if those systems aren’t configured to current standards, connected to onboard data sources, or recognised by flag authorities.
These inspections come at a time when regulatory complexity is expanding fast. What makes this time particularly challenging is the convergence of regulation, inspection pressure, and operational workload.
The latest amendments to the Ballast Water Management Convention were approved at MEPC 82 and came into force in February 2025. They placed renewed emphasis on the clarity, accuracy, and completeness of ballast water records. The updates require more detailed maintenance tracking, clearer documentation of contingency measures during system malfunctions, and verifiable crew familiarity with ballast water management protocols.
MEPC 83 has continued this trajectory by reinforcing data reporting requirements across the board, from GHG emissions to ballast water handling, and creating a compliance landscape where paperwork and performance are increasingly inseparable. For shipowners and managers, this means rethinking the tools used to manage compliance and moving beyond fragmented or manual approaches.
Beyond the checklist, the 2025 CIC questionnaire will delve into the root causes of recurring ballast water management deficiencies – covering not only system documentation and operability, but also crew proficiency. PSC officers will expect crews to demonstrate that they can run the BWMS as intended, from routine maintenance to implementing procedures for challenging water quality (CWQ) set out in the vessel’s Ballast Water Management Plan.
Crews already shoulder the demands of voyage planning, safety management, emissions monitoring, and now an escalating volume of environmental compliance tasks.
A BWMS alone won’t pass inspection. Both the system and the people operating it must be fully prepared if vessels are to avoid costly detentions or delays. With this backdrop, leading ship operators are increasingly turning to integrated digital solutions, such as NAPA Logbook, to simplify ballast water record-keeping, support environmental reporting in line with MARPOL, EU-MRV, EU ETS and IMO-DCS, and enable the people onboard and onshore to best support compliance.
Importantly, comprehensive digital solutions also help crews capture critical maintenance actions, log contingency operations in case of BWMS malfunction, and maintain full traceability with time-stamped entries and digital signatures. This level of automation and standardisation not only reduces the administrative burden on crews but also helps ensure that vessels are continuously inspectionready, whether for a routine PSC check or a full-scale CIC audit.
Digital solutions, when integrated with shoreside platforms like NAPA Fleet Intelligence, can also help connect the ship to shore. This makes shipboard data, such as BWMS data, part of a wider compliance and performance ecosystem.
Logs can, for example, be shared in real-time with technical managers and independent verifiers such as DNV’s Emission Connect. This eliminates the need for redundant data entry, reduces reporting cycles, and establishes a single source of truth that can be utilised for compliance documentation, emissions accounting, and informed strategic decision-making.
The 2025 PSC CIC serves as a timely reminder that ballast water compliance is about fostering a culture of accountability and preparedness. Shipowners who adopt digital compliance tools are not only future-proofing their operations, but they are also freeing up resources, reducing risk and enabling their crews and managers to focus on what truly matters: operating safe, efficient, and clean ships.
As we focus on simplifying and streamlining technical and complex regulatory requirements, we must not lose sight of this bigger picture either. At its heart, this is a story about ensuring the seafarers that are the backbone of international shipping can have a productive, fulfilling and manageable workplace where they are not exposed to the risks of regulatory non-compliance. It is also a story of crucial environmental protection.
We must not forget that effective ballast water management is vital to halting the spread of the invasive aquatic species that can wreak havoc on marine ecosystems worldwide.
Tommi Vihavainen, Director of Development at NAPA
“ Comprehensive digital solutions help crews capture critical maintenance actions, log contingency operations in case of BWMS malfunction and maintain full traceability with timestamped entries and digital signatures ”
Global Strategic Alliance (GSA) Kingdom of Saudi Arabia, a major player in the region’s maritime sector, faced the challenge of adhering to the stringent International Maritime Organization (IMO) Ballast Water Management (BWM) Convention’s D-2 standard. This standard, designed to prevent the spread of invasive marine species, introduced operational hurdles including tight testing schedules and the need for rapid, accurate results during Port State Control (PSC) inspections.
For GSA, affiliated with major shipping agencies, ensuring efficient vessel movement while maintaining strict compliance was paramount. Recognising the limitations of traditional testing methods, GSA sought a solution that would streamline operations without compromising accuracy. Its selection of Chelsea Technologies’ FastBallast, a cutting-edge ballast water Compliance Monitoring Device (CMD) device, marked a pivotal moment.
This case study delves into how GSA leveraged FastBallast to
revolutionise its compliance processes, achieving significant improvements in operational efficiency and solidifying its market leadership.
The IMO has introduced stringent regulations for ballast water discharge, aiming to prevent the spread of invasive species and harmful microorganisms around the world.
The D-2 standard, which sets strict limits on viable organisms and harmful microbes, poses significant operational
challenges for vessels and port authorities, such as:
» Ensuring compliance testing aligns with tight schedules and operational demands.
» Avoiding health and safety issues and cost implications associated with traditional methods involving filters and chemicals.
» Maintaining rapid and accurate results during PSC inspections to prevent delays or fines.
GSA, affiliated with all major shipping agencies in Saudi Arabia, sought a solution to reliably meet IMO standards while maintaining operational efficiency.
Since 2017, GSA has performed more than 12,000 ballast water sampling analyses using FastBallast.
“At GSA, we partnered with Chelsea Technologies for their industryleading innovation and cutting-edge technology,” says Adnan Bahamdein, CEO at GSA. “FastBallast, their ballast water sampling device, demonstrated exceptional efficiency and reliability, perfectly aligning with our commitment to operational excellence.
“Since 2017, FastBallast has supported our operations by delivering accurate, near-instantaneous data without substantial issues.
“This partnership has allowed us to maintain our rigorous schedules, ensuring smooth and efficient operations while reinforcing our competitive edge in the market.”
FastBallast was developed to measure extremely low concentrations of phytoplankton cells with unmatched accuracy. Today, it sets the benchmark for CMDs, combining cuttingedge science with practical, realworld usability
At the core of FastBallast is Chelsea Technologies’ STAF (Single Turnover Active Fluorometry) technology, which can detect living phytoplankton with exceptional sensitivity, providing a detection limit of < 1 cell/mL.
Further, the patented measurement approach provides accurate results that are independent of cell size. Key features include:
» Rapid results in under 10 minutes –no delays to vessel operations.
» No chemicals – reducing health, safety, and environmental risks.
» Compact and robust – ideal for pilot boats, large vessels, and port authorities.
» Greater confidence than lab analysis – accurate, objective results every time.
» Providing clear, on-site data, FastBallast ensures ballast water treatment systems are performing effectively, supporting both compliance and marine ecosystem protection.
Using FastBallast, GSA has been able to achieve significant improvements in both compliance and operational efficiency, including:
» On-site testing without disrupting vessel schedules, enabling
faster port turnaround times and streamlining operations.
» Verify compliance to IMO D-2 standards ahead of PSC inspections, supporting consistent and confident regulatory performance.
» Reduced operational risks by removing chemicals and filters from testing.
» Enabling operators to protect schedules, reduce costly delays, and demonstrate a proactive commitment to environmental stewardship, strengthening both commercial performance and reputation in a highly regulated market.
“Partnering with Chelsea Technologies has been a game-changer for GSA. The FastBallast device has revolutionised our ballast water sampling analysis, providing accurate and reliable data almost instantaneously,” says Bahamdein. “Its swift performance has empowered our technicians to meet and exceed stringent timelines, ensuring smooth and efficient operations.
“This innovative solution has not only enhanced our operational efficiency but also given us a significant competitive edge, helping us maintain our market position while contributing to marine environmental preservation.
“We are proud to uphold our commitment to innovation and environmental stewardship through this exceptional partnership.”
For more information, visit: chelsea.co.uk
Portside operations reflecting the critical role of reliable marine monitoring.
Alternative-fuelled vessels are keeping the order books busy, plus a three-year investigation concludes clean hydrogen can power the way in the UK’s ports
Ordering of alternative-fuelled vessels is continuing to grow in 2025, despite a slowdown in the overall newbuild market.
According to data from DNV’s Alternative Fuels Insight (AFI) platform, new orders for alternative-fuelled vessels reached 19.8 million gross tonnes (GT) in the first six months of 2025, exceeding the 2024 figure by 78%. This marks a significant shift in capital allocation, as shipowners increasingly prioritise future-ready assets in response to regulatory pressure, fuel availability, and longterm decarbonisation goals.
A total of 151 alternative-fuelled vessels were ordered in the first half of 2025, slightly behind the 179 orders placed during the first six months of 2024. Even so, the overall GT has increased markedly, showing a 78% year-on-year growth driven mainly by activity in the container segment, but with notable orders also in the bulker, tanker and RoPax segments. This concentration suggests that some of the industry’s most commercially exposed and operationally complex segments are now leading the charge, reinforcing the view that alternative fuels are no longer a fringe strategy, but a mainstream investment decision.
Knut Ørbeck-Nilssen, CEO Maritime at DNV, comments: “We’re seeing a broader shift take hold across the industry. The energy transition is no longer driven solely by first movers – it’s now being shaped by a second wave of shipowners who are integrating alternative fuels and technologies into their core strategies. Even in a slower newbuild market, fuel choices are diversifying, and decarbonisation is becoming embedded in everyday decision-making. We expect that fuel choices and energy efficiency investments will accelerate as the regulatory framework becomes clearer over the next four-10 months.”
LNG was the clear fuel of choice, accounting for 87 new vessels ordered, totalling 14.2 million GT so far in 2025. The fuel remains dominant in the container segment, with 13.6 million GT (81 vessels). Methanol has also shown strong momentum, with 4.6 million GT (40 vessels) ordered across the
container, RoPax, tanker, offshore, and car carrier segments.
Ammonia and hydrogen, while still niche, continue to register activity, suggesting early-stage confidence in their long-term potential. Three ammonia-fuelled vessels were added to the orderbook, primarily in the tanker and general cargo segments (37,000 GT total). Hydrogen made a return with four vessels (114,000 GT) currently on order.
“Fuel choices are diversifying and decarbonisation is becoming embedded in everyday decisionmaking”
Jason Stefanatos, Global Decarbonization Director at DNV, adds: “The data reflects a sector that is actively recalibrating. We’re not seeing a slowdown in ambition, but rather a more measured approach to investment – one that balances optionality, compliance readiness, and long-term fuel strategy. As shipowners weigh compliance strategies, the upcoming fuel intensity rules, which form part of the International Maritime Organization’s (IMO) Net-Zero Framework, are expected to accelerate this shift. We’re watching closely to see how this will be reflected in future ordering behaviour, particularly as fuel availability and infrastructure evolve, and we get further regulatory clarity when IMO’s lifecycle assessment guidelines are decided.”
Supporting infrastructure is also evolving in parallel with vessel investments. In the first half of 2025, 13 LNG bunkering vessels were ordered,
compared with 62 in operation globally, with February marking the strongest month for this segment with eight orders. This growth reflects a steady alignment between alternative-fuelled vessel orders and the supporting logistics required to scale their use, particularly for LNG, where bunkering capacity is becoming a critical enabler of continued adoption.
A consortium led by the UK’s largest port, the Port of London Authority (PLA), has concluded a three-year programme investigating the Maritime Hydrogen Highway, which proves clean hydrogen can power the maritime sector safely, affordably and at scale.
Funded by Maritime Research and Innovation UK (MaRI-UK), supported by the Department for Transport, the £1.2m project explored the entire hydrogen supply chain – from offshore production and shipping to safe portside handling and refuelling – with the goal of accelerating the UK’s transition to net zero.
Reaching net zero by 2040 is part of the PLA’s long-term strategy, Thames Vision, and the transition to low- and zero-carbon fuels on the river is key to achieving this ambition.
PLA CEO Robin Mortimer says: “This programme is about taking a lead on maritime decarbonisation. From floating wind to autonomous hydrogen vessels, we’ve demonstrated that that there is a theoretically viable option for green hydrogen generation and transportation, using existing infrastructure. It also highlighted the essential requirements for a regulatory framework, investment and collaboration to enable this energy transition, which is core to future decarbonisation.”
Key findings show that green hydrogen produced from UK-owned floating wind farms can be delivered by autonomous vessels to ports like London’s and used to power everything from port equipment and vessels to HGVs and local logistics fleets. What’s more, it can do so at nearly half the cost of other sources of hydrogen. The project found that this model:
» Cuts greenhouse gas emissions across maritime and landbased transport
» Reduces the need for pipeline infrastructure by using mobile container transport
» Produces hydrogen at £6–£7 per kilogram, compared to £14 via other sources
MarRI-UK’s Director, Sarah-Louise Keegan, says: “MarRI-UK is proud to have supported the Hydrogen Highway project, which has laid vital groundwork for decarbonising the UK’s maritime sector. By demonstrating how clean fuels and smart technologies can be integrated into port and shipping operations, it offers a clear path toward a lowcarbon future. This forward-looking collaboration highlights the critical role of coordinated investment and innovation in meeting our climate commitments.”
The Hydrogen Highway was led by PLA with contributions from OS Energy, University of Strathclyde, University of Kent, University of Birmingham, Newcastle Marine Services and ORE Catapult, plus the Health and Safety Executive, which advised on safety and regulation.
Together, they tackled seven interconnected work packages, from developing autonomous vessels and port integration frameworks, to mapping demand across the Thames and building economic models for UKwide hydrogen rollout.
Mortimer concludes: “Hydrogen presents a huge opportunity for the UK’s port cities. This work shows how we can use our existing infrastructure and natural resources to deliver low-carbon energy exactly where it’s needed.
“For the Port of London, it also supports our path to sustainable growth, supporting jobs, trade and innovation while cutting emissions on the river and beyond.”
While the technology is ready, the project also identified urgent regulatory and investment gaps. The PLA and partners are now calling for:
» A clear UK regulatory framework for hydrogen maritime operations.
» Investment support for early-stage hydrogen port infrastructure.
» Continued cross-sector collaboration to build a commercially viable hydrogen economy.
Canadian company Seaspan Energy and Anew Climate have entered into a strategic agreement to offer delivery of renewable liquefied natural gas (R-LNG) to customers on the North American West Coast.
As part of the service offering, Anew will supply renewable natural gas (RNG) certified by the International Sustainability and Carbon Certification (ISCC) and provide pre-audit services to Seaspan required for ISCC certification. The RNG will comply with global standard frameworks such as the International Maritime Organization’s (IMO) Net-Zero Framework and the FuelEU Maritime Regulation in the European Union.
This collaboration represents a first-of-its-kind initiative on North America’s West Coast, offering a more sustainable fuel option for shipowners. The initiative builds on the first bio-LNG bunkering in the US that Anew Climate – then known as Element Markets –facilitated in 2021.
Seaspan Energy is a market leader on the West Coast for ship-to-ship marine bunkering of liquefied natural gas. In partnering with Anew Climate, Seaspan will expand its portfolio of offerings to include ISCC-certified R-LNG to customers all along the West Coast. This service offering will be among the first to target delivery of
ISCC-certified lower carbon marine fuel at scale.
The initiative aligns with emerging guidance from the IMO, which has preliminarily approved measures to encourage emissions reductions like those associated with the use of alternative fuels such as R-LNG.
“At a time when global shipping is under pressure to decarbonise, this partnership brings together two innovators committed to advancing sustainable solutions,” says Andy Brosnan, President, Anew Climate Low Carbon Fuels.
“By combining Anew’s expertise in RNG with Seaspan’s marine logistic capabilities, we’re offering a marketleading approach to help shipowners meet evolving emissions requirements and reduce their environmental impact without compromising performance.”
“We’re proud to collaborate with Anew Climate to forge a new path for lower-carbon marine fuel. This partnership supports our goal to provide cleaner energy solutions to the maritime industry and demonstrates our dedication to innovation and environmental leadership,” says Harly Penner, President, Seaspan Energy.
The partnership marks a significant step forward in delivering scalable, lower-carbon solutions to the maritime industry and accelerating the shift to a cleaner energy future. Anew Climate and Seaspan will work together to identify and develop commercial opportunities that promote the adoption of lower-carbon fuels, with a focus on delivering ISCC-certified R-LNG to ships throughout the region.
Ship maintenance group Meyer RE has established a strategic partnership with Everllence to advance methanol retrofit solutions in the maritime industry. This partnership marks a significant step towards reducing the sector’s carbon footprint while ensuring operational efficiency and compliance with stringent environmental regulations.
The collaboration focuses on the retrofitting of existing Everllence fourstroke engines and vessels, providing a practical and scalable solution for shipping companies transitioning towards greener fuel alternatives. By leveraging the combined expertise of both companies, this initiative aims to set new industry standards for sustainable maritime operations.
“By concluding this Partnership Frame Agreement, we are laying the foundations for strong, trusting, and sustainable cooperation – a joint path to and for a greener future,” says Bernd Siebert, Head of Retrofit & Upgrade at Everllence. “With our methanol retrofit packages, we offer our customers an economically attractive opportunity to convert their older engines to a futureproof engine type. Together with Meyer Re, we will now develop a holistic concept for retrofitting the entire ship system.”
Henning Jongebloed, Head of Sales at Meyer Re, adds: “The challenges for cruise ships are substantial. Retrofitting cruise vessels is a relatively new concept, as these ships function like small cities with complex subsystems. A holistic approach is necessary – changing an engine or fuel alone is not enough. That’s why teaming up with experienced partners is crucial to ensuring that the entire system functions seamlessly.”
The partnership aims to develop a comprehensive roadmap outlining the technical and operational steps required for the transition to methanol as a primary fuel source. This includes vessel retrofitting, infrastructure development for methanol fuelling, and the establishment of industry-wide safety standards and best practices.
Bernhard Schulte Shipmanagement (BSM) has launched its first methanol bunkering simulator at its Maritime Training Centre in Kochi, India, in partnership with maritime technology leader Wärtsilä. This state-of-the-art training platform equips seafarers with essential knowledge and hands-on skills to safely handle methanol as fuel, with an ammonia bunkering simulation module to follow in early 2026.
This initiative is part of BSM’s broader strategy to future-proof its training capabilities and ensure operational readiness and safety for the new generation of low- and zero-carbon vessels. “The maritime decarbonisation depends not just on new technologies, but also on the people who operate them. Their capabilities are the foundation for safe and efficient vessel operations and a successful energy transition,” says Sebastian von Hardenberg, CEO of BSM.
The new simulator in Kochi is just the beginning. By the end of 2025, two additional methanol bunkering simulators will be commissioned at BSM’s Maritime Training Centres in Poland and the Philippines, significantly expanding the company’s ability to deliver high-impact alternative fuel training worldwide.
In Q1 2026, BSM will further enhance its simulator in Kochi with
a dedicated ammonia training setup. This is rounding out comprehensive simulation coverage through the already existing liquefied natural gas hub training as well as methanol and ammonia – the three primary alternative fuels driving maritime decarbonisation.
BSM’s proactive investment in simulation technology and crew training is directly aligned with developments of its managed fleet. BSM will take over the management of its first methanol-fuelled ships this year – making this training and upskilling efforts a critical foundation for safe, compliant operations. And it is certain that demand will continue to rise: there are currently around 60 methanol-fuelled vessels in operation worldwide. Based on current orders, more than 350 methanol ships are expected to be in operation by 2030.
“We must be prepared for a multifuel future,” says Captain Gurpreet Singh, Group General Manager, Training and Development at BSM. “The new Wärtsilä simulator will allow our seafarers to train in a realistic, risk-free environment, preparing them for the complexities of methanol, and soon ammonia, bunkering operations with precision. It’s not just technology investment—it’s a commitment to competence and safety.”
“We are proud to support BSM in advancing maritime safety and
sustainability,” says Johan Ekvall, Director Simulation and Training at Wärtsilä. “Our simulator provides a realistic and technically accurate environment to prepare crews for methanol operations – and the future of green shipping.”
Recognising that this transition also requires new skills for instructors, BSM is investing in training its trainers as well, for example by participating in the world’s first Train-the-Trainer programme on Alternative Fuels for Sustainable Shipping, held in April in Shanghai and organised by the International Maritime Organization (IMO) and World Maritime University.
This ensures that BSM’s in-house experts are aligned with the latest global standards and methodologies and skilled to equip ship crews with the knowledge and practical skills required to safely and efficiently handle methanol and ammonia as marine fuels in line with the IMO’s IGF Code.
In this context, BSM has developed a range of training courses aimed specifically at safe handling of the new fuels. In addition to familiarisation courses on methanol and ammonium as a fuel, the programme also includes special methanol firefighting courses and simulation-based bunkering courses.
The Wärtsilä TechSim 5000, built on the TechSim 9 platform and certified by ClassNK for both basic and advanced IGF Code training features a comprehensive simulation of methanol fuel systems, including:
» Dual bunkering stations with liquid and vapour return lines
» Real-time monitoring of multiple storage and service tanks
» Low-pressure pump skids, nitrogen systems and fuel valve trains
» Integrated automation system with interactive controls
» 3D visualisation of bunkering stations and prep rooms
» Emergency shutdown systems and alarm management
» A suite of e-tutor scenarios covering bunkering, troubleshooting, and emergency response
London-based green infrastructure provider Elire Infra has secured funding to explore the use of hydrogen for powering port operations.
Funded by Innovate UK’s CMDC6 programme (Strand 2), Elire Infra will conduct a feasibility study into its pioneering Hydrogen Floating Power Hub, scheduled for first deployment in Greenwich, London in autumn 2025.
The Integrated Floating Power Hub is a scalable, off-grid energy platform that combines hydrogen storage, renewable power and smart microgrid systems to deliver zero-emission energy to both ocean-going and inland vessels.
Over the next decade, Elire Infra aims for its Power Hubs to eliminate 500,000 tonnes of CO2emissions.
The feasibility study will explore the technical and commercial viability of using hydrogen as the primary energy source for powering large vessels and port operations.
Elire Infra’s Power Hubs combine hydrogen with other renewable energy sources such as solar power and biofuel-powered microturbines. With hydrogen’s ability to be stored and released cleanly, they aim to overcome space and cost limitations of on-shore power solutions.
Delivering up to five megawatts of renewable energy, the Power Hubs can be distanced from onshore port activities to help ports overcome infrastructure capacity constraints.
The hub’s inaugural deployment in London marks the beginning of a global rollout.
Amigo LNG, the Mexican joint venture of Texas based Epcilon LNG LLC and Singapore-based LNG Alliance, has awarded the engineering, procurement and construction (EPC) contract for its marine facilities to Comsa Marine, an international EPC contractor in marine and port infrastructure.
This milestone marks significant progress in the development of Amigo LNG’s 7.8 million tonnes per annum liquefied natural gas (LNG) export terminal in Guaymas, Sonora, on Mexico’s west coast.
Under the EPC contract, Comsa Marine will be responsible for the detailed engineering, construction, and commissioning of the Amigo LNG terminal’s marine infrastructure, including the LNG jetty, berthing and mooring facilities, and associated utilities to support LNG loading operations.
The state-of-the-art quad-berth marine facilities, equipped with highcapacity LNG loading arms exceeding 15,000 m³/hr, ensure rapid vessel turnaround and efficient LNG loading operations. These facilities enable the safe and seamless export of LNG to global markets, reaffirming Amigo LNG’s commitment to delivering reliable and competitive energy solutions.
“Awarding the EPC contract for our marine facilities represents a key achievement in our project schedule,” says Dr Muthu Chezhian, CEO of LNG Alliance. “Comsa Marine brings extensive experience in LNG terminal construction and marine engineering, which ensures we will meet the highest standards of safety, quality, and environmental stewardship.”
Ruben Alamo, President of Comsa Marine, says: “We are honoured to be entrusted with this challenging project. Its success will be driven by our unique combination of local expertise and an
unwavering commitment to the highest international standards in environment, safety and quality. ”
Strategically located to leverage Guaymas’ deepwater port and proximity to major gas supplies, Amigo LNG aims to begin LNG exports by Q3 2028, offering economic development, local supply chain engagement and job creation within Sonora. Its competitive pricing and reduced shipping distances could equate to 35% shorter voyage time.
Cosco Shipping subsidiary Sinobunker has completed the world’s first green ammonia bunkering operation at Cosco Shipping Heavy Industry’s Dalian terminal.
The ammonia was sourced from the world’s largest green hydrogen and ammonia plant established by Envision in Chifeng, China, and powered by the world’s largest independent renewable energy system.
The plant integrates wind, solar and energy storage with proprietary hydrogen and ammonia production technologies. It is powered by a proprietary AI-integrated offgrid renewable system, featuring advanced wind turbines, grid-forming battery storage and predictive meteorological modelling.
The site has received ISCC Plus certification for international sustainable development, and the industrial park is projected to produce 1.5 million tons of green ammonia per year by 2028.
The ammonia supplied became the first green ammonia product in the world to receive the renewable ammonia certification from Bureau Veritas.
The port tugboat that received the green ammonia fuel is equipped with an independently developed ammonia dual-fuel engine and a dedicated fuel supply system. The vessel achieves an ammonia substitution rate of up to 91%, significantly reducing reliance on traditional fossil fuels and effectively cutting carbon emissions during operations.
Cosco Shipping has signed up Qingdao Beihai Shipbuilding for the construction of four 210,000-ton bulk carriers designed for methanol and ammonia compatibility.
These vessels, intended for longterm charter to Cosco Shipping Bulk, are set to meet the stringent Energy Efficiency Design Index Stage III efficiency standards, marking a notable advancement in eco-friendly shipping technology.
The newly ordered bulk carriers will incorporate next-generation linear designs that aim to reduce fuel consumption by approximately 6%.
This innovative approach not only enhances operational efficiency, but also positions the vessels for future alternative fuel usage, aligning with global efforts to transition towards more sustainable shipping practices.
The contract follows previous agreements for similar dual-fuelready ships, showcasing Cosco Bulk’s commitment to modernising its fleet with advanced energysaving technologies.
In addition to these new orders, Cosco Bulk has also placed additional requests for Newcastle-type carriers that will feature cutting-edge energysaving devices. This strategic move reflects the shipping industry’s growing emphasis on environmental responsibility and efficiency.
Lloyd’s Register (LR) has entered into a memorandum of understanding (MOU) with German developer DAI Infrastruktur GmbH (DAI) for Project Ra, a large-scale green ammonia production and bunkering development at East Port Said, Egypt.
The appointment comes as shipowners move to secure access to alternative marine fuels in response to the International Maritime Organization’s (IMO) greenhouse gas reduction measures adopted at MEPC 83. These measures will require the use of low- and zero-carbon fuels from 2030 onwards and introduce carbon pricing mechanisms that will raise the cost of fossil fuel use across the sector.
Project Ra is expected to have a production capacity of up to two million tonnes of green ammonia annually. Ra is expected to produce 1.65 million tonnes of green ammonia solely from renewable energy sources. Production is scheduled to start in 2029. The facility’s location, next to the Suez Canal, offers a critical bunkering hub for ammonia-fuelled vessels navigating one of the world’s busiest shipping routes.
Under the agreement, LR will deliver a broad range of advisory services throughout the project lifecycle. These include demand-side pricing analyses, infrastructure planning, asset integrity and risk assessments, regulatory guidance, lifecycle greenhouse gas emissions analysis and market and offtake strategy support. LR will also undertake concept design reviews, feasibility studies and performance benchmarking aligned to ISO 55000.
Panos Mitrou, Global Gas Segment Director, Lloyd’s Register, says: “Our partnership with DAI demonstrates LR’s commitment to supporting the development of critical alternative fuel supply chains that will enable shipowners to navigate the post-MEPC 83 regulatory landscape successfully.
“By providing comprehensive advisory capabilities across market, infrastructure, and operational domains, LR is uniquely equipped to ensure this significant project delivers both commercial success and meaningful environmental impact.”
Ioannis Papassavvas, CEO of DAI Infrastruktur, says: “Project Ra represents a critical step in delivering green ammonia at the scale and reliability the maritime sector urgently needs. LR’s advisory support will be vital to ensure Project Ra meets the highest international standards, while aligning with the long-term needs of shipowners and global regulators.”
“The Ra green ammonia project is expected to play a key role in supplying European ports with green ammonia. This ammonia can serve multiple purposes, including use as bunkering fuel, electricity generation, and reducing CO2 emissions in industrial processes such as steel production.”
Fast-install systems such as exhaust gas cleaning systems (EGCSs/ scrubbers) and adaptive air lubrication give owners compliance confidence and measurable savings in a shifting fuels market, says manufacturer Clean Marine.
Shipowners are facing an unprecedented challenge to reduce the carbon footprint of their fleets. With the pressure to cut emissions growing, the question of how to achieve cleaner operations is more urgent than ever.
Fuel-related emissions remain a primary concern for shipowners, but the current marine fuels landscape is riddled with uncertainty. Many of the alternative fuel options on the market are prohibitively expensive, complex to implement, or require new engine technologies that shipping companies are not ready to adopt overnight.
As a result, many owners are seeking solutions that can be applied to their existing ships immediately – solutions that are cost-effective and don’t necessitate major structural changes.
Clean Marine, a manufacturer of marine technologies, has been helping the maritime industry navigate emission reduction challenges for more than two decades. Initially known for its scrubber, Clean Marine has expanded its product portfolio in response to industry demands and the evolving regulatory framework.
Clean Marine’s scrubber technology has been installed on more than 300 vessels and can be used to ensure compliance with the International Maritime Organisation’s 0.1% sulphur cap in Emission Control Areas (ECAs). The latest ECA to come into force in May 2025 spans the Mediterranean Sea and has already caused a marked shift in the region’s fuel mix.
Analysis from Integr8 Fuels compares fixtures in the Med between December 2024 and June 2025. It shows that VLSFO (≤0.5% sulphur) deliveries fell sharply from 60% to 35.6%, while LSMGO (≤0.1% sulphur) climbed from 13% to 30.2% and USLFO (≤0.1% sulphur) from 0.3% to 4.1%. HSFO (≤3.5% sulphur) also edged higher, rising from 26.6% to 30.1%, reflecting steady demand from scrubber-fitted vessels. HSFOfuelled ships in operation today use Clean Marine’s exhaust gas cleaning systems to scrub the sulphur oxide levels in their exhaust gas down below the compliant 0.1% limit in ECAs.
European gasoil-fuel oil forward price spreads are wider for the fourth quarter, according to Freight Investor Services. The ICE Gasoil-VLSFO forward spread has gone up to
$211/mt, and the ICE Gasoil-HSFO spread to $278/mt. This is a clear indication that the market expects LSMGO to become costlier relative to VLSFO and HSFO.
By installing scrubbers, ships sailing in the Mediterranean ECA can avoid these extra fuel costs by continuing to consume HSFO instead of switching to costlier low sulphur fuels.
Recognising the growing need for decarbonisation solutions that don’t rely solely on fuels, Clean Marine has developed an adaptive Air Lubrication System (ALS) – technology aimed at reducing frictional drag between a vessel’s hull and the water.
Air lubrication has long been considered a promising way to improve fuel efficiency, and Clean Marine’s system stands out because, unlike other ALSs on the market, it uses a complex operating system to dynamically adapt to voyage conditions. In partnership with Pascal Technologies, a specialist in
hydrodynamics, naval architecture and control systems engineering, the Clean Marine ALS is designed to dynamically adjust to a vessel’s operating conditions — such as wind, current, and draught — to optimise the system’s effectiveness and maximise energy savings.
“The adaptive ALS we have developed can be applied across different ship types, from tankers, bulkers, cruise ships and containerships, and can fine-tune itself in real-time,” says Clean Marine's Nicholas Hvide Macleod, ensuring notable KW savings.
Six ALS systems have been installed on vessels operated by Navig8, one of the world’s leading ship management companies, demonstrating the growing trust shipowners are placing in this technology.
Charterers increasingly consider ships with lower fuel costs and lighter carbon footprints more attractive prospects, so installing ALS will make ships stand out positively in the global fleet. ALS can also improve Carbon Intensity Indicator (CII) ratings, which measure CO2 emitted per cargo tonne mile and are becoming stricter every year. Feasibility calculations on expected net KW gain for any ship type can be completed by Clean Marine upon request.
“Installation can be completed within ten days, meaning minimal downtime for ship operators,” Macleod adds.
Clean Marine is actively developing a range of additional solutions to help shipowners reduce emissions. Among these is its rotor sail technology, which relies on wind propulsion to provide an alternative source of thrust. With the technology currently undergoing extensive land-based testing, the
company’s rotor sails are one step closer to going to market.
Additionally, the research and development team is working on a carbon capture system. Although still in its nascent phase, this technology represents a key part of Clean Marine’s future strategy.
“Our aim is to offer a full suite of solutions, enabling our customers to meet not only current regulations but also future emission reduction targets,” says Macleod.
The European Union’s Emissions Trading System (EU ETS) provides commercial incentives for ALS, onboard carbon capture and rotor sails by allowing shipowners to reduce their CO2 emission liabilities. Under the EU ETS, shipping companies must purchase allowances for their emissions, and carbon capture can help lower the amount of CO2 released, reducing the number of allowances a ship needs to buy. This creates a direct cost-saving mechanism for shipowners who invest in ALS, carbon capture and rotor sail technologies, as capturing CO2 means fewer emissions to account for.
In 2018, Clean Marine upgraded its scrubbers from super duplex steel to 254 SMO grade, enhancing both durability and environmental performance. All installations now come with a five-year structural warranty, and certifications from all major class societies give shipowners added confidence in their investment.
Backed by a global service network, Clean Marine is well-positioned to support fleets in the evolving decarbonisation landscape. Unlike many competitors, the company provides fully in-house servicing, reducing costs and turnaround times.
“Rather than outsourcing, we have a dedicated engineering team ready to mobilise anywhere in the world,” says Macleod. “Our teams complete more than 500 service visits annually, providing a built-in aftercare experience.”
This hands-on approach is particularly valuable as downtime becomes increasingly costly for shipowners.
Looking ahead, the company is keen to be recognised not just as a scrubber provider but as a leading player in marine technology.
“We’ve come a long way from just being a scrubber company,” says Macleod. “Our goal is to be seen as a world-class marine tech provider with a comprehensive range of solutions that help shipowners meet their decarbonisation goals.
“The shipping industry is facing significant change and we’re determined to be part of that transformation.”
With stricter environmental rules on the horizon, Clean Marine points to proven technologies that give shipowners practical, scalable compliance options.
For more information: email: post@cleanmarine.no or visit: cleanmarine.no
» 40,000sqm state-of-the-art facility in Batam, Indonesia
» 125-strong manufacturing workforce
» 90% of global aftersales repairs carried out on the spot
» 300+ EGCS in operation
» 6 ALS on the water
A new partnership aims to deliver improved real-time decision support for both manned and unmanned vessels, plus AI use is on the increase
Hefring Marine and Tocaro Blue have announced a new partnership to deliver improved real-time decision support for both manned and unmanned vessels
The collaboration brings together Hefring Marine’s advanced Intelligent Marine Assistance System (IMAS) with Tocaro Blue’s cutting-edge radar perception technology, giving real-time speed guidance and collision avoidance capabilities powered by AI, predictive analytics and sensor data.
The IMAS platform is an AI-powered system that provides real-time decision support to vessel operators and fleet managers. It leverages sensor data and edge computing to offer actionable guidance on speed, helping to mitigate whole-body vibration (WBV) and reduce wave slamming impacts. This not only enhances crew safety and comfort, but also leads to significant fuel savings and a reduced environmental footprint. IMAS is also instrumental in postmission reporting and performance analysis, offering a data-driven approach to improving operational practices and training.
Tocaro Blue’s ProteusCore solution uses machine learning and deep neural networks to process radar data, effectively filtering out noise and providing reliable object detection, classification, and tracking. This technology overcomes the limitations of traditional radar systems, which often struggle with noise and manual tuning.
Tocaro Blue’s software provides operators with unprecedented situational awareness by turning raw radar returns into a clear, actionable picture of the surrounding environment.
IMAS already provides intelligent speed recommendations based on real-time conditions to reduce impact forces. By integrating Tocaro Blue’s radar data, the system can now make these recommendations with an even greater level of situational awareness. The combined system can analyse the environment in real-time, detecting and classifying objects, and then provide speed and routing advice that anticipates potential issues before they arise. This creates a closed-
loop system of perception, analysis, and action.
Tocaro Blue’s technology is already a powerful tool for collision avoidance by providing superior object detection and tracking. When this is coupled with Hefring Marine’s system, the collision avoidance capabilities are elevated. The integrated solution can work in unison, providing a comprehensive smart solution that not only detects a potential collision threat, but also provides a dynamic, intelligent speed and routing plan to safely avoid it.
“Our IMAS system has already proved its value by helping vessel operators make smarter decisions,” says Karl Birgir Björnsson, CEO at Hefring Marine. “By combining our capabilities with Tocaro Blue’s advanced Radar perception technology, we’re not just improving the system, we’re creating an entirely new level of maritime intelligence that can anticipate challenges before they become problems.”
“By offering our advanced marine Radar perception software with Hefring Marine’s actionable speed guidance system, we’re creating a powerful new capability for vessel operations,” says John Minor, CEO of Tocaro Blue. “Our partnership allows us to offer maritime operators unprecedented situational awareness from their Radar combined with intelligent vessel speed and routing recommendations that can prevent incidents and optimise performance in real-time.”
The integrated platform will be applicable to both traditional maritime operations and autonomous vessels, with the companies currently seeking early adopters to support implementation and testing.
“This technology overcomes the limitations of traditional radar systems”
StormGeo, a global leader in weather intelligence and decision support solutions, has announced a strategic partnership with Bearing AI, a pioneer in AI-driven vessel performance modelling.
Through this partnership, StormGeo’s Voyage Optimization Service will integrate Bearing AI’s advanced vessel performance models to deliver more precise fuel consumption predictions, efficient route planning and reduced emissions.
“Our partnership with Bearing AI represents a new chapter in voyage optimisation,” says Petter Andersen, Senior Vice President, Shipping at StormGeo. “By integrating AI-driven vessel performance models into our trusted framework, we are offering the best of both worlds – StormGeo’s proven shipping expertise and long history with weather intelligence and Bearing AI’s adaptive technology.
The result is a superior solution for shipping companies looking to optimise routes, improve fuel efficiency and ensure regulatory compliance.”
StormGeo’s Voyage Optimization Service already provides maritime operators with intelligent routing based on real-time weather, oceanographic conditions, and fuel efficiency models. With the addition of Bearing AI’s models, shipowners and operators can expect:
» Optimised route planning –enhanced data accuracy enables dynamic adjustments for the safest, most fuel-efficient voyages and more precise ETA predictions.
» Improved fuel efficiency – AIpowered models complement StormGeo’s technology and forecasting expertise, improving fuel consumption predictions.
» Lower carbon emissions – precise modelling supports compliance with International Maritime Organization regulations, including CII and EEXI, helping companies meet sustainability goals.
“We’re excited to partner with StormGeo to provide shipping companies with a future-ready solution that maximises both profitability
and sustainability,” says Dylan Keil, CEO at Bearing AI. “Our AI-powered solution combines data from different sources with adaptable machine learning technologies to build models that predict vessel performance in a wide range of operating conditions – complementing StormGeo’s performance models. StormGeo’s global reach, commitment to technological innovation, and trusted reputation make them an ideal partner for our technology.”
South Korea’s Hyundai Glovis has become the world’s first shipping company to deploy artificial intelligence-based autonomous navigation systems on its fleet of car carriers.
Working in partnership with Avikus, the autonomous vessel technology arm of HD Hyundai, Glovis is set to retrofit seven of its large pure car and truck carriers (PCTCs) with Level-2 Maritime Autonomous Surface Ship (MASS)
platforms by mid-2026. Vessels include the 229.9 metre-long Sunrise, which can carry up to 7,000 vehicles.
While not fully unmanned, the system allows partial remote control and real-time AI-driven route optimisation, which could lead to reduced fuel consumption and improved operational efficiency.
The French Port of Rochefort-TonnayCharentes has deployed Canadian dynaCERT’s hydrogen-based technology, HydraGEN, for the first time on a crane in an effort to reduce greenhouse gas (GHG) emissions from port tools, machinery, and equipment.
This is the first time this technology has been installed on a port crane in France, making the port a pioneer in this endeavour. The port authority has announced the deployment of this system on the four other cranes at the port before the end of the year.
The port seeks to reduce its greenhouse gas emissions caused by
port tools, machinery and equipment. The HydraGEN technology represents an investment of €58,000 by the Port. Gérard Pons, President of the Rochefort-Tonnay-Charente Commercial Port Joint Association, says: “With this choice, we are reducing our environmental footprint and saving fuel. The port, thus becoming more competitive, is looking to the future and is consistent with the desire to maintain a cuttingedge port, attractive to businesses and investors.”
Jim Payne, Chairman and CEO of dynaCERT, says: “The entire team at dynaCERT, along with dynaCERT GmbH team in Europe is very pleased to see the progress of IPMD, our French distributor in Europe, along with the acceptance of our HydraGEN technology, which is designed to reduce carbon emissions on diesel engines.
“We congratulate the Port of Rochefort-Tonnay-Charentes for its commitment and its progress in reducing global GHG emissions.”
The maritime industry plays a crucial role in global trade, with nearly 90% of the world’s goods transported by sea. While indispensable to economic development, the sector also faces mounting pressure to reduce its environmental footprint. Shipping contributes significantly to greenhouse gas (GHG) emissions, marine pollution, and fuel consumption. As regulatory bodies, customers, and stakeholders push for sustainable practices, artificial intelligence (AI) is emerging as a powerful tool to drive efficiency and sustainability across maritime operations.
The maritime AI market is growing exponentially, with a recent report by Lloyd’s Register/Thetius estimating its value at US$4.13bn, with a projected five-year compound annual growth rate of 23%. The use of AI is transforming particular areas of the industry.
Optimising fuel efficiency and emissions reduction
One of the key sustainability challenges in the maritime sector is reducing fuel consumption, which directly correlates
with GHG emissions. AI-powered systems can analyse realtime data on vessel speed, weather conditions, currents, and engine performance to recommend optimal routes and operatinag speeds.
Predictive analytics enables ship operators to minimise fuel use and avoid conditions that would otherwise increase emissions. This not only reduces operational costs ,but also ensures compliance with international regulations such as the International Maritime Organization’s (IMO) decarbonisation targets.
Wallenius Wilhelmsen,a large Ro‐Ro car carrier fleet, trialled DeepSea’s voyage optimisation software across part of their fleet of 120 plus ships). The software uses historical data and real‐time sea/weather conditions to recommend more efficient routes and speeds. Improvements of 7% in fuel savings were noted at the start of the trial, expected to be around 10% when fully deployed fleet‐wide.
Traditional maintenance approaches often lead to either excessive servicing or unexpected breakdowns, both of which result in wasted resources and downtime. AIdriven predictive maintenance models analyse sensor data from engines, hulls and other critical components to forecast failures before they occur. By scheduling timely maintenance, companies can extend asset lifecycles, reduce waste, and cut down on fuel inefficiency caused by poorly performing equipment.
Ports are critical nodes in the global maritime supply chain and inefficiencies here can lead to delays, increased emissions and wasted resources. AI technologies support smart port operations by enabling automated scheduling, berth allocation and cargo handling. AI-powered logistics platforms can balance workloads, reduce vessel waiting times and optimise container management. These advancements reduce congestion, energy consumption, and the carbon footprint of port activities.
Busan Port uses an AI‐based framework, Port Logistics
Metaverse Framework (PLMF) for port process simulation, environmental monitoring, safety management and operation planning. Modules include prediction of ship arrival times; dynamic operation planning; monitoring/ predicting fuel consumption and emissions of port equipment; and detection of hazardous routes. PLMF increased ship punctuality by 79%, brought direct revenue improvements and resulted in environmental benefits from reduced emissions.
AI can enhance environmental monitoring by processing large volumes of data collected from satellites, drones, and onboard sensors. Machine learning algorithms detect oil spills, illegal discharges, and other environmental risks in near real-time. Additionally, AI can automate regulatory compliance checks, ensuring ships adhere to emission control zones and waste management protocols. This proactive monitoring not only protects marine ecosystems but also safeguards companies from costly penalties.
One of the most exciting applications of AI in maritime shipping is the development of autonomous ship technology. Self-navigating ships, powered by AI, can operate without direct human intervention, reducing the risk of human error and improving efficiency. These vessels rely on a combination of AI, machine learning, and sensors to navigate and make decisions in real-time. AI-powered autonomous vessels can communicate with other ships and port systems, enabling more efficient coordination. By eliminating the need for a crew on board,
these vessels have the potential to lower operational costs significantly and reduce the risk of accidents.
Moreover, AI can enhance the operational efficiency of smart ships, where machine learning and sensor networks enable vessels to adapt to changing conditions on the sea. This allows for real-time route optimisation, improved fuel management, and more reliable performance in challenging conditions.
The integration of AI in the maritime industry is still in its early stages, but the potential is vast. As digitalisation advances, AI will enable autonomous vessels, advanced predictive routing, and fully integrated sustainable supply chains.
Collaboration among governments, shipping companies and technology providers will be essential to scale AI solutions that balance economic growth with environmental responsibility.
In the UK, the Maritime Decarbonisation Strategy sets targets of 30% reduction by 2030 and 80% by 2040. To achieve this, technologies including AI, digitalisation, clean fuels and shore power are expected to have a key role.
The Clean Maritime Demonstration Competition supports trials of new technologies (including AI/data/automation) to reduce pollution and emissions.
Government funding via the Smart Shipping Acceleration Fund is also explicitly targeting AI-driven projects to make operations smoother, safer, cleaner.
While the benefits are significant, there are also challenges:
» Data quality and connectivity, especially on older ships or in remote areas. Real‐time sensors can be limited and communication is sometimes intermittent.
» Integration with legacy systems can be challenging.
» There are differing regulations across jurisdictions, with different data standards.
» Initial implementation can be costly and predicted savings need to justify the investment.
» Trust, verification and explainability, for example, when AI recommends route changes or speed adjustments.
» Ensuring that emission savings from AI don’t lead to rebound effects (for example, saving on fuel but then increasing operations).
Artificial intelligence is rapidly becoming a catalyst for sustainable transformation in the maritime industry. From optimising fuel efficiency to enabling smart ports and environmental monitoring, AI offers tangible solutions to pressing ecological and operational challenges. By embracing AI-driven innovation, the maritime sector can steer towards a future that is both economically viable and environmentally sustainable.
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A new report aims to advance standardisation of wind propulsion performance methodology, plus the latest orders and the introduction of a lease financing programme aimed at accelerating the adoption of wind-assisted propulsion systems
Lloyd’s Register and wind propulsion specialist Anemoi have published a new report to advance standardisation of wind propulsion performance methodology.
The new methodology aims to enable greater uptake of the climateneutral, energy-saving advantages of wind-assisted propulsion.
Anemoi Marine Technologies has developed an in-service performance verification process that reduces cost and complexity for operators while improving accuracy compared to existing practices.
The process, validated by Lloyd’s Register Advisory (LR Advisory), involves measuring vessel data when the wind-assisted propulsion system is turned on and off while encountering various conditions during regular operation. The data is used to calibrate predictions on forces generated by the rotor sail system and their impact on the vessel, which can be used to predict voyage fuel savings with high levels of confidence.
Anemoi Technical Director, Luke McEwen, says: “With this paper, our aim is to bring greater transparency and consistency to the evaluation of wind-assisted propulsion systems (WAPS). By describing our performance assessment methodology in detail, we hope to contribute meaningfully to the wider industry discussion and move closer to a standardised framework that enables clear, comparable results across all wind assisted propulsion technologies. While various approaches exist, a unified standard will be key to supporting informed decision-making and accelerating decarbonisation in shipping.”
The methodology, published in the new report, Performance Verification Of Wind-Assisted Ship Propulsion Systems By On-Off Testing, can be used for all wind-assisted propulsion solutions, not just Anemoi’s rotor sails. It overcomes the challenges of applying traditional methodologies, such as ISO 19030, to WAPS assessment and eliminates costly operational changes, such as taking vessels off hire to perform dedicated WAPS sea trials, which are proposed by some standards. LR Advisory
confirmed that these benefits are accrued while improving the accuracy of overall fuel saving predictions.
LR Advisory Ship Performance Manager, Dr Santiago Suarez de la Fuente, added: “The current standards and guidelines around wind-assisted propulsion verification are relatively sparse, and an opportunity exists for a process that is robust, widely adopted, and transparent.
“Anemoi’s methodology achieves this, allowing for predictions of performance to be applied to the entire range of conditions that a vessel and the system will encounter, without tests needing to be conducted in every condition.”
The model developed using Anemoi’s process can be used throughout the life of the vessel to generate accurate fuel savings values, either in real time or on a voyageby-voyage basis. It also enables the creation of advanced predictive tools that can estimate the power and fuel savings of WAPS-equipped vessels in a wide range of conditions.
“A unified standard will be key to accelerating decarbonisation in shipping”
LR Advisory and Anemoi recently announced the results of the TR Lady Kamsarmax, equipped with three of Anemoi’s 5m diameter, 24-metretall Rotor Sails, assessed using the methodology outlined in the paper. Following a year-long, multi-voyage testing period, the robust approach demonstrated average net propulsion fuel savings of 9.1% and 7 tonnes of CO2e per sailing day.
Commenting on the TR Lady’s performance testing, Chris Hughes, Decarbonisation Specialist at Cargill,
the vessel’s charterer, says: “Building up an accurate understanding of the real-world, on-ship performance of technologies is a key piece in the wind assist propulsion puzzle. By combining the data from more than 167 rotor on/off tests that were conducted by the TR Lady, together with the independent verification from LR, Anemoi instilled confidence in the accuracy of their analysis.
“We have already used the results of this study to fine-tune our weather routing digital twins for TR Lady, and it will also help inform future decisions on deploying wind assist across our fleet.”
BAR Technologies, a global leader in wind propulsion and maritime decarbonisation, has joined the International Association of Dry Cargo Shipowners (INTERCARGO) as an Associate Member.
The move reflects BAR Technologies’s commitment to industry collaboration, policy engagement and the rapid scaling of clean technology in bulk shipping.
As the sector intensifies efforts to cut emissions, dry cargo shipowners face growing regulatory and environmental pressures. INTERCARGO plays a central role in addressing these challenges through technical advocacy and collective action.
BAR Technologies is joining them at a critical time when its WindWings technology is gaining global momentum as a commercially proven solution delivering zero-emission thrust from wind propulsion for the dry bulk fleet.
BAR Technologies’ WindWings®, based on its patented three-element rigid wing design, delivers best-in-class aerodynamic thrust, automatically adapting its geometry in real-time to the apparent wind.
The wings have already been retrofitted onto large bulk carriers, including Pyxis Ocean (Kamsarmax owned by MC Shipping and chartered by Cargill) and Berge Olympus (Newcastlemax owned by Berge Bulk and chartered by Vale) and have been
installed on the newbuild Brands Hatch (LR2 tanker owned by Union Maritime Limited) with each wing delivering an average of 1.5 tonnes of daily fuel savings.
The company’s deployment on Brands Hatch, the world’s first newbuild tanker fitted with WindWings, is expected to deliver a 30% improvement in emissions performance compared to comparable modern vessels, saving around 1,300 tonnes of fuel and more than 4,000 tonnes of CO2 annually.
John Cooper, CEO of BAR Technologies, says: “Joining INTERCARGO is more than a symbolic step; it’s a practical move to ensure that real-world, deployable technologies, specifically rigid wind propulsion systems led by WindWings, have a voice in the industry’s most critical conversations. Dry bulk shipping is uniquely positioned to lead the charge on maritime decarbonisation.
“At BAR Technologies, we’re proud to offer the tools, data, and engineering expertise to help drive this transition. We look forward to working alongside INTERCARGO members to share operational insights and enable data-led decisions that accelerate change. The challenge now is clear: we must move from ambition to action and bring proven solutions to scale.”
“We can support the technical readiness and regulatory alignment needed to turn decarbonisation from a goal into an industry standard”
He adds: “This partnership is about momentum. By engaging with like-minded leaders, we can support the technical readiness and regulatory alignment needed to turn decarbonisation from a goal into an industry standard.”
Econowind has received a repeat order from Terntank for the installation of eight VentoFoil units on two additional methanol-ready hybrid tankers.
Following the initial order in May 2023 for three newbuilds, this brings the total to five vessels and 20 VentoFoils, with each ship fitted with four 16-metre wind wings.
The first vessel, Tern Vik, was delivered in April 2025 by China Merchants Jinling Shipyard (Yangzhou). The entire series is equipped with Kongsberg’s advanced energy and propulsion management system.
Under the K-Sail concept, wind can take the lead when conditions are favourable. Combined with battery packs and dual-fuel engines capable of running on methanol or diesel, the vessels are designed for zero-emission operations and fully aligned with the IMO 2050 targets.
Terntank operates in the Nordic region and focuses on the transport of sustainable fuels. Wind-Assisted
Ship Propulsion is a key element of the design. The VentoFoils are lightweight, foldable for safe and efficient port operations, and fully ATEX-certified to meet tanker safety requirements.
“At Terntank, we are always looking for ways to reduce fuel consumption. It’s part of our DNA,” says Claes Möller, CEO of Terntank. “The installation of the VentoFoils and their integration with the Kongsberg system went seamlessly. It’s great to see that the actual fuel savings match what was predicted. We’re very pleased with the results.”
This repeat order follows strong performance results from the first installations, demonstrating the contribution of wind-assisted ship propulsion to fuel savings and emission reductions.
Terntank’s confidence in VentoFoil technology is also a signal to the broader market that wind propulsion is no longer a future concept, but a working solution available today.
Econowind’s engineering team has worked closely with Terntank and Kongsberg to ensure seamless integration of the VentoFoils into the vessel’s overall energy system. The collaborative approach allows real-time optimisation of power sources, where wind, batteries, and fuel-based engines work together to minimise emissions and maximise efficiency.
© Econowind VentoFoil
“We are proud to continue our collaboration with Terntank and support their leadership in sustainable shipping,” said Chiel de Leeuw, CCO of Econowind. “This repeat order confirms the performance of our VentoFoils and the shared ambition to decarbonise maritime transport.”
With this latest order, Econowind has now sold more than 130 VentoFoil units. These are being deployed across a wide range of vessel types, including dry bulk carriers, tankers, ro-ro and container ships, reflecting growing momentum for wind-assisted ship propulsion across the industry.
Kongsberg Maritime has launched K-Sail, a new service that helps vessel owners choose and integrate windassist technology effectively.
The new K-Sail service helps owners navigate the complexities of adopting wind-assist technology by focusing on integration and collaborating with various technology partners.
“Shipowners can choose their preferred type of wind assist technology. There are several available and they all have their own attributes” says Henrik Alpo Sjöblom, Kongsberg Maritime Vice President Business.
“However, to date, these technologies, whether incorporated in a new build, or retrofitted, are essentially an add-on technology. We believe they can be used in a much more effective way.”
The optimisation process is divided into five key areas:
• Analysis: understanding the vessel’s operational parameters and selecting the appropriate sail technology.
• Steering optimisation: adjusting the steering system to accommodate the additional thrust generated by the sails.
• Propulsion optimisation: ensuring the propeller operates efficiently with the added wind propulsion.
• Power management: balancing the power generated by the sails with the ship’s energy requirements.
• Voyage optimisation: using AI and real-time data to optimise the vessel’s route and speed for maximum efficiency.
“K-Sail is a solution where we make different ship equipment play with each other, better. Putting a sail on a ship is of course not new. But the essence of using it successfully lies in the integration of these sails into the ship’s systems,” says Sjöblom.
Kongsberg Maritime customer Terntank has already been working with the K-Sail team on a pilot project. This year, the first of five wind-assisted tankers ordered by Terntank will be launched, serving as the first reference point for K-Sail. Sjöblom estimates that the fuel savings will increase from first estimated 9% to 15% thanks to K-Sail.
UK shipowner Union Maritime has launched a new lease financing programme aimed at accelerating the adoption of wind-assisted propulsion systems (WAPS) in the maritime sector.
The program, SeaBreeze, will partner with WAPS manufacturers to offer tailored lease financing solutions for the acquisition and deployment of wind propulsion technologies.
Union Maritime says the programme will seek to address the problem of ‘limited’ traditional bank financing by offering 100% financing for wind technology equipment.
‘The development of SeaBreeze demonstrates Union Maritime’s commitment to driving forward smart and innovative technologies to shape the future of global shipping,’ says Guy Blunden, Head of Transactions & Strategy of Union Maritime.
‘There is a clear market need for innovative financing solutions, and we are uniquely positioned to fill that gap.” We look forward to sharing more as the project progresses.’
SeaBreeze is scheduled to launch towards the end of 2025.
“Putting a sail on a ship is of course not new. But the essence of using it successfully lies in the integration of these sails into the ship’s systems”
Over the past decade, the conversation around shipping decarbonisation has moved from concept to reality. With stricter regulations, rising fuel costs and mounting societal pressure, shipowners are looking for proven technologies that deliver immediate results.
Among the most visible development is the growing uptake of wind-assisted ship propulsion. No longer seen as experimental, wind is being integrated into fleets across segments.
At the forefront of this trend is Econowind, a Dutch market leader whose patented VentoFoil technology has now passed the milestone of 130 units sold worldwide, with a solid order book that includes five Terntank vessels, four Sibum ships, and two Gerdes vessels. It is the company’s mission to make shipping sail again, with a return to the roots of shipping, when the wind was the only fuel.
Vessel owners in many segments are now choosing Econowind’s VentoFoils. Operators in shortsea trades have embraced the technology because of its simplicity and quick return on investment. At the same time, bulk carriers, chemical tankers and large deepsea vessels are turning to wind propulsion as a reliable way to reduce both fuel consumption and emissions. The adoption curve reflects growing confidence: VentoFoils are no longer a niche experiment, but a scalable solution that can be applied to a wide range of vessels. They also provide a measurable boost to a vessel’s Carbon Intensity Indicator (CII) ratings and can help ships stay within the design efficiency limits set by the Energy Efficiency Existing Ship Index (EEXI). This breadth is particularly
important as shipowners seek flexible tools to meet increasingly stringent carbon regulations.
At the core of Econowind’s offering is the VentoFoil, a wing-shaped device that uses suction-based airflow control to generate additional forward thrust. The technology increases the power of the wind by a factor of five. It builds on aerodynamic principles familiar from aviation, yet is optimised for maritime use.
Initially introduced in smaller sizes suitable for shortsea vessels, the VentoFoil family has expanded significantly. Recent additions include the 24-metre and 30-metre units, specifically designed for the deepsea market. These larger units unlock far greater energy gains, making them suitable for oceangoing bulkers, tankers, and container ships that face the heaviest compliance burdens under upcoming EU and International Maritime Organization rules.
With this expansion, Econowind now offers a full portfolio, from 16-metre VentoFoils for smaller tonnage to towering 30-metre systems that can be lowered when not in use.
The market confidence in VentoFoil technology was further underlined in September 2025, when Japanese shipowner Nissen Kaiun took an equity stake in Econowind. Based in Imabari, the company operates a large and diversified fleet and is recognised for its proactive stance on sustainable shipping.
A spokesperson for Nissen Kaiun explained the rationale: “We recognised that Econowind has a mature wind-
assisted ship propulsion solution in the market. As one of the market leaders Econowind delivers proven technology. Making shipping more sustainable is a top priority at Nissen Kaiun. We are currently looking into installing the large version of their innovative VentoFoils on our vessels. It is well suited to maritime conditions while being easy for the crew to use.”
For Econowind, the partnership opens doors in Asia and accelerates the development of its larger deepsea units. CEO Daan Koornneef noted that Nissen Kaiun’s involvement will support not only market expansion, but potentially also future production in Asia.
The timing of this momentum is no coincidence. With the EU Emissions Trading System (ETS) now extended to shipping and FuelEU Maritime set to penalise vessels with higher carbon intensity, the financial case for windassisted ship propulsion has never been stronger.
Fuel is already the single largest operating cost for most vessels and adding a price on carbon makes every ton of CO2 more expensive. Shipowners are actively searching for solutions that reduce exposure to these costs. Unlike alternative fuels, which remain limited in availability and infrastructure, wind is free, abundant and can be combined with any engine type or fuel strategy.
One recent regulatory innovation, the Wind Reward Factor, has sharpened the case further. Recognised under FuelEU, the factor gives vessels equipped with windassisted ship propulsion a more favorable compliance calculation. In practice, this means ships with VentoFoils can reduce costly FuelEU
penalties. At the same time, improved efficiency contributes directly to stronger CII ratings, while retrofitting wind propulsion is a recognised measure for complying with EEXI requirements. For some operators, this benefit alone can cover a significant share of the investment.
While regulatory drivers are important, what truly convinces shipowners are real results at sea. Econowind now has a growing body of use cases showing measurable fuel and CO2 savings, smooth operations, and rapid returns on investment. Two recent projects illustrate this clearly: Chemship and Maris Fiducia/Granul Invest.
Chemship: a chemical tanker operator sets the pace
Dutch chemical tanker company Chemship has fitted four 16-metre VentoFoils on board the MT Chemical Challenger. The decision was driven by a desire to cut fuel costs while preparing for stricter emission rules. To ensure safe operation on chemical tankers, the system was delivered as ATEX-compliant.
For the crew, the user-friendliness of the system has been a standout feature. With the touch of a button, the sails are tilted up or down, while the control system automatically positions them to maximise wind power. This ease of use has translated into quick acceptance on board.
Data collected from operations show that performance has exceeded expectations. During transatlantic crossings, peak savings of up to 20% have been reported. Significant reductions in both fuel consumption and CO2 emissions confirm that the investment was the right decision.
According to Chemship, the sails have proven not only efficient, but also easy to integrate into daily operations, offering a practical way forward for the tanker segment.
The bulk carrier Launkalne, managed by Maris Fiducia and operated by Graanul Invest, is another strong proof point. The 133-metre vessel, carrying wood pellets across the Baltic, was fitted with two 16-metre VentoFoils along with low-friction antifouling.
Results came quickly. While initial expectations were for around 8% fuel savings, the vessel has already achieved double-digit reductions. These savings are not theoretical but are reflected in lower fuel bills and lower carbon costs.
Just as importantly, the investment delivers a powerful compliance advantage. Thanks to the Wind Reward Factor, the vessel avoids FuelEU penalties altogether. Combined with the fuel savings, this translates into significant cost avoidance every year.
Finally, the project delivers pooling benefits: because Launkalne now overcomplies with FuelEU requirements, credits can be applied to sister vessels in the fleet. Together, these three factors, fuel reduction, penalty avoidance, and pooling, deliver a payback time of under 18 months.
Wherever these vessels sail, the sight of VentoFoils attracts attention. Ports, charterers and customers recognise the technology as a visible commitment to sustainability.
For operators like Graanul Invest, this strengthens their competitiveness in energy markets where customers
increasingly demand low-carbon transport. For others, like Chemship, the technology provides not just a marketing advantage, but a tangible operational edge: lower fuel bills, reduced regulatory exposure, and a clear pathway toward future compliance.
Unlike many alternative fuels, which require large investments in infrastructure and new vessel designs, wind-assisted ship propulsion can be installed today on existing ships with immediate effect. VentoFoils are scalable, tiltable and easy to operate, making them a practical retrofit solution.
This pragmatism explains much of the current momentum. Shipowners do not need to wait for global fuel supply chains to shift. They can act now and start reducing emissions straight away. Wind-assisted ship propulsion is a fuelneutral solution.
Moreover, wind propulsion integrates seamlessly with other measures such as hull optimisation, antifouling, slow steaming, or alternative fuels. It is not a silver bullet, but part of a flexible toolbox that shipowners can tailor to their fleet.
With more than 130 units sold across multiple market segments, Econowind has demonstrated both demand and performance. The entry of Nissen Kaiun as a shareholder underscores global confidence in the technology and opens up new growth markets in Asia.
As the company rolls out its 24and 30-metre VentoFoils, the scale of potential fuel and CO2 reductions grows dramatically. Combined with regulatory incentives such as the Wind Reward Factor, the financial and environmental case for wind-assisted ship propulsion is set to strengthen further.
For an industry facing mounting pressure to decarbonise, the message is clear: wind is back, and this time it is here to stay. Econowind’s VentoFoils show that what was once seen as an ancient power source is now one of the most modern, scalable and costeffective solutions available.
An explanation of terms related to FuelEU, EU ETS, CII and EEXI emissions regulations, by Britannia P&I
Administering Authority: This is the administering authority in each EU Member State, which is responsible for administering EU ETS, and FuelEU. Each compliance entity will be allocated an administering authority.
Advance Compliance Surplus: Under FuelEU, where a ship borrows from its Compliance Balance from the future Reporting Period (n+1), this borrowed Compliance Balance is the Advance Compliance Surplus and shall be added to the ship’s Compliance Balance in Verification Period (n+1).
AER Metric: Annual Efficiency Ratio is the metric under CII for assessing the GHG intensity of a ship and is based on GHG emissions per dead weight tonne mile. A different metric is used under FuelEU.
Attained CII: Under the CII Regulations, this is a ship’s actual annual recorded operational energy efficiency calculated according to the AER Metric and expressed on a gCO2/dwt.nm basis.
Attained EEXI: This is the ship’s energy efficiency and is compared to the Required EEXI to determine whether improvements are required.
BIMCO CII TC Clause: The CII Operations Clause for Time Charterparties 2022.
BIMCO CII VC Clause: The BIMCO CII clause for voyage charterparties 2023.
BIMCO EEXI Clause: The BIMCO EEXI clause for time charterparties 2021.
BIMCO ETS Clause: The Emission Trading Scheme Allowances Clause for Time Charter Parties 2022 published in respect of EU ETS.
BIMCO FuelEU Clause: The FuelEU Maritime Clause for Time Charter Parties 2024 published in respect of FuelEU.
BIMCO Shipman EU ETS Clause: The ETS Shipman Emission Trading Scheme Allowances Clause for Shipman 2023 published in respect of EU ETS..
BIMCO Shipman FuelEU Clause: The FuelEU Maritime Clause for Shipman 2024 published in respect of FuelEU.
BIMCO Surcharge: The Emission Scheme Surcharge Clause for Voyage Charter Parties Clause 2023 is one of the three BIMCO-published clauses for use in voyage charterparties in respect of EU ETS. This clause provides for payment of a cash equivalent sum to the EUAs as a surcharge on top of freight.
Cap and trade system: A form of emissions regulation which requires participants to pay for their emissions. The number of permits for participants to emit GHG are capped and are traded between participants. This increases costs of emissions and incentives low emission solutions. The EU ETS is a cap-and-trade system.
CII Rating: For the CII Regulations, this is an annual carbon intensity rating from ‘A’ (superior) to ‘E’ (inferior), which is produced by assessing Attained CII against the Required CII.
CII Regulations: These are the IMO’s Carbon Intensity Indicator (CII) and Energy Efficiency Existing Ship Index (EEXI), which were introduced through amendments to Revised MARPOL Annex VI.
Compliance Balance: Under FuelEU, this is the ship’s performance against the GHG Intensity Limit. The ship’s GHG Intensity during a calendar year is compared to the GHG Intensity Limit established by FuelEU to generate the Compliance Balance.
EU ETS Compliance Deadline: Under the EU ETS, this is the 30 September in the year following the Reporting Period and is the annual deadline for compliance entities to surrender EUAs to their Administering Authority.
Compliance Entity: The entity responsible for compliance with a given regulation. See also “shipping company” for the compliance entity for EU emissions regulations.
Deficit: Under FuelEU, where a ship’s GHG Intensity is above the GHG Intensity Limit, the ship’s Compliance Balance is negative, which is a compliance deficit.
EEA: The European Economic Area, covering the EU and Iceland, Liechtenstein and Norway.
Emissions: These are GHG emissions as regulated by an emissions regulation and may include CO2, CH4 or N2O emissions depending on the emissions regulation.
EPL: Engine power limitation. A method of complying with EEXI.
EUAs: Emissions allowances under the EU ETS, which permit the holder of the EUA to emit one tonne of CO2 equivalent.
EU ETS: The EU Emissions Trading System Directive (Directive 2003/87/EC), which is a cap-and-trade system, requiring participants to surrender EUAs meeting their verified emissions.
EU’s Fit for 55 Legislative Package: The set of regulations, directives, and legislative proposals covering different sectors and industries introduced by the EU to align EU policies with EU climate goals.
Flexibility Mechanism: Under FuelEU, this is a regulatory action that can be taken by a compliance entity (one of Banking, Borrowing or Pooling) and offers flexibility so that compliance with FuelEU is not restricted to generating a Surplus in a Reporting Period.
FuelEU: Regulation (EU) 2023/1805, this Regulation imposes two targets: one applicable from 1 January 2025 is for ships to meet an annual GHG Intensity Limit and a second, applicable from 1 January 2030, is for certain types of ship to connect to onshore power supply.
FuelEU Database: the electronic system on which FuelEU data and compliance information is inputting and recorded.
FuelEU DOC: FuelEU document of compliance which is issued to the shipping company by 30 June in the Verification Period, where their ship has generated a Surplus or a Deficit and a FuelEU Penalty has been paid for the Deficit.
FuelEU Penalty: This is a penalty imposed under FuelEU on ships which have a Deficit after 1 May in the Verification Period, which may be calculated according to a formulae provided in Annex IV.
gCO2eq/MJ: CO2 equivalent per megajoule, this is the metric for assessing GHG Intensity under FuelEU only.
GHG: Greenhouse gas.
GHG Intensity: The measurement of a ship’s GHG intensity on a grams of CO2 equivalent per megajoule (gCO2eq/MJ) basis for a calendar year under FuelEU.
GHG Intensity Limit: The limit on GHG Intensity of a vessel’s emissions, as set pursuant to FuelEU.
IEEC: International Energy Efficiency Certificate required under the CII Regulations.
IMO Net-Zero Framework: Means the latest measures approved at MEPC 83 and subject to agreement at extraordinary session in October 2025, which approved requirements for a global fuel standard where ships must monitor and reduce their GHG fuel intensity against two thresholds and a global economic measure where ships which operate with GHG fuel intensity above the threshold must acquire remedial units and ships which operate with GHG fuel intensity below the threshold may be eligible for financial rewards.
ISM DOC Holder: The entity which, on behalf of a ship, holds the document of compliance certifying that that company complies with the requirements of the International Safety Management Code, which can be delegated to a ship manager or bareboat charterer. This entity can be mandated as the compliance entity under EU ETS (and MRV Regulation) and is the compliance entity under FuelEU.
Life Cycle Assessment: a method for assessing the GHG intensity of a fuel, which accounts for GHG across the full life cycle of the fuel, i.e. from production, delivery to consumption.
MiFID II: Markets in Financial Instruments Directive (MiFID) II, which is a legal framework for securities markets, investment intermediaries, in addition to trading venues. Entities holding EUAs, which are a financial instrument, may be regulated by MiFID II.
MOHA: Maritime operator holding account, which is a type of account for holding EUAs, and can only be opened by a compliance entity. It permits that entity to surrender EUAs to their Administering Authority.
MRV Regulation: Regulation (EU) 2015/757, the Regulation which complements EU ETS and requires shipping companies to monitor, report and verify emissions from their ships.
Physical Transport Contract: this is a contract for carriage services such as a time charter or voyage charter.
Polluter Pays Principle: a policy principle commonly adopted in emissions regulations, which seeks to impose the costs of emissions of the ultimate polluter. For EU ETS, this is identified as the commercial operator as defined therein.
Port of Call: Under EU ETS and FuelEU, this is defined as a port where the ship undertakes cargo operations or disembarks passengers. The definition excludes certain stops – such as for refuelling/obtaining suppliers, distress calls, and ship-to-ship transfers outside ports.
RED II: Directive (EU) 2018/2001, the EU Directive which promotes the use of energy from renewable sources.
Registry Regulation: Regulation (EU) No 389/201, this Regulation complements the EU ETS and contains the obligations and requirements in respect of opening MOHA’s and trading accounts. It sets out the legal nature of EUAs and the rules in respect of transfer, surrender and ownership of EUAs.
Reporting Period: For CII Regulations, EU ETS and FuelEU, this is one full calendar year from 1 January to 31 December, within which compliance entities must monitor the ship’s emissions and GHG intensity, as prescribed in each regulation.
Required CII: The specific annual operational energy efficiency that vessels must achieve under CII, which is expressed in accordance with the AER metric on a gCO2/dwt. nm basis.
Required EEXI: This is a benchmark value for EEXI for each ship, which is derived from the ship’s type and capacity.
Revised MARPOL Annex VI: The amendments to Annex VI of the IMO’s MARPOL Chapter 4, via MEPC Resolution 328(76), which incorporate the CII Regulations.
RFNBO: Renewable fuel of non-biological origin. These are sustainable, synthetic (e-)fuels, where the fuel’s feedstock is derived from sustainable, renewable sources and the energy powering the production process to transform the feedstock into fuel is also derived from renewable sources. Examples include green methanol, green ammonia or green hydrogen.
SEEMP: Ship Energy Efficiency Management Plan, a document which is kept onboard a ship and records the steps that the ship shall take in order to comply with the CII Regulations.
Shipping Company: A ‘shipping company’ or ‘company’ is the entity responsible for compliance with EU ETS and the MRV Regulation, which may be the ISM
Doc Holder (if mandated by the registered owner) or the registered owner. A ‘company’ is also the entity responsible for compliance with FuelEU and, by default, shall be the ISM Doc Holder.
SMF: Sustainable maritime fuel, which is fuel that shows a GHG saving compared to liquid fossil fuel, such as types of LNG, LPG, biofuel or RFNBO.
SoC: The IMO Data Collection System Statement of Compliance, where the Attained CII and CII Rating are recorded in accordance with the CII Regulations.
SPL: Shaft power limitation. A method of complying with EEXI.
Surplus: Under FuelEU, where a ship’s GHG Intensity is below the GHG Intensity Limit, the ship’s Compliance Balance is positive, which is a compliance surplus.
Sustainability and GHG Saving Criteria: Criteria established by international standards, laws and regulations or even commercial agreement for the sustainability and GHG saving of a certain fuel type.
TtW (Tank-To-Wake): an assessment of GHG intensity of a fuel, covering the period from consumption onboard a ship, when it is in the fuel tank, to the ship’s wake.
Trading Account: An account where EUAs can be held and from which EUAs can be transferred to other accounts. These accounts can be opened by any qualifying entity, i.e. they do not have to be compliance entities. However, functionality is reduced compared to a MOHA and EUAs cannot be surrendered to Administering Authorities from these accounts.
Verification Period: Under the CII Regulations, FuelEU and EU ETS, the year immediately after the Reporting Period is the verification period, during which emissions data and GHG intensity data that has been monitored and recorded by a ship for the previous Reporting Period is reported and verified by an accredited verifier under the applicable regulations and other compliance steps are taken.
Voyage: Voyages are movements of a ship between ports of call
WtW (Well-to-Wake): an assessment of GHG intensity of fuel on a full Life Cycle Assessment basis.
WtT (Well-To-Tank): an assessment of GHG intensity of a fuel, covering the period from production, transport to port, and delivery onboard the ship.
For more information, visit: britanniapandi.com
While care has been taken to ensure the accuracy of this information at the time of publication, the information is intended as guidance only. It should not be considered as legal advice.
The compliance landscape has permanently shifted towards a data-driven model requiring continuous management, says Staci Satterwhite, CEO, ABS Wavesight
Maritime environmental regulation is undergoing a transformation from prescriptive rules-based compliance to achievement of goal-based targets with monitoring and reporting of performance against set benchmarks.
This poses multiple challenges for shipowners, most notably that the tasks of collecting, organising and reporting data must sit within an organisation that may lack previous experience in managing this volume of data effectively.
Vessel operators must also manage compliance across multiple regulatory regimes, each requiring different inputs and data submissions. While some regulations require the gathering of operational data to calculate emissions, others have a major focus on the carbon footprint of alternative fuels used on ships.
In either case, managers must face the reality that managing this compliance risk is a task they will need to have in clear view, with oversight across multiple regimes. Having this process inhouse is essential beyond simply effective compliance. In the case of European Union regulations, it may also affect how the company
operates with fleet deployment strategy impacted by the fleet’s total emissions profile.
A compliance strategy for the second quarter of the century should include a solution that can provide rapid validation of data for any selected period and produce an Emissions Statement on demand. Operators must know with certainty where calculations put them in terms of FuelEU Maritime, Carbon Intensity Indicator (CII) grade and EU Allowances.
Fleets with finance from banks that are signatory to the Poseidon Principles must also report their year-to-date Annual Efficiency Ratio (AER) as a key performance metric, as well as their required decarbonisation values and alignment with emissions reduction trajectory to date.
Compliance with the CII appears the most straightforward process so far, relying as it does on reporting of historical data for processing into a score that informs current performance ratings. However, impending changes to the regulations are certain to add complexity.
Operators would be well served to be able to generate an overview of ratings across their fleet and, if possible, benchmark these against their peers to understand their own performance in context.
By continuously monitoring performance, an in-depth understanding of voyage-specific CII values can be achieved, which can be helpful when it comes to operational planning. Using historical data, it is possible to create a projection of CII ratings and distribution at the fleet level.
Under the system of emissions allowances, owners will need to estimate their level of compliance cost per voyage and monitor EU emissions allowances at vessel and fleet levels.
This will require separating EU and non-EU voyages as well as comparing current and historical vessel emissions allowances.
FuelEU Maritime represents a complex challenge from a compliance point of view, not least because of the way that compliance is measured and the options it presents to managers.
The possibility to pool the emissions of vessels across the same fleet creates the need to manage the pool and will require that tools are available to validate the model against carbon intensity baselines, including scenario analysis of possible pool structures.
Because the regulation allows for banking and borrowing of emissions allowances, managers should have full visibility of their balances and any penalties before they happen. This includes banking of any surpluses and future planning for borrowing.
This process, once navigated, must be fully documented and reported for verification with the chosen inspecting authority.
This is more than regulatory housekeeping: environmental results drive financial results, and owners who can demonstrate strong environmental performance will unlock better commercial opportunities.
As the shipping industry sails into this ever more complex regulatory environment, vessel owners and managers have little choice but to recognise that they need partners that can support their compliance process.
As is clear from the growing span of requirements, compliance will increasingly have an impact on operational and commercial decisions as well. Vessels that can efficiently demonstrate compliance to the emissions regulations will be the ones making the cut for charterers concerned to meet their own ESG goals.
Breakbulk Americas
15-17 October 2025
Houston americas.breakbulk.com
TOC Americas
21-23 October 2025
Panama tocevents-americas.com
Bulk Terminals 2025
29-30 October 2025
Marseilles bulkterminals.org
Europort
4-7 November 2025
Rotterdam Ahoy www.ahoy.nl
5th Annual Capital Link German Maritime Forum
5th November 2025
Hamburg forums.capitallink.com
15th Cement Expo
12-13 November 2025
Delhi cementexpo.in/expo
TOC Asia
25-26 November 2025
Singapore tocevents-asia.com
Breakbulk Middle East
4-5February 2026
Dubai middleeast.breakbulk.com
CMA Shipping
10-12 March 2026
Stamford Connecticut cmashippingevent.com
Asia Pacific Maritime
25-27 March 2026
Singapore apmaritime.com
Shipping Days
8-9 April 2026
La Rochelle shippingdays.com
Posidonia 2026
1-5 June 2026
Athens posidonia-events.com
BREAKBULK EUROPE
16-18June 2026
Rotterdam europe.breakbulk.com
SMM
1-4 September 2026
Hamburg smm-hamburg.com
Breakbulk Asia
18-19 November 2026
Singapore asia.breakbulk.com
Logistics company JAS has polished up its environmentally friendly credentials and won itself the ultimate accolade – a Whale Tail Award.
The company was named a Sapphire Ambassador by the Blue Whales Blue Skies (BWBS) Program, recognising its outstanding commitment to environmental stewardship and marine conservation. The honour is awarded to companies demonstrating exceptional cooperation in reducing vessel speeds to protect marine life.
BWBS is a collaborative initiative between US federal and local government agencies, foundations, and environmental organisations. The programme monitors the speeds of vessels 300 gross tons and larger that pass through voluntary Vessel Speed Reduction (VSR) zones each year, awarding recognition based on the percentage of total distance travelled at whale-safe speeds.
The Sapphire Ambassador level is awarded to companies whose fleets achieve 85-100% of their total distance travelled within VSR zones at speeds of 10 knots or less. JAS earned this distinction by ensuring that more than 90% of its import and export shipments through California ports in 2024 were handled by BWBS-participating shipping lines.
At the annual BWBS awards ceremony in the Port of Los Angeles, JAS proudly received the Whale Tail Award, a symbol of its dedication to sustainable shipping practices.
A crew of California firefighters managed to free a mischievous dog that became trapped underneath a shipping container while chasing a rabbit, the New York Post reported.
Finn, a fluffy young goldendoodle, was out for a port-side walk with his owners and did what dogs love to do when they spot a rabbit. Unfortunately
for Finn, the rabbit dived under a shipping container and he followed –getting firmly stuck.
His frantic owners called the firefighters, who had to use special rescue tools to lift the shipping container up so Finn could shimmy his way out and back into his owners’ loving arms.
But Finn wasn’t setting a precedence here. In early 2024, members of the US Coast Guard helped rescue another dog trapped in a shipping container in Texas. The dog, affectionately nicknamed Connie the container dog, somehow survived inside the container for a whopping eight days.
Celebrating one of the world’s most celebrated sea dwellers, the US Postal Service is issuing SpongeBob SquarePants commemorative stamps.
Since 1999, the Nickelodeon cartoon series SpongeBob SquarePants has been a hit with audiences of all ages. The four stamps in this collection feature himself, plus Bikini Bottom characters including Sandy Cheeks, Patrick Star, Plankton, Mr Krabs, Gary and Squidward Tentacles and Patrick. Something for seafarers everywhere.
A diminutive robot is conserving thousands of litres in marine fuel every year.
It’s called the Hullbot, it weighs just 10kg and it’s an Australian-designed and made device that is unlocking big efficiency gains on Australia’s National Roads and Motorists’ Association (NRMA’s) Manly Fast Ferry fleet.
According to the NRMA, a recent trial revealed a 13 per cent fuel reduction on the diesel-powered NRMA Manly Fast Ferry fleet.
Using its arsenal of 4K cameras (mounted on the top, front and rear), dedicated lighting, sensors and
propellers, the Hullbot successfully replaced the role of human divers during the trial to deliver a more regular, time-efficient hull cleaning maintenance.
Doing so reduced the amount of underwater drag created by biofouling (the accumulation of marine growth on ship hulls), which in turn made the circa 24-metre long vessels more efficient through the water.
Furthermore, the AI-powered robots performed critical cleaning duties on the hull exteriors that eliminated the need for antifouling paints.
During the trial, the Hullbot robots successfully cleaned the NRMA catamaran twice a week. Operators would lower two devices into the water during each clean (one for each hull) before allowing them to autonomously work their way over the hull.
This cute-looking cleaner has really made a difference.
Hundreds gathered at the Incat shipyard in Hobart, Australia, recently to watch the world’s largest battery-electric ship take to the waters.
Constructed for South American ferry operator Buquebus, Hull 096 was built by Tasmanian-based shipbuilder Incat and represents a giant leap forward in sustainable shipping. When it enters service between Buenos Aires and Uruguay, it will operate entirely on battery-electric power, carrying up to 2,100 passengers and 225 vehicles across the River Plate.
The vessel’s interior includes a 2,300 square metre duty-free retail deck – the largest shopping space on any ferry in the world. And the record-breaking doesn’t stop there. At 130 metres in length, Hull 096 is not only the largest electric ship in the world, but also the largest electric vehicle of its kind ever built – and one of the most significant single export items in Australia’s manufacturing history.
The 2025 conference will set the scene with the traditional analysis of bulk markets, continuing with a full programme focused on the concerns of operators – offering sound practical solutions to terminal operators for improving profitability, streamlining operations, improving safety, online security and ensuring environmental compliance & protection.
The fluid situation surrounding the imposition of the tariffs imposed by President Trump – at whatever level they settle at – added to worldwide geopolitical tensions will have a serious impact on bulk trade flows, both in terms of total volumes and trade routes. In addition to the obvious economic repercussions, bulk terminals will be presented with operational challenges and the need to make strategic adaptations.
Marseille will examine the impact these latest challenges place on bulk terminal operations – both in the short and long term.
The need to improve sustainability in the shipping industry is accelerating. The global industry must cut carbon emissions, protect marine biodiversity and leverage the use of data for smarter decision making.
With nearly 100 years of experience of charting through unknown waters, Jotun is committed to continuously innovate and develop advanced products and solutions designed to protect biodiversity and cut carbon emissions to support global sustainability ambitions and achieve cleaner operations for all industry players. A clean hull ensures cleaner operations.