WORLD NEWS

TAKING THE INITIATIVE

From EU-wide energy plans to new partnerships between organisations, greener fuel is at the forefront of many current global strategies

The European Commission has set up a new Task Force within its DirectorateGeneral for Energy to provide support to the EU Energy Platform and implement the REPowerEU goal of supply diversification.

Following a mandate from the European Council in March 2022, the Commission and Member States have established the EU Energy Platform to co-ordinate measures to secure energy supplies for the EU, including through the voluntary common purchase of pipeline gas, liquefied natural gas (LNG) and hydrogen.

The new Task Force will help deliver on the REPowerEU objective of reducing dependence on Russian fossil fuels, by enabling member states and neighbouring countries to have access to alternative energy supplies at affordable prices in the coming years.

Endowed with €195bn, the plan aims to stop importing Russian fossil fuels by 2027 focusing on three and strategies: scaling up renewables, mobilising energy savings and diversifying energy sources.

Commissioner for Energy, Kadri Simson, says: “In our REPowerEU plan, we outlined how Europe can get rid of Russian fossil fuels. Now we are giving ourselves the tools to make it happen. It is time to diversify our energy supplies and make best use of our infrastructure. The Energy Platform Task Force will contribute to Europe’s energy security and independence. Through the collective political and economic weight of the EU’s 27 Member States and 440m citizens, we will work to ensure affordable and secure energy imports.”

The European Environmental Bureau (EEB), the largest European network of green NGOs, has welcomed the unprecedented boost in renewables envisaged in the plan.

“Deploying millions of solar panels and heat pumps, coupled with building renovation and energy efficiency measures, take us one step closer to being on track with our Paris Agreement Commitment and are our best tools to isolate Putin’s regime,” says Patrick ten Brink, Deputy Secretary-

General of the EEB. “Stepping up solar and wind power, energy efficiency and heat pumps is the right way forward to replace the EU’s reliance on Russian gas.

“We celebrate the historic push for clean energy outlined in the RePowerEU, but we also look with great concern at the emphasis put on new gas routes. The EU should be wary of creating more fossil fuel dependencies from autocratic regimes or climate-wrecking fracking projects.”

While joint procurement and other short-term market measures can be understood in the context of the geopolitical crisis, diversifying energy sources would simply replace Russian fossil fuels with other fossil fuels, leading to further dependencies and CO2 lock-ins, says the EEB.

Moreover, the European Commission has put the focus on switching to LNG, which can be much more carbon-intensive than Russian gas if the overall emissions of shipping and regasification are taken into consideration.

The plan includes an increase in both EU’s Energy Efficiency and Renewable Energy targets of the FitFor55 package, which was one of the main demands from civil society organisations when Russia’s military aggression started.

“Yet those targets are still falling short of the needed ambition to keep the Paris Agreement’s climate goal alive: a 50% increase in renewables and 45% in energy efficiency by 2030,” the EEB concludes.

RISING TO THE CHALLENGE

Singapore and the International Maritime Organization (IMO) have jointly launched NextGEN Connect, which aims to bring industry stakeholders, academia and global research centres together to offer inclusive solutions for maritime decarbonisation for trials along specific shipping routes.

The launch took place during April’s IMO-Singapore Future of Shipping Conference: Decarbonisation.

Under NextGEN Connect, diverse stakeholders will be invited to propose robust methodologies to jointly develop, on a pilot basis, route-based action plans to reduce greenhouse gas (GHG) emissions between specific points along a shipping route in the Asia-Pacific region. These

Jointly introduced by IMO and the Maritime and Port Authority of Singapore, the NextGEN Connect Challenge is the next phase of the NextGEN initiative (“GEN” stands for “Green and Efficient Navigation”).

Launched in September 2021, the NextGEN database currently lists more than 150 decarbonisation projects with more than 500 stakeholders worldwide, including IMO Member States, shipowners, technology developers, classification societies and nongovernmental organisations. Proposals can be submitted via nextgen.imo.org/challenge

MAPPING THE OCEANS

The UK Hydrographic Office (UKHO) has signed a memorandum of understanding (MOU) with The Nippon Foundation-GEBCO Seabed 2030 Project, which will see the parties work together to advance the industry’s understanding of ocean bathymetry, and in support of the Decade of Ocean Science for Sustainable Development.

Seabed 2030 – a flagship programme of the Ocean Decade – is a collaborative project between The Nippon Foundation and the General Bathymetric Chart of the Oceans (GEBCO), with the goal of the complete mapping of the world’s oceans by 2030, as well as compiling all bathymetric data into the freely available GEBCO Ocean Map.

GEBCO is a joint programme of the International Hydrographic Organization and the Intergovernmental Oceanographic Commission, and is the only organisation with a mandate to map the entire ocean floor.

BHP LINKS TO DNV CLOUD

DNV and BHP have announced a partnership focusing on the use of DNV’s independent cloud platform, Veracity, to enable timely and accurate greenhouse gas (GHG) emissions reporting, management and insights from BHP’s chartered vessels.

The project aims to support BHP in its ongoing efforts to see Scope 3 GHG emissions from its chartered vessels reduced.

Commodity producers and vessel charterers are increasingly understanding the need to report, influence and support the reduction of Scope 3 GHG emissions occurring in their value chains. This creates the need for a sound strategy and fit-for-purpose digital solution to

Left to right: Paul Marks, Product Manager UKHO; Peter Sparkes, Chief Executive UKHO; Jamie McMichael-Phillips, Director of The Nippon Foundation-GEBCO Seabed 2030 Project; and Helena Patton, IBTE Strategy Manager UKHO

support the journey towards net-zero GHG emissions.

The improved transparency resulting from the introduction of the International Maritime Organization’s GHG emission reporting scheme combined with automatic and daily GHG emission reporting capabilities are key enablers for the service offered. Consequently, DNV has built a standardised solution on Veracity tailored to Scope 3 GHG emissions management.

DNV’s solution is aimed at vessel charterers and commodity producers and will be implemented by BHP for all of its maritime freight operations. Combining this with DNV’s extensive maritime domain and regulatory competency, BHP will be wellpositioned to receive the support it needs, from gaining a trusted overview of the GHG emissions footprint of its maritime freight operations to receiving technical guidance on aspects of its Scope 3 GHG emissions reduction strategy.

CORROSION CONTROL

Nippon Paint Marine is advising shipowners and shipyards converting existing oil and gas carriers into storage and production units to ensure their fuel, water and cargo tanks are sufficiently protected from corrosion.

According to data from the coatings’ specialist, reduced dependence on Russian oil and gas is leading to increased demand for ships able to transport and, in particular, store gas at key locations around the world.

“We were already seeing increased demand for liquefied natural gas (LNG) carrier to floating storage regasification unit (FSRU) conversions before the recent drastic disruption in oil and gas markets, but demand is now expected to exceed those initial expectations. We are seeing increased interest in countries considering storage and regas units to supplement and strengthen existing shore-based infrastructure,” says Niko Yamanoue, Director, Nippon Paint Marine (Europe).

“The cancellation of Nord Stream 2 is also likely to exacerbate demand for tonnage,” he says. “But whether owners build new, recommission tonnage laid up during the offshore downturn or convert existing LNG carriers into FSRUs or FSUs, the performance of the protective coatings specified will be key to the commercial and technical success of these vessels.

“As floating oil and gas storage facilities are frequently built to NORSOK standards, we needed to offer certified coatings products. “These assets are designed with much longer service intervals than conventional vessels, and an effective and reliable long-life anti-corrosive coating is crucial to their safe operation,” says Yamanoue.

“NOA60HS eliminates the risk of anti-corrosion coatings applied with low film thickness, a contributory factor in corrosion influenced structural failure.”

WEATHER ROUTING

Norsepower Oy has signed a formal agreement with NAPA, the global maritime software, services and data analysis firm, to offer weather routing software in combination with its rotor sails solution.

Under the agreement, NAPA Voyage Optimization software will be included as an option in all future sales of Norsepower’s rotor sails solution. The combined offer, which applies to retrofits as well as newbuilds, will enable shipowners to maximise both fuel savings and emissions reductions.

The combination of voyage optimisation and wind propulsion provides significant potential for increased performance compared to either of the two technologies alone. The software determines the best possible voyage plan for the vessel to maximise the energy savings, taking into account weather conditions throughout the voyage as well as each ship’s design profile and operational requirements.

POWERING UP

As the climate emergency impacts every corner of the world, the basic human necessity of access to fresh water is one of the most urgent challenges facing the planet.

While land-based desalination plants have been built all over the world including Australia, North Africa and Saudi Arabia the cost of construction, maintenance and provision of fuel for these facilities is expensive and they also use polluting fossil fuels for power.

In a new report published by Core Power, The Future of Water - Nuclear Powered Floating Desalination, the company maps out solutions that use floating desalination facilities built on traditional ship hulls, powered by inherently safe advanced micro

reactors, that can provide both desalinated water and electrical power at its deployment location.

These self-propelled vessels could produce potable water at a rate of between 60,000 and 450,000 m3 per day matching the scale of existing landbased desalination facilities.

These ships would benefit from the efficiencies of shipyard construction, decreasing deployment time and cost while being flexible in their movement, meaning they would be able to quickly scale up and down dependent on need.

“Of all the problems we face, the global freshwater emergency is going to be the most precarious. We will need long-term, sustainable, and flexible solutions to ensure we can provide potable water to where and when it is needed at a massive scale,” says Mikal Bøe chairman and CEO or Core Power.

“Core Power floating nuclearpowered desalination facilities could provide fresh water to all littoral states, safely, sustainably and without emissions. The dramatic changes in weather patterns means that rapid deployment is essential, without the years of planning and construction needed to build land-based desalination plants,” adds Bøe .

The Core Power water solution is designed based on a ship hullbased containing a floating nuclear reactor and Reverse Osmosis water desalination systems. These vessels would be capable of moving under their own power therefore simplifying the deployment and installation process. To access the special report on the Future of Water, visit: corepower. energy/report/the-future-of-water

LAW OF AVERAGES

Shipowners have a strong case to recover emission levies in a General Average (GA) deviation to a port of refuge, according to the Association of Average Adjusters chairman.

A warning that the shipping industry will soon face the potential impact on GA recoveries of tighter rules on emission prevention was delivered in the chairman’s address to the Association of Average Adjusters.

Chairman Michiel Starmans called for heightened awareness of what planned new levies under green transition measures could mean for assessing allowances in ship casualties. He devoted much of his address to the Association’s annual conference in May to considering such consequences of what he called “the biggest challenge for mankind in the next 25 years, which is combating climate change”.

High-level legal and insurance deliberations have yet to focus on whether air pollution and emissions from ships should be allowable in GA, the principle that all stakeholders in a “maritime adventure” share damage or losses resulting from the voluntary sacrifice of part of a vessel or cargo to save the whole of such property and/or the expenditure incurred while deviating to a port of refuge for the common safety of ship and cargo.

The need to account for air pollution and ship emissions was not foreseen by leading experts in 1994, who in a major review of GA allowed the costs of preventing environmental pollution, said Mr Starmans, who is director of the legal department at Amsterdambased Spliethoff Group.

The question arose, said Starmans: “Can the new carbon levies consequent on a GA act be allowed in GA?” His answer was: “Based on cross references of existing and future maritime legislation, I believe carbon levies under ETS and IMO can be allowed in GA as a direct consequence of bunkers consumed and allowed in GA.”

Starmans conceded that some might see that conclusion as an opportunistic attempt to increase GA allowances, but it might be considered too in the context of recent statements in court rulings by senior maritime judges.

Under proposed legislation, CO2 emissions in shipping will no longer be “free of charge”, emphasised Starmans. The goal is to spur the maritime industry to invest in energy efficiency and switch to cleaner fuels with fewer emissions.

The phased lowering of an emission cap on total greenhouse gas emissions by participants, combined with the rising costs of purchasing carbon levies means that climate costs will rise year on year, and the levies might eventually exceed the costs of bunkers for vessels which have not switched to low carbon fuels, said Starmans.

The EU, which wants to see zero emissions by 2050, has a package of measures that is subject to review by the European Parliament and requires approval by each member state. It includes an ETS, which would compel shipping companies as from 2023 to buy permits for ships of over 5,000 gross tons to cover each ton of CO2 emission. The cap on emissions, which would be converted into tradeable carbon permits, would rise in annual stages from 20% in 2023, to 100% in 2026.

An owner or time charterer would need to buy permits covering 100% of the emissions from voyages inside the EU and 50% of the emissions from international voyages starting or ending in the EU.

If the company does not surrender the right number of permits by 30 April of the following year, it would be fined €100 per ton of CO2 not accounted for. Ships can be denied entry to EU ports where the responsible shipping company has failed to surrender permits for two consecutive years.

The relevance for adjusters of these future carbon levies could arise when a vessel is removed for repairs or when GA allowances are made for fuel consumed during deviation to, or detention at a port of refuge until regaining course under the

“The biggest challenge for mankind in the next 25 years, which is combating climate change”

applicable York Antwerp Rules, which regulate GA and are nearly always incorporated in any charterparty or bill of lading.

At present, in a GA deviation to a European port of refuge to carry out necessary repairs for the safe prosecution of the voyage, emission did not need to be compensated by the shipping company, but from January 2023 this “free ride” was about to change, said Starmans. The shipping company would have to settle the bill with the relevant EU member state, which posed the question whether the shipowner (or time charterer) could recover these additional costs in GA.

On the EU tax on fuel, Starmans did not foresee any problems in allowing in GA the gross fuel price, including the EU tax, where at present the York Antwerp Rules allowed the net fuel price.

Starmans said he hoped that his scrutiny of whether additional costs might be recovered in GA would be a starting point for a formal opinion to be delivered by the advisory committee of the Association “once legislation has been finalised and adjusters will be faced for the first time with the implications of the emission levies”.

Starmans is succeeded as chairman for 2022-23 by Sir Nigel Teare.

“Most model accuracy figures reported in publications and marketing materials fail to bear relation to the actual utility of those models in real use cases”

NEW APPROACH TO AI

DeepSea Technologies, the awardwinning Al-led maritime technology company and energy efficiency experts, has published research outlining a pioneering way of verifying the accuracy – and therefore utility – of a ship’s AI-generated model in real-world conditions.

The new approach was developed by seven of DeepSea’s 13-strong team of research scientists headed up by Dr Antonis Nikitakis, and presented at the 2022 HullPic Conference in Tullamore, Ireland, in May 2022.

Because the reality of ship-atsea data is highly variable, most model accuracy figures reported in publications and marketing materials fail to bear relation to the actual utility of those models in real use cases.

DeepSea has researched approaches to solving the technical challenge of boosting models’ ability to understand unseen (“out-of-domain”) conditions for years.

However, until today, there has been no benchmark for evaluating this sort of competence within a vessel model. This is a crucial step of AI modelling because the more accurate the virtual model, the more efficient a ship can be made, and vice-versa.T To read the full paper, visit: tinyurl. com/DeepseaReport BIOFUEL AGREEMENT

GoodFuels, the biofuels pioneer for the global transport industry, and ITOCHU Corporation, one of Japan’s largest general trading companies, have announced a new partnership agreement to scale sustainable marine biofuel in Singapore, Japan, and Asia-Pacific.

ITOCHU is actively engaged in the wholesale, distribution, and bunkering of petroleum products in both Singapore and Japan, while GoodFuels specialises in the sourcing, development, production, and delivery of sustainable marine biofuels, with a presence in the Netherlands and Singapore.

This new strategic partnership will enable the two companies to build the market and develop the supply chain necessary for wider adoption of marine biofuel.

GoodFuels and ITOCHU Corporation have signed a partnership agreement

ECOSPRAY: HOW THE FUTURE LOOKS

The maritime industry today is strongly focused on decarbonisation. Ecospray wants to make clean energy a reality for a zero-emissions planet, using all expertise to support the industry in making this possible, and ensuring that this is the value proposition the market is looking for.

Ecospray has been studying a range of different solutions to decarbonise the maritime sector over recent years, and is now ready to introduce the carbon reduction journey to the market.

More specifically, there are a number of solutions that the industry can adopt in order to meet the requirements that will enable the 2030 targets to be achieved.

These include using carbon neutral fuels, such as bio-LNG – on which Ecospray has been working since 2018 – but we must also consider the exponential growth of demand for this fuel and the availability for marine applications. In addition, from a regulatory point of view, the contribution of these fuels to the EEXI/CII calculations is still to be established.

Elsewhere, the majority of technologies or equipment that reduce the carbon footprint of a ship are effective, but their impact will not be sufficient alone.

Another possibility is the capture and storage of CO2. Aside from the fact that it is widely understood that without carbon dioxide capture and storage, it will be impossible to keep the global temperature rise below 2°C, there are further reasons for the marine industry to start thinking about implementing carbon capture and storage (CCS): ensuring compliance with the International Maritime Organization (IMO) targets is one of these, but also mitigating the impact of carbon taxes, which are likely to be introduced.

Large-scale investments and subsidisation are ongoing (at both EU and US level) to support climate mitigation measures, and CCS seems to be the cheapest method to avoid rises in costs.

“In light of Ecospray’s expertise in removing pollutants from exhaust gas, focusing on carbon dioxide removal seemed to us to be the natural evolution of this. The timeline has been established and is challenging but achievable, given that Ecospray is a company with a strong focus on research and development,” explains Alberto di Cecio, Ecospray general manager.

Three technologies are under development, each at different stages. The reason behind the decision to work on different options is simple: there will not be a single, ideal solution that is suitable in all cases; rather, one or other will be preferable for each individual application, depending on a host of factors such as ship size, operating profile, route, space and type of vessel.

CARBON CAPTURE WITH AMINES

If we consider market readiness and potential segment of application, our amines-based chemical absorption technology will be the first to be implemented, in that it is based on an approach that is already well-known within CO2 production industry.

Our main goal here is to render the solution suitable for marine applications, reducing the footprint of the system and the power consumption thereof – two elements that are usually not the main focus in the oil and gas sector, but which are one of the main drivers when it comes to installation on board a ship.

Availability of space and system complexity will therefore be the main challenges to be taken into account with regard to this technology, while the reliability of the solution is surely one of the main advantages, together with the non-hazardous nature of the chemical used. CARBON CAPTURE WITH CALCIUM HYDROXIDE

The second technology in line is set to be calcium hydroxide chemical absorption, which potentially appears to be the best of the three in terms of capex. Bulk carrier ships are the main target for this solution, which necessitates onboard storage of the chemical reagent in bulk, but it does have the advantage of not requiring CO2 storage on board.

MOLTEN CARBONATE FUEL CELLS (MCFCs)

MCFCs are the last solution, and undoubtedly the most complex, but can ensure very low opex along with higher carbon reduction capabilities, both as a result of fuel savings – using the MCFC as a source of electrical power – and due to the specific CO2 capturing capacity of this type of fuel cell, which uses the CO2 from the endothermic engine exhaust gas as a fuel. The ideal candidate for this technology would be an LNG-fueled ship with electric propulsion, but a wider range of marine applications could also be considered.

THE TIMELINE

“We are working on pilot project for the two-chemical absorption-based technologies, which are already in the testing phase,” says Filippo Lossani, director BU Marine. “Our goal is to get to on-board testing by the end of the year, with the scale-up subsequently starting at the beginning of 2023. For the fuel cell-based solution, we are planning to have the first prototype of our Molten Carbonate Fuel Cells (MCFC) ready by the end of 2022, with on-board testing during 2023.”

For more information, contact: Email: marine@ecospray.eu Tel: +39 0131854611 ecospray.eu

YARA MARINE: BUILDING AN ECOSYSTEM OF SOLUTIONS

The complex path to greener future requires multiple, interrelated solutions that can benefit everyone and enhance collaboration, writes Per Bjärkby, CTO of Yara Marine Technologies.

The deadline to address climate change is closer than ever, with a mere eight years left to achieve the 2030 decarbonisation targets set by the International Maritime Organisation (IMO). This shared focus has spurred innovation in maritime industry, with many pledging a commitment to the ambitious goal of net-zero emissions. Although this is a complex path, requiring cultural and structural change, it is also a valuable opportunity to drive a change for the better and adopt sustainability as a core tenant of our industry’s future.

Thanks to evolving public conversations, the maritime sector is past the point of working to convince stakeholders to go greener and is now tackling the various logistical, technological and infrastructural issues that would underpin this industry-wide transition.

Although many green solutions are already available in the market, scaling up these offerings requires greater collaboration. This is true in many cases: emerging products may be created by companies new to maritime or lacking in in-depth experience of the sector, cutting-edge products exist that would benefit our industry if a rapid market expansion could be achieved, or promising concepts may be conceived that have complex supply and production requirements.

Yara Marine helps address this need for collaboration by facilitating innovative approaches to green shipping and connecting these technologies with the market know-how required for success. We offer a variety of means by which to increase collaboration and ensure efficient technologies find their place in shipping: whether through acquisition (such as with Lean Marine in 2021) or via commercial collaboration agreements with other companies. These affiliations exist alongside our own internal research and development processes.

In this way, we have expanded our portfolio of clean technologies that help decrease the carbon footprint of a vessel, while also helping springboard existing green solutions for smaller companies and start-ups. Additionally, we collaborate with companies looking for the support and oversight needed to advance their technologies through testing and implementation, requiring assistance with financing, and potentially supply the market contacts needed to scale and deliver projects.

FACTORING IN MULTISTAGE APPROACHES

Shipping’s decarbonised future relies on a wide ecosystem of green solutions with multistage approaches. After all, older vessels will have different needs than younger ones, inland vessels will not have the same emission targets as deep-sea ships, and smaller operators in developing nations will be operating in significantly different conditions than larger operators.

Success hinges on meeting the needs of individual stakeholders rather than prescribing a set group of solutions that may not be fit for purpose. Thus, effective innovation must consider geographical factors, vessels, financial means, availability of shipyards and bunkering facilities, operating schedules, and more when coming up with workable and futureproofed solutions.

We believe the best approach is where the design of revolutionary technologies addresses emerging or future needs and creates and ensures access to solutions that meet (and exceed) the current needs of owners and operators. The most sustainable approach is one that extends the lifespan of an asset. Good solutions should try to optimise vessels to comply with the newest regulations, as well as give them room to rise to more ambitious, self-set targets.

ADDRESSING RISK FACTORS

The real hurdle to achieving a net-zero future is not a lack of will, but rather challenges with financing large-scale changes. Maritime can be intimidating to private investors that are unfamiliar with our profit cycles and pay-back periods. At the same time, many governments and companies are experiencing financial upheaval as a result of the pandemic, reducing their appetite for non-essential investment.

While large, well-established companies may develop solutions in-house to address the needs of their fleets, those with smaller profit margins or research budgets are left to source off-the-shelf solutions – not easy given the unique requirements of individual vessels or fleets. Also, many start-ups may have ground-breaking solutions, but be unable to secure long-term investment for product development in a marine setting, easily demonstrate the efficiency of their products, or ramp up enough to gain enough market-share.

Yara Marine Technologies is able to offer both operators and innovators peace of mind. We actively partner with up-and-coming technology providers to supply them the resources to go from drawing board to vessel launch – with the backing of an established company. Simultaneously, operators and owners can rely on our industry reputation and long-term sector knowledge for assurance that the technologies we bring forward are of good quality, fit for purpose and will have appropriate customer care. Working with wellestablished companies is also attractive to company shareholders, who may have a low appetite for financial risk.

ACCELERATING INNOVATION

Caution, while understandable, should never stand in the way of progress – particularly when the stakes are so high. By making entry difficult for new technologies or start-ups, we are losing out across the board. Companies miss out on the best technology for their needs, technology innovators and providers lose out on the chance to prove themselves, and the industry cannot find the wide-scale innovation it desperately needs to achieve net zero. This fails to benefit any of us.

COMMITMENT TO A SUSTAINABLE FUTURE

In addition to our own research and development, Yara Marine Technologies is committed to ensuring that valuable technologies find their place in the shipping industry, allowing shipowners and operators to benefit as they transition to a sustainable future.

Among the first of our partnership agreements, we announced our collaboration with innovative simulation-driven marine engineering consultancy BAR Technologies in 2021. The partnership allows us to expertly facilitate the complex value change of procurement, construction, installation, service and training required to ensure that ship owners gain access globally to BARTech’s WindWings.

As of 2019, we have also offered a specifically designed threemonth tailored start-up accelerator programme, Yara Marine X, which offers start-ups focused on clean technologies for the maritime sector the chance to win an opportunity to scale up their existing solutions rapidly. This allows them to expand from smallscale production to larger impact on the market. And as part of the Yara Marine X programme, they will benefit from direct access to our industry competence, network distribution, and knowledge scale.

Yara Marine ensures that these technologies are created in sync with our customer demand, creating a sustainable environment for them to gain market share. This allows for cutting-edge technology to be developed not simply in a single instance or as an unusual outlier in an otherwise distinct fleet, but made available per the rapid scale that the industry currently needs.

The second edition of the accelerator programme concluded in April 2022, with the aim of announcing its winner in May 2022.

RECRUITING THE FUTURE

Using every option available to us to reduce emissions and maximise vessel efficiency is a matter of urgency: after all, every drop of fuel saved at this stage counts towards reduced carbon emissions. At Yara Marine, we believe that people are just as important as technology when it comes to navigating the path to a net-zero future. Recruiting, training and retaining the talent our industry needs, not just for the moment but for the future, is an ongoing commitment. Diversity in thought and action create a robust approach to problem solving, and are vital to delivering a safer and greener future.

We are dedicated to creating a supportive environment for the next generation of maritime leaders to address the challenges of the future, whether these come in the form of changing weather patterns and sea conditions, tighter regulations, or increased digitalisation and automation.

SHARED GOALS

Saving the planet, by its very nature requires global focus from every individual in the present and the future. At Yara Marine Technologies, we believe that an open mind and collaborative approach are the ideal way in which to build a greener future for maritime. Revolutionary technologies have the power to change the market as we know it, but small changes can add up to big results – particularly if managed in a sustainable way. This is why our portfolio contains a wide range of solutions that cater to various vessel types and operator needs, and we welcome partnership opportunities.

Our goal is to ensure that solutions are not ring-fenced by those companies with deep pockets, but are accessible for wider uptake by all relevant stakeholders, including smaller operators. This is how we have committed to saving our planet: by ensuring that solutions that reduce emissions and improve operations are able to benefit everyone. We look forward to a greener tomorrow together.

For more information, visit: yaramarine.com

Yara Marine Technologies has signed a contract with Algoma Central Corporation, a leading Canadian marine shipping company, to install its FuelOpt propulsion optimisation technology onboard a further eight of their bulk carriers