How the latest innovations are boosting environmental credentials
Helping shipowners and operators navigate the green fuel maze
Stay ahead of new rules and regulations affecting the industry
to vessel conditions in real time
compliance with CII/EU regs
installation in just 7-10 days
Sandra Speares Editor, Clean Shipping International
Coming up with new approaches to green shipping continues to be a challenge for market players – but it is unavoidable if they wish to continue to operate in today’s environment, where political pressures to combat climate change are substantial.
Different countries continue to put forward their own agendas in this respect, alongside measures in more international settings, for example those introduced by the International Maritime Organization. You can read all about Japan’s initiatives, for example, on page 47.
Managing issues such as ballast water (see page 42) continue to drive the agenda – but the shipping industry needs to be vigilant: some reports suggest the recent capsize of the MSC Elsa may have been caused by ballast water tank failures. It is hoped that eventually, country and company compliance will mean accidents will no longer be an issue.
Biofouling obviously has a detrimental affect on ships’ abilities to comply with environmental regulations and on a vessel’s efficiency. You can read about some of the latest innovations to bring huge improvements to this area – as well as some of the latest thinking on the issue – on page 39.
Exhaust gas cleaning systems – or scrubbers – are chosen by an increasing number of shipowners and on page 18 we look at an extensive report that “disproves concerns of environmental damage”, which will be welcome news to many in the industry.
We hope you enjoy this issue of Clean Shipping International.
“An extensive report on scrubbers ‘disproves concerns of environmental damage’, which will be welcome news to many in the industry”
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: Sandra Speares speares1@aol.com
Project Director: Jonathon Ferris jonathon.ferris@ cleanshippinginternational.com
Sub-editor: Samantha Robinson sam.robinson.journalist@ gmail.com
Publisher: Bill Robinson production@ cleanshippinginternational.com
Designer: Justin Ives justindesign@live.co.uk
Published by Maritime AMC, Clean Shipping International supports Clean Shipping Initiatives.
The views expressed in Clean Shipping International are not necessarily those of Maritime AMC unless expressly stated as such and disclaim any responsibility for errors or omissions or their consequences or for advertisements contained in this magazine and has no legal responsibility to deal with them.
A standalone easy-to-operate water filtration system designed for retrofitting a ship’s water treatment system. It effectively minimizes sludge for disposal, significantly improving water treatment performance.
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Sandra Speares on coming up with new approaches to green shipping continues to be a challenge for market players
Don Gregory, Director, Exhaust Gas Cleaning Systems Association
All the latest news, views, partnerships and reports from across the world of shipping
A recently released report on the environmental impact of scrubbers has produced some ground-breaking results
Wind power provides an efficient, cost-effective and futureproof source of propulsion that continues to grow in popularity
The number of choices for those exploring the market for environmentally compliant fuels is increasing rapidly
Recent innovations are boosting shipping companies’ environmental performance and efficiency – and cutting costs
From closed-loop hull cleaning to ever-improving paints and coatings, there is a range of options to prevent biofuouling
Ballast water management is a rapidly growing industry that is focusing the attention of major shipping companies
Shipping has a range of complex new rules and regulations to follow, but the aim is to ensure a cleaner industry
Ongoing reviews and reports aim for continuous improvement of standards in the shipping industry
55 Viewpoint: Kazuaki Masuda, Nippon Paint Marine
IBC EVENTS
Dates for your calendar
Real-time emissions data for compliance, monitoring CO₂, NO ₓ , N₂O, methane slip, and PM in both concentration and mass flow. Aligned with IMO, EU MRV, and integrates with vessel systems for insights.
Don Gregory Director,
As maritime CO2 emissions reduction route map remains to be resolved at the International Maritime Organization (IMO) and with the EU’s unilateral approach to tackling shipping‘s CO2 emissions already driving up shipping costs, it is worth considering how much of what we read in the media is ‘greenwash’ and the difficulties that presents for shipowners in making long-term decisions to reduce CO2 emissions on their fleets.
In the UK context, 40% of CO2 emissions emanate from domestic consumption of energy. It is interesting to observe how the UK government is attempting to bring those emissions down. It is not by implementing a detailed CO2 reduction plan that spells out how it will be done using a factsbased approach. Rather, it’s a broad-brush prescriptive wish list topped with significant subsidies paid for by the UK taxpayer.
Keeping a weather eye on the UK government’s prescriptive solutions for reducing domestic CO2 emissions is the print magazine Heat Pumps Today [essential information for installers].
In a recent article entitled ‘Heat Pumps emit 95% fewer emissions than gas boilers a year, a new study shows’, the MD of Striebel Eltron justifies the headline claim.
My first question is surely heat pumps emit no CO2 as they operate purely on electricity? Does that mean the claim that says heat pumps create 95% less emissions includes the CO2 emissions from the manufacture and installation of heat pumps. We can call this the CAPEX CO2 cost. Clearly, operating on electricity alone the OPEX CO2 costs for a heat pump would and should be zero.
In the case of the gas boiler, the CAPEX CO2 cost is likely to be lower as the equipment is simpler to manufacture and install. But burning natural gas will of course emit CO2. Even with a thermal efficiency of 95% a condensing boiler will be emitting CO2 So, for every kW of energy in the gas there will be 0.95 kW of heat energy provided to
the premises. It should be noted that this heat energy is known as high-grade heat.
There will also be some expenditure of energy in the gas preparation and transmission to the domestic user.
On the other hand the heat pump will be converting one kW of electrical power into normally at least four kW of low-grade heat. So, this heating source could be argued to be 400% more efficient than the gas boiler. However, the source of electrical power and transmission losses are critical. In the UK the grid and the network losses can amount to about 10% of the generated power. If the electrical energy is not sourced from renewables such as wind turbines and nuclear, there becomes a significant CO2 budget. Fossil-fired power stations will range between 30% and 60% thermal efficiency. So, for every kg of CO2 emitted at the power station only about 50% is electrical powerthe rest is wasted as heat.
The MD of Striebel Eltron claimed in the article that a typical gas boiler will emit 3.5t annual CO2 emissions while a heat pump will emit 0.25t of CO2 emissions. The article does not explain how this claim was reached.
The article stated that the use of real time analytics and data collection was key to substantiating their claims. But in simple terms, such sophistication when measuring gas and electricity is not necessary as these sources of energy are in any case metered for payment purposes. Is the real time analytics a smoke screen for not providing the data that supports the claims?
It seems common today to include graphs in articles to help visualise points being made in the document. However, almost inevitably the graphs fail to include the units of each axis. This can create confusion, or at the very least make it difficult to really understand what has been measured.
Putting the foregoing weaknesses aside, the most important aspect of the information that is often missed out of these sorts of articles are the assumptions on which the claims have been made.
In summary, this article is somewhat misleading in the sense it does not give you a true picture of the relative CO2 emissions per unit of heat in a domestic application between a heat pump and a gas boiler. The claims that are made somewhat exaggerate the difference in efficiency and the reduction in CO2 emissions. If looked at carefully and if there is not 100% availability of renewable electricity, one should conclude that gas boilers do emit overall more CO2 emissions. But in practise the difference in CO2 emissions per unit of heat input to the domestic premises is possibly only 50% more than heat pumps.
Such articles that ignore science and physics to instead be substituted by a good ‘green story’ are becoming more and more prevalent. It becomes inevitable that the public are being influenced by views and pre-determined green agenda rather than robust sustainable choices and investments.
How are shipowners going to choose the right green solutions? Do they have to be ‘green solutions’? Is there an alternative approach that needs to be strongly articulated to government and regulatory authorities?
It must be difficult for shipowners to make sensible and informed technical choices on how to reduce CO2 emissions when much of their past in-house expertise has been removed or outsourced to ship managers. Even their membership organisations are also quite small and, in many cases, rarely have technical expertise or resources.
The remaining sources of information and advice are classification societies, manufacturers of marine equipment and shipbuilders. Classification societies enjoy a large, guaranteed income, but despite their huge technical resources have not had a good track record in assisting owners with really good advice. Examples of where there has been poor advice include DNV’s promotion of liquefied natural gas (LNG) as a marine fuel. DNV’s promotion of LNG was often to the detriment of exhaust gas cleaning as a
method of reducing sulphur oxide gas emissions and the lower consequent CO2 emissions resulting from the use of less refined high sulphur residual fuels, not to mention the lower energy cost.
Another example is Lloyd’s, which has promoted ammonia as the future renewable fuel. Lloyds has failed to address with reliable and substantial Information the issues relating to the widespread availability of ammonia globally and of the likely cost of such a fuel assuming it is manufactured from purely renewable energy.
Manufacturers of marine equipment have in general become followers of technology needs rather than technology innovators. This appears to be partly driven by shipowners making very late decisions when deciding to adopt new technology and the uncertainty caused by the lack of clear route maps from the regulators.
That leaves the shipyards as the principal source of solutions to reducing CO2 emissions. The shipyard’s relationship with the owner can bear fruit, but it will inevitably mean purchasing a higher cost vessel in order to gain the benefit of the shipyard investing to developing good solutions for the owners’ new fleets.
In most other cases the shipyard will produce standard ships at a price. But that said, there is no doubt that shipyards have become adept at achieving better CO2 emissions performance to meet the requirements of the Energy Efficiency Design Index (EEDI). Fuel consumption per tonne of cargo carried has reduced. This has been principally through more efficient engines/propulsion design, better hull form design and fabrication improvements and through reducing installed power used.
In the absence of renewable fuels being a viable option for most shipowners, further reductions in CO2 emissions for those using fossil fuels does look increasingly challenging.
There are a discrete number of options currently available or in development that claim up to 15% reduction in CO2 emissions. These ‘bolton’technologies include hull coatings,
air lubrication, wind assist, propeller and rudder appendages, turbocharger cut-out and Rankine cycle energy recovery to name the ones most apparent in the media.
Do they really work? Are they cost effective? What are the disadvantages? What is the consistent percentage gain in CO2 emission reduction? Will they become stranded investment? Is there real data to confirm the claims and benefits?
Some owners have made decisions to try or trial these new technologies, often supported by government subsidies. This ought to then be useful or invaluable for informing with real data the truth of claimed benefits and efficiencies. But it is apparent that this is often not happening. It seems the best investigatory approach is to ask the engineers on ships where these new technologies have been fitted. Investigating at ship level definitely ensures responses and answers to be forthcoming. But even with this approach there is no guarantee that the information is not simply someone’s opinion rather than measured or validated data.
The consistent ship sourced feedback, whether fully validated or not is that the previously listed technologies show little or no improvements or provide improvement only under specific conditions. This feedback does not bode well for achieving further incremental improvements in CO2 emissions reduction or reducing the risks associated with the inevitable huge, wasted costs resulting from stranded investments of technology that is simply not fit for purpose.
Is it time to simply accept that the 3% of global CO2 emissions from shipping is not going to be solved by the prescribed ‘green solutions’, whether that be renewable fuels or efficiency technology?
Should a much more proactive and pragmatic approach be taken by shipowners that accepts fossil fuel as the energy source of choice into the future and then begins to deal with the consequent CO2 emissions in another way?
BRITISH RED ENSIGN
SAME DAY & OUT OF HOURS REGISTRATION WORLD CLASS TECHNICAL EXPERTISE REMOTE SURVEYS
The International Maritime Organisation (IMO) has achieved another important step towards establishing a legally binding framework to reduce greenhouse gas (GHG) emissions from ships globally, aiming for net-zero emissions by or around, i.e close to 2050.
The IMO Net-zero Framework is the first in the world to combine mandatory emissions limits and GHG pricing across an entire industry sector.
Approved by the Marine Environment Protection Committee during its 83rd session (MEPC 83) from 7–11 April 2025, the measures include a new fuel standard for ships and a global pricing mechanism for emissions. These measures, set to be formally adopted in October 2025 before entry into force in 2027, will become mandatory for large ocean-going ships over 5,000 gross tonnage, which emit 85% of the total CO2 emissions from international shipping.
Closing the meeting, IMO Secretary-General Mr. Arsenio Dominguez said: “The approval of draft amendments to
MARPOL Annex VI mandating the IMO net-zero framework represents another significant step in our collective efforts to combat climate change, to modernize shipping and demonstrates that IMO delivers on its commitments. “Now, it is important to continue working together, engaging in dialogue and listening to one another, if we are to create the conditions for successful adoption.”
The IMO Net-Zero Framework will be included in a new Chapter 5 of Annex VI (Prevention of air pollution from ships) to the International Convention for the Prevention of Pollution from Ships (MARPOL).
» MARPOL Annex VI currently has 108 Parties, covering 97% of the world’s merchant shipping fleet by tonnage, and already includes mandatory energy efficiency requirements for ships.
» The goal is to achieve the climate targets set out in the 2023 IMO Strategy on the Reduction of GHG Emissions from Ships, accelerate the introduction of zero and near zero GHG fuels, technologies and energy sources, and support a just and equitable transition.
Under the draft regulations, ships will be required to comply with:
» Global fuel standard: Ships must reduce, over time, their annual greenhouse gas fuel intensity (GFI) – that is, how much GHG is emitted for each unit of energy used. This is calculated using a well-to-wake approach.
» Global economic measure: Ships emitting above GFI thresholds will have to acquire remedial units to balance its deficit emissions, while those using zero or near-zero GHG technologies will be eligible for financial rewards.
There will be two levels of compliance with GHG Fuel Intensity targets: a Base Target and a Direct Compliance Target at which ships would be eligible to earn ‘surplus units’.
Ships that emit above the set thresholds can balance their emissions deficit by:
» Transferring surplus units from other ships;
» Using surplus units they have already banked;
» Using remedial units acquired through contributions to the IMO Net-Zero Fund.
The IMO Net-Zero Fund will be established to collect pricing contributions from emissions. These revenues will then be disbursed to:
» Reward low-emission ships;
» Support innovation, research, infrastructure and just transition initiatives in developing countries;
» Fund training, technology transfer and capacity building to support the IMO GHG Strategy; and
» Mitigate negative impacts on vulnerable States, such as Small Island Developing States and Least Developed Countries.
Upon approval, the draft amendments to MARPOL Annex VI will be formally circulated to IMO Member States, followed by:
» October 2025 (MEPC/ES.2): Adoption of the amendments during an extraordinary session of the Marine Environment Protection Committee.
» Spring 2026 (MEPC 84): Approval of detailed implementation guidelines.
» 2027: Expected entry into force, 16 months after adoption (in accordance with MARPOL articles).
The UK Chamber has welcomed the joint statement from the UK-EU Summit, in particular the emphasis on adhering to a rules-based order, with the United Nations at its core, and the International Maritime Organization (IMO) in the context of maritime safety, the ISPS Code, autonomous shipping, cyber security and UNCLOS.
It also says that it acknowledges the agreement to link the UK and EU Emissions Trading Schemes with interest, and recognise the benefits of mutual exemptions from respective Carbon Border Adjustment Mechanisms (CBAMs).
However, the linkage of these schemes should take into account and recognise the primacy of the IMO and must commit to avoid double payment and counting of emissions from both ETSs. The UK Chamber says it loosk forward to receiving further detail on how this will be taken forward, in particular in light of the UK’s Maritime Decarbonisation Strategy, and should seek to ensure that any alignment protects the unique position and competitiveness of the UK Shipping industry, including the offshore sector, ensuring
temporary derogations for lifeline ferry services across the UK and consistency in emissions data collection and administration of systems.
The UK Chamber welcomes the other aspects of the statement, including the aim to develop an agri-foods deal (SPS agreement) to reduce friction at the border, facilitating pet travel for the maritime passenger sector, and further regulatory exchanges on energy technologies, such as on bio-methane, hydrogen and carbon capture, utilisation and storage.
The Chamber says it will work with the government to gain deeper understanding of these agreements, the underpinning details and impact for UK shipping, and will continue to ensure the Chamber perspective is understood and reflected as these are progressed.
Safety for Sea reports that Estonia has launched a €25m government grant designed to encourage the reconstruction and greening of passenger and cargo ships, tugboats and other port and auxiliary vessels in its ports.
“As stricter environmental regulations loom, the need for ships capable of operating with hydrogen and electric propulsion systems, carbon capture technologies and advanced software solutions is set to grow. Estonia has been preparing to meet this demand through the Estonian Marine Greentech & Retrofit Hub,” the organisation says.
“This €25m grant, enacted by Estonia’s Minister of Infrastructure, Kuldar Leis, provides shipowners and operators with subsidies covering 15% to 30% of eligible retrofit costs, up to a maximum of €5m per project.
“For instance, in order to qualify for a 30% support rate, the vessel must be converted into a zero-emission ship. Additionally, factors such as the ship’s flag state and how frequently it visits local ports also influence the rate of support.”
Bureau Veritas Marine & Offshore (BV) has confirmed the validity of the emissions reduction methodology of the Blue Visby Solution, a multilateral platform developed by the Blue Visby Consortium, which aims to cut emissions from shipping by around 15% through coordinated, sector-wide behavioral change.
The Blue Visby Solution tackles one of the industry’s most persistent carbon inefficiencies – the practice of ‘sail fast then wait’ – where ships rush to port only to spend hours or days idling at anchorage.
Instead, participating vessels receive optimised arrival times calculated by the Blue Visby Solution algorithm, enabling them to slow steam, reduce fuel consumption and minimise congestion. This approach does not rely on new fuels or hardware, but rather on a systemic optimisation of the ocean passage, contractual refinements and a methodology for sharing the financial consequences,
making it an actionable decarbonisation strategy that is available today.
In support of the development of the Blue Visby Solution, BV has conducted an independent technical review of the Blue Visby methodology used to estimate its effect on fuel and emissions. This involved assessing the robustness of the approach used to quantify savings by comparing actual voyage data – including AIS-derived routes and speed profiles – with optimised scenarios generated by the Blue Visby Solution algorithm.
In addition, BV assessed the practicability of the methodology in relation to data acquisition and reliability, the completeness of the methodology by reference to all significant factors and also the neutrality of outcome, by reference to the financial interests of the parties concerned.
BV also evaluated the reliability of the digital twin simulations underpinning Blue Visby’s modelling framework. The assessment confirmed that the simulations accurately reflect real-world voyage behaviors and optimisation effects, supporting the credibility of projected emission avoidance. Through this work, BV is helping ensure the solution is technically sound and verifiable for regulators, shipowners, charterers and other industry stakeholders.
As part of the ongoing work, the Blue Visby Solution team and BV will continue to analyse simulation results, validate assumptions and jointly consolidate findings based on a representative sample of anonymised voyages, employing arrival time optimisation as a practical and impactful decarbonisation strategy.
This process aims to provide the industry with transparent, verifiable data supporting the system’s impact.
By validating the methodology and confirming the robustness of the simulations, BV is helping pave the way for innovative digital practices to be integrated into mainstream compliance and emissions reporting.
As the shipping industry enters a new regulatory era –with the EU Emissions Trading Scheme expanding and IMO regulations tightening – the Blue Visby Solution represents a pragmatic and forward-looking tool. By reducing fuel use and emissions through better timing, the platform helps shipowners and charterers align commercial performance with environmental responsibility.
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, says: “The Blue Visby Solution combines technology with long-established maritime traditions of cost-sharing, collaboration and mutuality. The collaboration illustrates how industry-wide coordination can unlock efficiencies that benefit all stakeholders. We are proud to contribute our expertise to initiatives that make the decarbonisation of shipping both credible and achievable.”
Haris Zografakis, Blue Visby Consortium co-ordinator, says: “Key to the Blue Visby Solution is its neutrality and the integrity in estimating avoided emissions. The technical evaluation and validation from Bureau Veritas is a testament to the hard work and dedication of the teams at Bureau Veritas and Blue Visby and the support of the Blue Visby Consortium.”
Achilles, a global leader in supply chain risk management solutions, and Procureship, a leading e-procurement platform, have agreed a long-term partnership to enhance the ESG capabilities of the shipping industry’s procurement processes.
The latest agreement will bring efficiencies to the supply chain assessment and purchasing process for Procureship members. Procureship provides streamlined purchasing for more than 100 fleet owners and operators, including BW LNG, Angelicoussis Group, Oldendorff Carriers, Starbulk Group, TB Marine and Technomar. By leveraging advanced analytics, machine learning tools, and a unique supplier recommendation engine, Procureship simplifies the procurement process between buyers and suppliers.
The Achilles Maritime Network provides a platform for shipowners and managers to collaborate, reduce risks, and enhance supply chain visibility while lowering costs and administrative burdens. Suppliers and contractors benefit from standardised processes and pre-qualification, fostering stronger relationships and business growth. The network supports transparency, sustainability, and responsible business practices in the maritime industry. Members of the Achilles Maritime Network include BW LNG and LPG, Odfjell, Seapeak and Seasourcing.
Through this agreement, users of the Procureship platform can access the Achilles service to improve visibility of their suppliers’ sustainability performance. Procureship will also offer its supplier network the opportunity to demonstrate their Achilles score and standout through a rigorous, independent assessment.
The Achilles Sustainability Score will be reflected in Procureship’s supplier profiles and displayed in supplier search engine results. Additionally, buyers will be able to check the suppliers’ Achilles scores on the spot during the evaluation of quotations. This will allow maritime purchasers to easily source products from companies that align with their standards, providing greater transparency and confidence in their procurement decisions.
“Procureship identified the need for an environmental, social and governance (ESG) module to complement our existing marketplace services and recognised the expertise we would gain through this partnership with Achilles,” says Grigoris Lamprou, Co-Founder and CEO of Procureship. “For our clients, the ability to easily access information on supplier sustainability practices reinforces trust across the supply chain.”
“The aim of Achilles is to ensure that procurement professionals within the shipping sector have a streamlined purchasing process that improves visibility, drives ESG metrics and increases process efficiency,” says Paul Stanley, CEO, Achilles. “Including supplier sustainability data within an e-commerce platform like Procureship, cements this strategy with a simplified, yet robust process.”
Xeneta Chief Analyst Peter Sand has provided insight into impact of the 90-day lowering of tariffs between the US and China:
“Politicians on all sides will argue over who has won, who has lost and who has the better deal, he says, but the most important point is that we will now see goods flowing more easily between the world’s biggest trading nations.
“The spiralling trade war was catastrophic for businesses, so there will be huge relief that diplomacy appears to be returning.
“Average transit times on the Transpacific trade is 22 days, so shippers will take the 90-day window of opportunity to ship as many goods as possible into the US and this will put upward pressure on freight rates.
“Carriers responded to falling volumes from China to the US by slashing container shipping capacity
and redeploying it on to other trades, such as the Far East to Europe. It takes time to shift capacity back again, so a revival in volumes from China to US may mean shippers have to pay a little over the odds in the short term.
“Q3 is traditionally the peak season for ocean container shipping, but that may arrive earlier in 2025 if there is now a rush to import goods into the US from China. Although the resurgence in demand may be slower for some low-margin goods due to the tariffs still in place.
“In the longer term, it is likely freight rates will continue he downward trend that was seen in the market during Q1 prior to the ‘Liberation Day’ announcement by President Trump.
“Average spot rates are down 56% and 48% from China to the US West Coast and US East Coast respectively since 1 January, despite an uptick of 18% and 12% on 1 April. Rates have fallen slightly since then but remain elevated compared the end of March.
“Data in the Xeneta platform shows the four-week rolling average for offered capacity from Asia to the US is down 17% since 20 April to stand at 265 000 TEU on 12 May (see chart). Blanked sailings are up 86% in the same period to stand at 89 100 TEU.
“It must not be ignored there is still a 30% tariff on imports from China to the US and this will be prohibitive for some businesses with lower-margin goods, so there will still be an adverse impact on ocean container shipping demand. It may also take shippers a little time to ramp up sourcing and manufacturing in China again if they took the foot off the gas following the 145% tariffs announced on 9 April.
“There will be relief over the easing of tariffs, but shippers cannot carry on as if nothing has happened because, if we have learned anything in the past few months, it is to expect the unexpected and further volatility. The geopolitical risk on supply chains is ever present.
“Businesses do not want to be under the thumb of geo-politics any longer and will accelerate plans for diversification in supply chains so they are able to react much quicker and more decisively against future threats,” he concludes.
The Isle of Man Ship Registry (IOMSR) is making significant strides to enhance safety standards within the global shipping sector – but we’d urge the industry to come together to collectively do more.
In our work and actions, IOMSR prioritises seafarer safety and vessel safety, emphasising the importance of seafarer welfare – in January 2021 we introduced our crew welfare App ‘Crew Matters’ – and through promoting robust safety measures.
These efforts to bring about meaningful change include regulatory input and a current focus on enclosed space safety. This is an area where we see urgent need for change, highlighted by data monitoring from InterManager, the international trade association for the ship management industry.
“In our work and actions, IOMSR prioritises seafarer safety and vessel safety, emphasising the importance of seafarer welfare”
From 1996 to April 1, 2025, 358 people lost their lives in enclosed space accidents, with 50% occurring in cargo hold and accessway areas. The figures also show that 38.9% of those happened to just three levels of personnel: chief officer, able seamen and stevedores.
These statistics underscore the requirement for enhanced safety measures. That is also why we are actively involved in some important research and collaboration.
The registry is currently working with Oil Companies International Marine Forum (OCIMF) to address this issue of enclosed space entry safety.
OCIMF coordinates workshops to develop comprehensive safety protocols and best practices. This collaborative effort is taking a holistic approach aiming to develop comprehensive safety
protocols and best practices that can be adopted industry-wide.
Among the areas being targeted include a deeper understanding of the gas hazards presented, including toxic effects of CO2, and the need for standardised signage around which robust risk assessment and safety control processes can be developed.
Identifying the need to address the missing requirement for refresher training at management level and the guidelines on gas monitoring equipment selection are also under scrutiny as a result.
The report into the deaths of three stevedores found unconscious in the cargo hold access space of a bulk carrier in 2022 highlighted significant issues with language barriers between shore workers and
By Bill Liddell, Senior Surveyor IOMSR
crew, as well as a lack of effective shore side supervision, so the ways to overcome these, we believe, need to be addressed from an industrywide perspective and not just a flag state perspective.
Together with collaborating bodies, we are working towards methods of increasing wider understanding, standardising safety signage, addressing barriers to languages in foreign ports and changes to rules, with the ultimate goal of reducing the number of lives lost.
Effective supervision is crucial for ensuring safety in enclosed spaces. It should be clearly established who must provide supervision of potentially affected parties.
Safety management systems should have robust risk assessment processes to produce effective
operational procedures, carried out by staff knowledgeable in the process being assessed.
We once heard a phrase, “a casualty is a failed risk assessment”; unfortunately you can’t hope to mitigate a risk you haven’t been able to consider due to insufficient knowledge or poor operational controls.
In connection with cargoes and their impact on enclosed space hazards, we can improve the risk assessment process by clarifying what needs to be assessed in a uniform manner, so that the equipment, processes and procedures required to achieve the safest end goal results.
As part of our commitment to enhancing safety standards, IOMSR has introduced technical advisory notices to achieve consistent risk assessment processes.
The aim is to provide guidance on assessing cargoes and their potential hazards, defining necessary equipment and procedures and ensuring continuous monitoring and review for use by vessel managers when developing operational procedures. Many cargoes or chemical processes within enclosed spaces are capable of causing gas hazards.
The atmosphere looks perfectly normal and the only way to determine a hazard to life exists is to measure for specific hazards, with specific instruments, following safety processes that require you to do so – without justified exception.
As an industry we need to do more to get this right. For more information, visit: iomshipregistry.com
As global environmental regulations tighten and maritime sustainability climbs the agenda, ME Production stands at the forefront of exhaust gas cleaning innovation – offering tailored solutions, full-spectrum service and a proven track record of adaptability.
The exhaust gas cleaning industry has changed dramatically over the past decade. Once a niche market driven by early adopters of maritime emission compliance technologies, the landscape today is defined by tightening regulatory frameworks, evolving customer needs, and growing public scrutiny of environmental impact—but also by an increasing understanding among shipowners of the need for strong, global after-sales service and support.
Few companies have navigated this transformation as thoroughly – or as successfully – as ME Production.
Based in Denmark and with more than 10 years of experience in exhaust gas cleaning, ME Production has grown into a leading supplier of scrubber systems and services. The company is known not just for its technical solutions, but also for its deep understanding of customer operations and long-term compliance strategies.
“We’ve been in this industry since the very beginning,” says Kim Pedersen, Chief Commercial Officer at ME Production. “We’ve seen the technology evolve, we’ve seen regulations tighten, and we’ve helped our customers adapt every step of the way.”
One of the most significant shifts in the exhaust gas cleaning market has been the regulatory pressure placed on open loop scrubbers. While once a popular and cost-effective choice, these systems are now facing serious operational restrictions due to expanding no-discharge zones around the world.
These zones, where washwater discharges from open loop systems are no longer permitted, have emerged in key regions including parts of Europe, Asia, and North America. For shipowners, this means rising uncertainty and reduced operational flexibility. For some, this shift will have a significant impact; for others with different trade routes, the effect may be minimal.
ME Production has responded decisively by offering open-to-closed loop conversion services, helping shipowners retain the value of their original scrubber investments while ensuring continued compliance with modern discharge restrictions.
“Many of the early adopters went with open loop simply because the rules weren’t clear back then,” Pedersen explains. “But today, the trend is obvious: flexibility and compliance go hand-in-hand. Our conversion services allow customers to keep their vessels compliant and operational, even as no-discharge zones expand.”
Beyond system design and retrofitting, ME Production has doubled down on its commitment to long-term customer
support with the rollout of its ‘Time-2Service’ concept. This comprehensive service framework is designed not only for ME Production systems, but also for scrubbers from other manufacturers.
The goal is simple: maximise uptime and ensure compliance through proactive, professional service.
Under a Time-2-Service agreement, shipowners can access a tailored package of services including:
» Scheduled inspections and check-ups
» 24/7 global service hotline
» Crew training and onboard calibration
» Spare parts logistics via the Process Delegation Service
» Regular software updates and performance monitoring
“A lot of systems installed years ago were from suppliers that no longer exist or offer minimal support,” says Pedersen. “Our service agreements give peace of mind. We take over the responsibility of keeping the system compliant and functioning – no matter who originally built it.”
Through strategically placed ServiceCentres, ME Production is ready to assist with onboard support and even scrubber repairs. As Pedersen notes: “One of our advantages is that ME Production has built these systems in-house, so we know exactly how to perform effective repairs when needed.”
One of the lingering questions around exhaust gas cleaning systems –especially open loop configurations – has been their environmental impact. Critics have pointed to washwater discharges as a potential source of
pollution. However, these concerns have often lacked real-world data.
That has now changed.
A new, peer-reviewed study commissioned by Oldendorff Carriers and conducted by the Georgia Institute of Technology and MIT has provided one of the most comprehensive assessments of the life-cycle environmental impact of scrubbers.
The findings are clear: scrubbers, particularly when used with heavy fuel oil (HFO), can outperform low-sulphur fuels when viewed from a well-to-wake life-cycle perspective. Furthermore, washwater discharges from open loop systems were shown to remain well within International Maritime Organization thresholds and were even lower than the strictest municipal and industrial effluent standards in the EU and US.
“This study reinforces what many of us in the industry already knew,” says Pedersen. “Scrubbers are not the problem – they are part of the solution, especially when used correctly and maintained responsibly.”
He also notes an interesting development: “We’re seeing a trend where even shipowners investing in dual-fuel engines continue to choose conventional fuels as their primary option – meaning scrubbers are still essential for compliance.”
In the early days of scrubber adoption, most systems came fully equipped with an extensive range of features –often more than the customer actually needed or used. But as the market has matured, so too have customer expectations. Today, shipowners want tailored systems that reflect their operational reality.
ME Production has responded with a modular, barebone offering that gives shipowners full control over what features they include. Sensors, monitoring devices, and automation systems can be added or excluded based on trade routes, vessel types, and compliance needs.
“It’s about giving customers control,” Pedersen explains. “Why should a short-sea vessel pay for the same features as a deep-sea tanker?
Our flexible model ensures they get exactly what they need – nothing more, nothing less.”
Whether it’s a retrofit or a newbuild, ME Production’s engineering process is built around customisation. Every system is designed specifically for the vessel, taking into account available space, control systems, and operational characteristics. Key features of the ClearSmart Emission Guard series include:
» Inline or U-type scrubber designs
» Scrubber diameters from Ø1300 to Ø6500
» 98%+ SOx removal efficiency
» Remote monitoring and fleet optimisation tools
» Low power consumption and energy-efficient operation
All systems are manufactured using high-quality materials at ISO9001certified facilities in Denmark and China.
With vessels operating globally, response time matters. ME Production has established a network of service locations to ensure support is available wherever their customers operate.
Today, service hubs in Panama, China, Singapore and Denmark enable rapid deployment of technicians and spare parts, reducing vessel downtime and travel costs.
“Our goal is to be wherever our customers need us,” Pedersen says. “A scrubber issue shouldn’t mean a week-long wait for a technician. That’s why we’ve invested in building up our global footprint.”
At its core, ME Production’s approach is built on partnership. Whether designing new systems, converting legacy scrubbers, or maintaining compliance through service agreements, the company sees its role as a trusted ally to shipowners navigating change.
“We’re not just selling equipment,” says Pedersen. “We’re building relationships. Our customers count on
us to keep them compliant, efficient and ready for the future. That’s a responsibility we’re proud to carry.”
As the industry prepares for a new era of marine fuels, ME Production is already developing next-generation scrubber technologies to meet the demands of dual-fuel and alternative fuel engines.
New fuels like ammonia, methanol, ethanol, and liquefied natural gas present new challenges –particularly with managing engine slip emissions that occur during startup and shutdown. These emissions require specialised treatment and ME Production is engineering new solutions to handle them effectively.
“We see scrubbers continuing to play a vital role in emissions control, even as fuel types change,” says Pedersen. “Our team is working on technologies that address the nuances of these new fuels, so our customers can remain compliant across all operating modes.”
At the same time, he points out a practical reality in the current market: while dual-fuel engines are specified more frequently in newbuilds, HFO and very low sulphur fuel oil remain the dominant fuels in actual use –primarily due to limited availability and high cost of green fuels in most ports.
“We’re preparing for the future without losing focus on the present,” Pedersen adds. “And right now, scrubbers remain one of the most effective tools for balancing compliance, efficiency, and fuel flexibility.”
Founded in Denmark, with production facilities in China, ME Production is a leading manufacturer of exhaust gas cleaning systems, marine gearboxes and energy efficiency solutions for the global maritime industry. With installations on hundreds of vessels and a worldwide service network, ME Production delivers reliable, compliant, and cost-effective solutions to shipowners across the globe.
For more information, visit: meproduction.com
A recently released report on the environmental impact of exhaust gas cleaning systems grounded in peer-reviewed scientific evidence has produced some ground-breaking results
The Clean Shipping Alliance (CSA) has reported on a study on the environmental impact of exhaust gas cleaning systems (more commonly known as scrubbers), initiated by Oldendorff Carriers and conducted by the Georgia Institute of Technology and Massachusetts Institute of Technology. The study aims to assess the impact of scrubbers on a well-towake basis.
First commissioned in 2021 by Oldendorff, the research set out to generate independent data on scrubber performance under real operating conditions. The study collected data from the voyage of the Hedwig Oldendorff (209,131 dwt), from Taicang to Hong Kong.
“With many studies on scrubbers lacking well-to-wake lifecycle assessment and based on outdated data from first-generation systems, this research provides up to date,
science-based, peer-reviewed findings – essential as scrubber technology evolves,” the Alliance says.
The results show that for large, ocean-going bulk carriers operating in open seas, heavy fuel oil (HFO) used with a scrubber can outperform low-sulphur fuels when assessed from a proper life-cycle perspective. This again underlines scrubbers’ role as a key technology in the global energy transition, the CSA says.
This approach looks likely to be unwelcome to those that are pushing the use of low sulphur products, not least where the use of HFO is concerned.
The study also “disproves concerns of environmental damage, finding that open-loop scrubber washwater discharges are well within International Maritime Organization (IMO) environmental thresholds, while being significantly lower than stringent
US and EU limits for municipal and industrial effluents.
Even under a conservative dilution assumption, the expected final concentrations in receiving water bodies remain significantly below EU environmental quality standards and U.S. EPA water quality criteria for marine ecosystems,” the CSA explains in the study.
This study builds upon evidence from the Danish Hydraulic Institute, June 2021, and CE Delft, August 2020, suggesting that scrubbers do not cause environmental harm.
CSA adds: “Scrubbers are increasingly recognised as having a potentially significant role in meeting shipping’s decarbonisation goals, as exhaust cleaning is an essential process step in a marine carbon capture and storage system (CCS).
With insufficient low-carbon energy sources to power the global fleet, CCUS
will be critical for shipping while the industry waits for e-fuels to scale. With a high proportion of maritime energy use being based on fossil fuels today and for the foreseeable future, the EGCS/CCS combination is increasingly seen as an important technical path.”
General availability will encourage the wider uptake of CCS, which has the potential to make a significant technical contribution to meeting maritime climate goals.
“When deciding future regulations relating to scrubbers, we urge careful consideration of the research undertaken by credible organisations to ensure that decisions are grounded in peer-reviewed scientific evidence,” the Association says.
The International Association of Classification Societies has released a new unified requirement for monitoring and safety functions for exhaust gas cleaning systems (M86).
The use of exhaust gas cleaning systems (EGCS) technology is generally
permitted as an alternative means of compliance. However if these do not work properly, using scrubbers as an alternative to burning low sulphur fuels becomes a non-starter.
Scrubbers can be effective in complying with regulations that require the use of 0.5 percent sulphur fuel globally and 0.1 percent in Emission Control Areas (ECA). The following requirements apply to the arrangements intended for the safeguard of the ship in case of malfunction of the EGCS.
According to IACS: “The EGCS bypass arrangement is to be provided in order to continue the operation of the engines. This arrangement may be omitted, provided the EGCS is designed for dry operation and the lack of the bypass arrangement does not interfere with the continuous operation of the engine. An interlock is required to prevent bypass and uptake dampers from being closed at the same time in systems with individually controlled dampers. The interlock can comprise a pressure sensor upstream of the dampers, interfaced to the EGCS safety
system, opening the bypass damper in case of high back pressure.”
IACS explains that automatic control, monitoring (including washwater discharge criteria), alarm and safety functions are to be provided for the EGCS so that operations remain within pre-set parameters for all fuel oil combustion unit(s) and SOx emission abatement system operating conditions. The control system for the ECGS may be connected to an integrated control system or may be a standalone system. The system is to be designed such that a single fault of a component will not lead to a potentially dangerous situation for human safety and/or the vessel. An FMEA, or equivalent, demonstrating the safety system design basis is to be submitted to the classification society, when the control system is connected to an integrated control system of a vessel. For vessels with unmanned propulsion machinery space, the alarm and monitoring systems of the EGCS can be integrated in the vessel’s centralised monitoring systems.
“The EGCS bypass arrangement is to be provided in order to continue the operation of the engines”
As companies continue to debate the best way forward in meeting deadlines on environmental issues what kind of power is used to ensure the most eco-friendly approach continues to be a matter for some debate with some analysts suggesting that using scrubbers to offset the effects of using heavy fuel oil may well be the way forward.
An analysis published in a Massachusetts Institute of Technology newsletter suggests the combination of scrubbers and high sulphur fuel might be the best option when compared to burning low sulphur products.
In the long running debate on how to meet environmental requirements and deadlines one of the problems for the industry has been availability of low sulphur fuel options and many have considered alternatives including the use of windpower and or alternative fuels.
The MIT report would suggest that the way forward would involve an outlay to fit scrubber technology on ships, but at the same time would not push operators down the low sulphur route.
As the report suggests, the cap on sulphur content in marine fuels introduced in 2020 left operators with a number of options including use of low sulphur fossil fuels, cleaning systems like scrubbers or using biofuels.
According to the article, while scrubbers are definitely an option there have been concerns about how eco-friendly scrubbers are in practice.
Researchers from MIT, Georgia Tech, and elsewhere have now found that burning heavy fuel oil with scrubbers in the open ocean “can match or surpass using low-sulphur fuels, when a wide variety of environmental factors is considered.” Their research suggested that the heavy fuel oil and scrubber combination was the least
harmful option when considering potential impact on the environment.
“In our collaboration with Oldendorff Carriers to broadly explore reducing the environmental impact of shipping, this study of scrubbers turned out to be an unexpectedly deep and important transitional issue,” says Neil Gershenfeld, an MIT professor, director of the Center for Bits and Atoms (CBA), and senior author of the study.
“Claims about environmental hazards and policies to mitigate them should be backed by science. You need to see the data, be objective, and design studies that take into account the full picture to be able to compare different options from an apples-toapples perspective,” adds lead author Patricia Stathatou, an assistant professor at Georgia Tech, who began the study as a postdoc in the CBA.
While the report says that HFO has a sulphur content of 2-3% in comparison to the International Maritime Organisation’s 0.5% cap in most areas, with lower caps near environmentally sensitive areas or urban centres.
In 2018, fewer than 1,000 vessels employed scrubbers. After the cap went into place, higher prices of low-sulfur fossil fuels and limited availability of alternative fuels led many firms to install scrubbers so they could keep burning heavy fuel oil.
Today, more than 5,800 vessels utilize scrubbers, the majority of which are wet, open-loop scrubbers, the report estimates.
“Scrubbers are a very mature technology. They have traditionally been used for decades in land-based applications like power plants to remove pollutants,” Stathatou says.
As the article explains, the research team did 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 was of key importance, since producing low-sulphur 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,” she says.
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. She also spend time on a bulker in order to obtain samples to form part of the study.
Results suggested scrubbers reduced sulphur dioxide emissions by 97% percent . The researchers also tested for other pollutants like carbon monoxide and nitrous oxide, as well as washwater samples.
“These findings suggest that the use of scrubbers with heavy fuel oil can be considered as equal to or more environmentally friendly than low-sulfur fuels across many of the impact categories the researchers studied”, the report suggests.
“This study demonstrates the scientific complexity of the waste stream of scrubbers. Having finally conducted a multiyear, comprehensive, and peer-reviewed study, commonly held fears and assumptions are now put to rest,” says Scott Bergeron, managing director at Oldendorff Carriers and co-author of the study.
“This first-of-its-kind study on a well-to-wake basis provides very valuable input to ongoing discussion at the IMO,” adds Thomas Klenum, executive vice president of innovation and regulatory affairs at the Liberian Registry, emphasizing the need “for regulatory decisions to be made based on scientific studies providing factual data and conclusions.”
The International Maritime Organization’s (IMO) new Net-Zero Framework marks a significant move toward decarbonising the shipping industry. While the outcome of the latest IMO meeting may be difficult to interpret, in the short term, it enables a “pay-to-comply” strategy.
A less costly alternative to using low-carbon fuels such as methanol and ammonia is onboard carbon capture. However, a prerequisite for effective carbon capture is the pre-cleaning of exhaust gases using scrubbers.
Other benefits for scrubberfitted vessels:
» Regulatory compliance: scrubbers allow vessels to continue using high-sulphur fuel oil (HFO) while meeting international sulphur emission standards. This flexibility provides a cost-effective compliance path compared to switching to expensive low- or zero-sulphur alternatives.
» Fuel availability: low-sulphur fuel may not always be accessible in every region or port. Scrubber systems ensure operational continuity by allowing ships to use readily available HFO without breaching emission limits.
» Operational efficiency: ships with scrubbers can maintain existing engine setups and avoid the downtime and complexity associated with fuel system conversions. This means less crew retraining and higher fleet uptime.
» Flexibility: the IMO’s gradual timeline gives shipowners more time to regain scrubber investments and strategically plan green fuel retrofits. Scrubber-equipped vessels can act as a bridge solution until alternative fuels become viable.
IMO regulations and classification society standards mandate regular drydocking to ensure a ship’s safety, structural integrity and certification.
PureteQ supports this process through comprehensive predrydocking inspections that validate key components such as pumps, fans, internal structures and compliance equipment. The resulting report defines
The simple solution to a global challenge
clear work scopes for shipyards, crews, and stakeholders – minimising risks, unexpected issues and additional costs during drydocking. PureteQ also attends vessels in drydock and maintains an extensive stock of spare parts for most major brands.
Drydocking is also the ideal time to consider retrofitting upgrades that align your ship with future environmental standards.
While open-loop scrubbers are widely used, they’ve faced scrutiny due to the discharge of untreated washwater into the sea. A practical upgrade involves converting to a closed-loop or hybrid system, allowing either zero-discharge operation or cleaner effluent release.
The number of closed-loop scrubbers is increasing, but unfortunately many have remained unused since installation due to the high volume and disposal cost of sludge and residue. To address these challenges, PureteQ offers PurePass, a standalone water filtration system designed to enhance the performance
of existing water treatment units (WTUs). PurePass extracts sludge and wastewater directly from the washwater tank, reducing the dirt load by up to 90% and improving both filtration efficiency and the service intervals of WTUs.
The system features cost-effective, multi-layer filters that capture particles of varying sizes. Washwater is pumped through the system using energyefficient, variable-speed pumps and the entire process is fully automated. The filter exchange cycle – typically every 24 hours in closed-loop mode – can be extended through setting adjustments or by using larger filters.
Scrubber efficiency is tied to how effectively the system removes exhaust pollutants across engine loads. The scrubber tower design and operational controls are crucial in ensuring optimal performance. If scrubber efficiency drops, energy consumption rises –along with operating costs.
PureteQ’s scrubber systems are known for their energy-efficient design
and advanced automation, which help lower operational expenses. Moreover, our service engineers can optimise even third-party systems to prevent over-scrubbing and energy waste.
To further improve carbon efficiency, PureteQ offers Pure-SPOT, a web-based scrubber performance optimisation tool. Available through a service agreement, Pure-SPOT reduces energy use across all scrubber types and contributes to better Carbon Intensity Indicator scores.
As the industry shifts toward netzero, PureteQ supports shipowners with smart scrubber solutions, energy-efficient retrofits and advanced filtration systems. Our expertise ensures regulatory compliance, operational cost savings and a pathway to sustainable growth – both environmentally and economically.
For more information, contact: Anders Skibdal, CEO PureteQ A/S, Sverigesvej 13, 5700 Svendborg, Denmark
Email: anders@pureteq.com pureteq.com
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
Recent innovations involving wind power highlight its use as an efficient, cost-effective and futureproof source of propulsion
Smart Green Shipping’s (SGS’s) successful sea trials of wind-assisted propulsion system FastRig have confirmed its time-efficient installation and removal quayside, safe integration into onboard operations, and independently verified the accuracy of the performance modelling tool, FastRoute, the company says.
SGS has just released the results of recent sea trials of its cutting-edge FastRig wind-assisted propulsion system (WAPS), conducted in late 2024 aboard the MV Pacific Grebe, a nuclear waste carrier. Despite the technical challenges involved with installation on such a specialised vessel, the SGS team successfully installed the lightweight FastRig dockside via its streamlined easy-on/ easy-off installation process, carried out intensive sea trials, and then rapidly uninstalled the system to the satisfaction of the ship owner and the Class Society — on budget and within eight weeks.
Diane Gilpin, CEO at SGS, says: “Our recent sea trials have demonstrated the FastRig’s ability to address key market concerns, such as time away from commercial operations, impact on
vessel structure and operational safety (particularly visibility), and additional energy consumption to power WAPs. Our customers, collaborators, and investors now have clear evidence that FastRig’s lightweight, stowable design reduces the need for extensive deck reinforcement and eliminates reliance on active fans or rotors.
“This has the added benefit of minimising energy use onboard while enabling time-efficient installations and removals quayside or in alignment with planned drydock schedules — supporting shipowners, charterers and those in the spot market with simplified access to wind as a free, renewable and futureproof source of energy.”
In an industry first, SGS chartered its own vessel to conduct trials in full accordance with scientifically rigorous International Towing Tank Conference (ITTC) protocols. This approach ensured complete, unrestricted access to operational data — allowing for a holistic assessment of vessel performance and overall impact, rather than isolating the performance of FastRig alone.
This facilitated independent verification of the accuracy of SGS’s
performance modelling tool, FastRoute, by The University of Southampton and Houlder, a UK-based clean technology consultancy for marine and offshore environments — enhancing industry confidence in commercial agreements and confirming the FastRig’s ability to deliver fuel savings of up to 40% per annum.
The FastRig has a small deck footprint that minimises impact on deck space for cargo or operations. Its automated operations make it intuitive to use, minimising additional administrative burden for crew. Fully stowable on deck and with a radar that independently addresses loss of visibility, the FastRig ensures safety of operations when in port as well as at sea in high or low winds.
The unique design makes use of commercially available parts in innovative ways, ensuring that maintenance can be timely and costeffective. When combined with the FastRoute’s route optimisation tool, fuel and emission savings can rise to a factor of 1.5.
Among SGS’ sponsors is Drax Group, one of the world’s largest producers and users of sustainably
sourced biomass for renewable energy generation. Mark Gibbens, Head of Logistics at Drax, says: “Sustainability advances most rapidly when the market has access to scalable, affordable and futureproof solutions enabling reduced emissions and regulatory compliance.
“Wind as an energy source is freely available, renewable, and — with green technology providers like SGS — capable of supporting shipping with its goal of net zero, while empowering cargo owners to reduce Scope 3 emissions in their own supply chains.”
With FastRig’s benefits proven in real-world maritime conditions, SGS has advanced to commercial deployment. The team is actively collaborating with industry partners to scale wind propulsion across global fleets — backed by a proven track record of delivering complex projects to the highest standards, on time and within tight operational schedules.
These landmark sea trials were delivered as part of the Winds of Change project, supported by the UK Government’s Clean Maritime Demonstration Competition Round 3 (CMDC3).
The report is available to read in full at: smartgreenshipping.com
Syroco, a climate tech startup supporting the energy transition of maritime transportation, has announced that global freight operator Louis Dreyfus Company (LDC) has signed an agreement to deploy Syroco’s weather routing and voyage optimisation platform, Syroco Live, on its chartered juice vessel, MV Atlantic Orchard
The vessel, owned and operated by Wisby Tankers, was recently equipped with four bound4blue eSAIL – an advanced type of suction sail – to harness the benefits of wind propulsion, and this latest deployment offers a means to further improve the vessel’s green credentials through optimised routing and energy efficiency gains, while measuring the specific gains obtained by wind propulsion.
Syroco Live’s digital platform can recalibrate the vessel’s digital twin with real-time operational data, allowing her to perform using the best operating parameters. It is able to compute hundreds of thousands of voyage options in just a few minutes, much faster than conventional routing software, and uses AI-powered algorithms to select the most optimal route.
effective. Syroco Live can truly optimise voyages and deliver tangible results to our customers. This means reduced operational costs, greater energy efficiency, and lower environmental impact.”
Syroco Live currently supports more than 100 vessels. Late in 2024, the climate tech experts raised EUR7.5m in a Series A round led by impact investors Alter Equity and Blue Forward Fund, which the company is using to further develop its product and facilitate ongoing expansion plans.
“Wind as an energy source is freely available, renewable, and – with green technology providers like SGS – capable of supporting shipping with its goal of net zero”
The platform has access to the most accurate, high-quality metocean dataincluding past, present, and forecasted data covering the entire surface of the earth. By accounting for the specific energy needs and propulsive forces generated by the eSAIL® systems, the solution computes an optimised, vessel-specific route that maximises fuel savings and emissions reduction. It also enhances the operational efficiency of wind assistance devices and ensures the collection of accurate data for rigorous project performance evaluation.
Alex Caizergues, Founder and Chief Executive Officer of Syroco, says: “We are thrilled that Louis Dreyfus Company and Wisby Tankers have recognised the value that our Syroco Live platform can bring. In today’s maritime landscape, voyage optimisation requires robust data and intelligent insights to be
There are a number of choices for those exploring the market for alternative fuels and the potential to improve maritime operators’ clean shipping approach
P&I Club Skuld recently participated in the Green Shipping Program (GSP) pilot study ‘Every stone must be turned. Nuclear power cannot be excluded.’
The industry collaboration has been led by OSM Thome and supported by GSP partners.
The future need for carbonneutral fuels will be enormous if the International Maritime Organization’s (IMO’s) goal of net-zero emissions from shipping by 2050 is to be achieved. Vast amounts of renewable energy will be required to produce carbon-neutral fuels for ships, and no options can be excluded. All possibilities for carbonneutral ship propulsion in the next decades must be considered.
“There has been substantial interest in participating in GSP’s nuclear power pilot, and it is clear that there is significant interest in the Norwegian maritime community regarding nuclear power,” Eirik Ovrum, Principal Consultant, DNV said in a Skuld opinion piece on the initiative. “The pilot is aimed to address all the important questions that need to be clarified, and for DNV, it has been both the right approach and educational in terms of contributing to the construction and operation of a future nuclear-powered ship in a safe and secure manner.”
Torbjørn Lie, Pilot project leader and Business Development Manager, OSM Thome added: “In the pilot, the aspect of insurance has been particularly interesting to learn more about, including the challenges, possible solutions, and seeing that the Norwegian marine insurance industry is an active and inquisitive party that wants to contribute to the success of the maritime industry’s green ambitions.”
Nuclear risks, and thereby also the use of nuclear fuel, are excluded in marine insurance policies and for this to change, international agreements and conventions need to be developed. In addition to such developments, the insurance industry will independently have to consider whether such risks are something they are prepared to cover, and mapping the risks will be an important step in this process, says Skuld.
As a contributing partner to the pilot, Skuld has been shedding light on the international group structure and how this influences the potential of nuclear fuel. The pooling agreement and the common purchase of reinsurance will affect the development of the rules for the international group.
International conventions must be developed and ratified for nuclear power to become a viable insurable option. The 1962 Brussels Convention is a potential starting point and was intended to be applicable to nuclearpowered merchant vessels. However, the convention was never ratified, and it was also written during the height of the Cold War, with no Chernobyl and Fukushima events to influence the perception of nuclear options. The definition of nuclear risk would need an update to include environmental risks, which were never mentioned in the convention.
“Nuclear is an interesting zeroemission option that can meet IMO ambitions for 2050, support energy demand and be a viable technological possibility. As insurance excludes nuclear fuels and lacks international conventions to change this, we welcome insight and a new debate on the topic. The pilot project allows us to get a basic insight into the risks associated with nuclear fuel. We have to mature as an industry to allow the industry to discuss nuclear as one of the many options for reducing missions” says Matias Bøe Olsen, Decarbonisation and Transition risk lead, Skuld.
Skuld says that if one assumes that nuclear vessels have access to P&I cover, then cover for nuclear risks would impact almost all risks covered by P&I, such as people claims, pollution, wreck removal and cargo,. This would likely be seen as an increase in risk from an underwriting perspective and would affect the premium. Any inclusion of nuclear risk would also have to be approved by the reinsurers as their exposure would increase, and such incidents could easily exceed the pool retention of the group cover.
“For the moment, insurance is a showstopper for nuclear propulsion
with current rules and regulations,” the organisation says. “A new debate and discussion around all aspects of nuclear in the maritime value chain are seen as an essential step towards the industry maturing on the topic. Insights, like this report, are welcome to increase awareness amongst insurance and reinsurance peers. We have already seen the nuclear topic become an agenda point in IMO and other important regulatory forums.”
Jan Emblemsvåg, Professor, Norwegian University of Science and Technology, says: “Nuclear reactors were actually used on ships before they were used on land, but since the beginning, it has been about various types of light water reactors. These reactors are challenging to use in commercial ships for various reasons, and therefore, the project has studied and selected a set of advanced reactors (Generation IV) that are now under development. We strongly believe that by 2035, the first commercial ship with advanced reactors can be in operation.”
SEA-LNG has completed its initial analysis of the IMO Net-Zero Framework following MEPC 83. The SEA-LNG coalition, which spans the entire liquefied natural gas (LNG) value chain, has used the independent Z-Joule cost of compliance calculator to assess the commercial implications of the new regulations.
The calculations show that under the Net-Zero Framework investments in LNG dual fuel vessels offer shipowners a significantly shorter payback period than methanol, ammonia or very low sulphur fuel oil (VLSFO). LNG ships also give shipowners a commercial advantage through fuel optionality and access to widespread established infrastructure.
The complex IMO Net-zero Framework now requires further detailed analysis and feedback from the industry, as well as coordination with EU initiatives and the specific concerns of other member states, prior to formal ratification later this year.
There are also critical details surrounding the IMO Net Zero Fund
and the zero and near-zero-emission fuels (ZNZ) Reward Mechanism that will not be addressed before 2027.
SEA-LNG’s research examines the investment case for a 14,000 TEU container vessel operating a transPacific route from Japan to the US West Coast. It compares LNG, ammonia and methanol dual fuel vessels against a vessel fuelled by VLSFO over a 15year investment period.
The total cost of the different fuel pathways is driven by CapEx, the carbon intensity of the fuels and the fuel price. For both fuel price forecasts and carbon intensity values, SEALNG used assumptions from DNV’s analysis (MEPC 82/INF.8/Add.1) of the candidate mid-term measures discussed at MEPC 82.
Both high-pressure and lowpressure LNG dual fuel engines offer a relative payback period of between 4.5 and five years compared with VLSFO because of lower compliance costs due to LNG’s lower greenhouse gas fuel intensity (GFI). Methanol and ammonia fuelled vessels do not pay back over the 15-year investment horizon.
SEA-LNG also modelled the investment case for a 14,000 TEU containership operating on the Rotterdam-Singapore trade route using the same fuel price forecasts. In this case, the vessel is subject to both IMO and EU decarbonisation regulations –the latter for 50% of the voyage. Here, the payback for LNG-fuelled vessels was reduced to about 3.5 years mainly due to the effect of FuelEU Maritime in the early years of the analysis period.
Steve Esau, Chief Operating Officer of SEA-LNG, comments: “While many details need to be decided, the IMO Net-zero Framework provides a clear basis for maritime decarbonisation and should, in principle, enable all fuel pathways – be they LNG, methanol or ammonia – to compete on a level playing field. For this to continue, it is imperative that the ZNZ Reward Mechanism is designed in a fuel agnostic and technology neutral way.”
Peter Keller, Chairman of SEA-LNG, concludes: “The industry continues to make major investments in the LNG pathway. These ships can use LNG, biomethane and e-methane, and reduce
greenhouse gas emissions and cut local pollution today. The IMO position, as well as the EU regulations, both affirm the pathway is heading in the right direction and offers a practical and realistic route to compliance, starting right now.”
This research is the first in a series of costs of compliance analyses SEA-LNG is developing using the sophisticated Z-Joule calculator.
“The IMO position,as well as the EU regulations, both affirm thepathwayis headinginthe rightdirection”
Baltic Exchange has launched the maritime industry’s first-ever free Fuel Equivalence Converter, a reliable, easy-to-use digital calculator that helps owners, traders, brokers and charterers to navigate the complexity of the physical properties of the wide variety of marine fuels that are currently available on the market.
The Fuel Equivalence Converter is the latest resource provided by Baltic Exchange to help shipping players understand the cost and commercial implications of greener fuel options following the launch of its FuelEU Maritime Calculator in December 2024, which was then expanded to include biofuels in March 2025.
The converter enables users to compare the mass, volume and energy content of various traditional bunker and green fuel options in order to better understand how their bunker supplies would be impacted to achieve an equivalent energy level. This type of data is critical for owners and operators looking to reduce their compliance costs or run their vessels on cleaner alternatives.
“With a number of standard and alternative fuels available on the market, finding the conversion rates and energy ratios of all of the options in one place is incredibly difficult. As the range of potential fuel alternatives increase, this converter enables owners, charterers, traders and more to understand the physical properties and energy content by volume of each fuel type,” says Martin Crawford-Brunt, Emissions Lead at Baltic Exchange.
“Finding viable fuel options for our specific trades and ship types requires informed, data-led decisions that are grounded in reality. Just as we have done with our other emissions-related calculators and resources, Baltic Exchange is helping the industry to cut through this complexity.”
The fuel consumption of the Baltic standard ship is expressed in terms of metric tonnes per day of marine fuel oil. The Fuel Equivalence Convertor can be used to quickly find the volume or mass of an alternative fuel to provide a similar amount of energy.
At present, the converter includes:
» very low sulphur fuel oil (VLSFO)
» heavy fuel oil
» low sulphur fuel oil crude
» low sulphur fuel oil blend
» ultra low sulphur fuel oil
» marine diesel oil and marine gas oil (MGO)
» liquefied natural gas (LNG)
» ammonia
» methanol
It also includes various unit types, including metric tonnes (mt), cubic metres (cbm) and MMBtu, enabling shipping players to understand how different fuel options will impact their vessel’s bunker fuel storage and management systems.
For example, the fuel consumption for a 300,000 dwt very large crude carrier (VLCC) at an eco-speed of 11 knots and in laden condition is 39.8mt of VLSFO. Baltic Exchange’s Fuel Equivalence Converter shows that this vessel would require 38.4 mt of MGO or 33.4 mt of LNG in order to achieve the same energy levels. Similarly, the converter shows that the same vessel would require 82.4 mt of methanol or 88.2 mt of ammonia to achieve the same level of output.
“Understanding the potential impact on operations of the many alternative fuel options is crucial given the shipping industry must navigate the growing number of emissions regulations coming into force, successfully. By simplifying the process and providing this converter to the industry free of charge, alongside our other calculators, Baltic Exchange is doing its part to support decision makers with their decarbonisation journey,” Crawford-Brunt notes.
Lloyd’s Register (LR) has enhanced its Global Fuel Finder tool, delivering a significant upgrade that allows ship operators and technical teams to make faster, smarter decisions when sourcing marine fuels.
The latest development adds biofuel availability and quality insights to the platform, helping
clients navigate the energy transition with confidence.
Developed by LR’s industryleading Fuel Oil Bunkering Analysis and Advisory Service (FOBAS) team, the Fuel Finder tool now allows users to search, compare and analyse biofuels across global ports.
Accessible via the LR GMT platform, the interface allows users to explore six months of data from specific ports or suppliers, visualise trends, and download detailed reports in multiple formats. With the ability to compare up to four supplier-port combinations side by side, the tool provides clear, evidence-based insights that support fuel procurement and compliance decisions.
Andrew Shaw, Managing Director of FOBAS, says: “The inclusion of biofuels is the latest step in our commitment to delivering practical, real-time, data-driven solutions that support the decarbonisation of shipping. As the industry continues to evolve, our enhanced Fuel Finder ensures clients are always equipped with the information they need, enabling them to assess fuel options at a glance, compare performance, and reduce operational risk.”
Current LR clients can access the upgraded Fuel Finder tool at no additional cost, while new users can take advantage of a free seven-day trial through: lr.org/FOBAS.
LR’s FOBAS service provides industry-leading expertise in fuel testing, advisory and risk mitigation strategies, supporting ship operators in navigating the complexities of fuel quality and regulatory compliance.
Technology group Wärtsilä has introduced a new methane slip reduction solution for its Wärtsilä 50DF dual-fuel engine. The new technology, which converts Wärtsilä 50DF dual-fuel (DF) engines to spark gas (SG) operation, enables a more optimised combustion process, thereby improving efficiency and lowering methane emissions.
While operating on LNG, the new ‘Spark Gas Conversion for Wärtsilä 50DF’ is designed to reduce methane emissions up to 75% more than the standard Wärtsilä 50DF engine.
The Spark Gas Conversion for Wärtsilä 50DF minimises methane emissions by introducing an electrically controlled precombustion chamber valve for a more optimised combustion process. The estimated result is that, on an International Maritime Organization weighted (E2-cycle) average, the new solution reduces methane emissions down to 1.1% of fuel use.
“The use of liquefied natural gas (LNG) and cutting methane emissions is one of the most effective ways to decrease overall greenhouse gas (GHG) emissions from marine engines over the next decade, complementing other efforts to reduce CO2 emissions,” comments Roger Holm, President of Wärtsilä Marine & Executive Vice President at Wärtsilä Corporation.
“As the shipping industry strives for more sustainable operations, this new solution represents an important milestone on the road to advancing lower carbon fleets.”
The development of the solution, which consists of converting oneto-two of the total DF engines to SG, was made possible through extensive collaboration between Wärtsilä and Chevron Shipping Company. It was announced earlier that one engine on six Chevron LNG Carriers will be converted from DF to SG as part of Chevron’s aim to reducing the carbon intensity of its operations.
The solution is now available to all vessels in the industry with existing Wärtsilä 50DF engines diesel-electric propulsion, the majority of which are LNG carriers.
The new solution is optimised for LNG as fuel, therefore producing a better energy output per unit of fuel. This means fuel gas savings of up to 4.6 percent, as well as lower methane emissions.
Recent innovations are boosting shipping companies environmental performance, as well as improving efficiency and cutting costs
Maritime software and data services provider NAPA has expanded its longterm collaboration with ClassNK by offering key NAPA Fleet Intelligence modules via the ClassNK ZETA platform. This integration creates a more powerful, streamlined digital solution for monitoring regulatory performance and optimising fleet operations.
NAPA Fleet Intelligence is a cloudbased solution for ship performance monitoring, optimisation, and regulatory compliance, delivering insights to enhance efficiency and safety. ClassNK ZETA (Zero Emission Transition Accelerator) is a platform used to manage ship greenhouse gas (GHG) emissions and regulatory compliance.
With the integration of NAPA’s modules, shipowners and operators can now access deeper performance insights and compliance simulations using the same data already submitted to ClassNK ZETA. This creates a single platform, with one user account and more functionality for managing ship data efficiently.
With this update, shipowners benefit from a ‘single data, single platform’
experience. Operational data from ships is now shared once and used for both compliance verification and performance analytics, eliminating redundant reporting workflows. The integrated solution enables users to manage fleet data, simulate future compliance scenarios, and monitor performance KPIs — all from one login.
The collaboration also allows users to request the purchase of EU Allowances (EUAs) for use within the EU Emissions Trading System (EU ETS) directly from the ClassNK ZETA platform. Plus, shipping company can minimise FuelEU Maritime penalties by applying the compliance measure optimization algorithm developed by ClassNK and NAPA.
Additionally, users can simulate and monitor the impact of future voyages on their FuelEU, EU ETS and Carbon Intensity Indicator (CII) performances. These highly accurate simulations are built on NAPA’s advanced ship performance model, weather routing and voyage optimisation technology.
Naoki Mizutani, Executive Vice President, NAPA Studios, comments: “As a long-term development partner of ClassNK ZETA, the NAPA team has
“We’vecreated asingle, user-friendly platformthat meets the industry’s growing demand for digitalisation, efficiencyand transparency”
been working on the platform with ClassNK for one-and-a-half years. By combining ClassNK’s deep regulatory expertise with NAPA’s strengths in ship performance modelling and voyage optimisation, we’ve created a single, user-friendly platform that meets the industry’s growing demand for digitalisation, efficiency and transparency. It’s a clear step forward for shipowners navigating the complex regulatory landscape.”
Katsuya Naito, General Manager, Green Transformation Center at ClassNK, adds: “At ClassNK, we are committed to supporting our customers with practical and forwardlooking tools to manage regulatory requirements and decarbonisation challenges. This integration with NAPA Fleet Intelligence takes ClassNK ZETA to the next level, enabling users to access simulation and optimisation tools directly through the platform. By eliminating data duplication and streamlining access to key insights, we are helping our customers make faster, more informed decisions with less administrative burden.”
Vessels using noon report-based data can now access a broad suite of
NAPA Fleet Intelligence features via ClassNK ZETA, including FuelEU Future Voyage Simulation, CII Simulator Future Voyage Simulation, Voyage Optimization, Fleet View, Voyage Overview, Charter Party, Performance Table and Technical Performance modules.
For vessels sending voyage reportstyle data, the FuelEU Future Voyage Simulation, CII Simulator Future Voyage Simulation, and Voyage Optimization modules are available.
Kongsberg Discovery, a specialist in underwater robotics and sensor technologies, recently unveiled Geomatics, a new digital product designed to transform how ocean data is captured, managed and accessed.
Launched at Ocean Business 2025, the solution enables both traditional and un-crewed vessel operators to streamline data operations, unlock operational insights and improve global collaboration between vessels and shore-based teams. Geomatics is the latest addition to Kongsberg Discovery’s Blue Insight ecosystem, delivering smarter data workflows and real-time visibility across diverse ocean sensor networks.
As ocean activity accelerates and initiatives such as the UN Decade of Ocean Science target efforts to map the seabed by 2030, the ability to manage vast volumes of complex data – across a myriad of sensors, formats and protocols – is more critical than ever.
Modern survey vessels, often operating as part of multi-platform fleets with autonomous underwater vehicles and unmanned surface vessels, generate massive data streams from a wide range of environmental, meteorological and acoustic sensors.
“Survey teams are busy enough without wrestling with incompatible formats and fragmented systems,” comments Audun Berg, EVP of Kongsberg Discovery. “Geomatics takes the hassle out of data management, giving users a single, intuitive platform that lets them focus on the
mission – simplifying complexity and optimising efficiency.
“Think of it as the perfect librarian for ocean data: one that makes sure all data is correctly filed, easy to find, and displayed clearly, for all relevant stakeholders. We see this as the revolution in data management operators need to meet increasingly ambitious surveying and research goals.”
Design and engineering consultancy Houlder has announced its collaboration with Siem Shipping UK and the University of Southampton on the COMLink Design Tool project, which aims to improve predictions of wave resistance in early-stage ship design to deliver more efficient vessel operations.
This forward-thinking initiative, funded by the Smart Shipping Acceleration Fund (SSAF), is set to transform early-stage ship design by integrating real-world operational data and eliminate ruleof-thumb approaches to modelling wave resistance.
The Conceptual, Operational, Modelling Linked (COMLink) Tool addresses a longstanding challenge in maritime design: accurately predicting the added power needed for ships to operate effectively in waves. Traditional design methods primarily focus on calm water conditions, leading to potential inefficiencies in real-world operations. By developing a surrogate model that blends empirical data with high-fidelity simulations, the project will enable ship designers to create more efficient and resilient vessels from the outset.
Iebum Shin, Data Analytics Lead at Houlder, emphasised the projectÆs importance, saying: “The COMLink Tool is a game-changer for ship design. By combining real-world operational data with cutting-edge modelling techniques, we can move beyond conventional assumptions and create vessels that are truly optimised for their working conditions. This project underscores Houlder’s commitment to
driving innovation and efficiency in the maritime industry.”
The tool will initially be tested on car carrier hull forms, ensuring practical applicability across multiple ship types. By incorporating accurate power predictions in waves, this project will lead to improved hull designs, reduced fuel consumption, and lower emissions – aligning with the UK’s decarbonisation and sustainability goals.
The COMLink Design Tool project represents a significant step forward in maritime innovation, bridging the gap between conceptual design and real-world performance. By leveraging industry expertise and academic research, the initiative supports the transformation towards a more efficient and sustainable maritime sector.
The project is funded by the SSAF, part of the UK SHORE programme administered by the UK Department for Transport. UK SHORE, backed by £206m of research and development funding from the UK government, aims to decarbonise the maritime sector through a series of initiatives running from 2022 to 2025. These initiatives include flagship competitions such as the Zero Emission Vessels and Infrastructure (ZEVI) scheme and the Clean Maritime Demonstration Competition (CMDC).
SeaTrain Technology has received its patent approval for its revolutionary application for shipping and shipbuilding. This will be particularly important to ship and shipbuilding enterprises interested in revitalising their sectors.
The company’s mission is to introduce its groundbreaking remotecontrolled, and now patented, modular submersible glider technology to the global maritime community. This innovative technology transforms ocean freight transportation by offering unparalleled efficiency, profitability, reliability, and environmental sustainability.
Additionally, it has extensive applications to the energy and defense industries. The design offered
by SeaTrain lends itself to “series building” in shipyards of varying sizes due to its replicability.
NAVTOR is continuing to build momentum for its ‘digital logbook revolution’, with the news that Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has awarded full flag state approval for the solution. Japan joins other leading shipping nations including Panama, Liberia, Marshall Islands, Malta, Cyprus and Singapore in endorsing the International Maritime Organization-compliant offering for registered vessels.
Amitabh Sankranti, Shipping Analytics Director at NAVTOR, calls the development “a major step forward in the acceptance, and awareness, of the huge advantages of moving logkeeping into the digital age”.
NAVTOR’s offering transforms what many see as an old-fashioned and inefficient practice. Instead of busy crewmembers having to handwrite submissions into standalone books
– a time-consuming and error-prone process – shipping companies can take advantage of seamlessly connected digital logs (both on ship and shore), empowering data-driven decision making, easier compliance and powerful business efficiencies.
Crewmembers, meanwhile, make entries with ease, using the secure solution on phones, tablets and computers.
It’s a joined-up, transparent approach that has now rolled out to more than 1,000 vessels worldwide. Sankranti says approval from Japan will further accelerate adoption.
“Our customers in Japan and across Asia have been eagerly awaiting this flag approval, giving them the go ahead to embrace a revolution in log-keeping,” he comments. “Choosing pixels over paper takes an unloved format and transforms it into a powerful source of accurate, instant and integrated data, informing decisions that drive real operational and business efficiency. We strongly believe it’s an approach the whole industry is poised to adopt. To be blunt, it makes absolutely no sense to be left in the analogue age.”
Sankranti adds: “I’d also like to note that this approval wouldn’t have been possible without the dedication of our Japan-based team, who worked closely with authorities to demonstrate complete regulatory compliance, while showcasing the practical benefits of using our Digital Logbooks onboard. They’re now looking forward to sharing the same insights with our valued customers in the region.”
NAVTOR has already reached agreement with major customer NYK Shipmanagement to transition its Japan-flagged vessels over to Digital Logbooks. Speaking about the move, Anubhav Garg, Managing Director and COO at NYKSM, says: “We’ve been watching the development of digital logbooks for some time. The benefits are compelling and dovetail perfectly with our drive to enhance efficiency, ease compliance, build sustainability and provide optimal value for all our business stakeholders.
“We’re delighted that flag state approval has been forthcoming and look forward to realising the anticipated benefits across our advanced vessel fleet.”
The trend towards high-frequency sensor data is increasing, but investment decisions require a truly rigorous approach, writes Christian
Rae Holm, CEO of Coach Solutions.
Data continues to represent value in the pursuit of vessel energy efficiency and, as the value of actionable information increases, the focus is increasingly on using high-frequency sensors to drive decision-making.
As always in shipping, the truth is not quite so simple. The welter of information that high-frequency sensors can provide creates an opportunity for applications that can work at this cadence. For the majority of the fleet, however, the emphasis is still on the ability to capture highquality, low-frequency data and blend the two into a robust combination.
Low-frequency data is not just for simple analysis tasks. Used in conjunction with complex digital vessel models, it can provide high-quality insights that reflect the specifics of the ship being analysed.
This core data can be combined with a sensor feed to generate deeper insights and deliver a smaller margin for error and a larger zone of confidence.
The cases where high-frequency data will be used by itself in voyage optimisation are few. High-frequency data can increase the resolution of low-frequency data and remove the suspicion of manipulation. In practice, however, data from the ship is less likely to drive more efficient route optimisation than, say, a really good weather forecast.
Data gathered from the ship comes into play in informing the model of the ship’s fuel consumption. This will help the operator understand that the speed and consumption calculation is close to the actual and where savings can be achieved.
Part of the challenge lies in being able to benchmark a fleet that has been assembled over a period of time from new and second-hand sources. Even ships delivered as ‘sisters’ can sail differently and the performance of previously-loved tonnage can be hard to predict.
Making a start in collecting performance data across a disparate fleet is a daunting prospect, requiring fleet managers to establish baselines
The need for high-quality results still applies – and that goes for the choice of vendor as much as the types of data
Christian Rae Holm, CEO of Coach Solutions
from fragmented, sometimes chaotic data sets.
Making once-in-a-lifecycle investment in retrofit energy efficiency technology is too big a project to base the business case on fuel consumption modelling alone. It will require a fullscale verification process and ideally a pilot, which can be used to verify the potential savings.
Methodologies and joint industry projects designed to establish performance claims are emerging, but it can be hard to obtain any kind of standardised data on the efficiency of energy saving devices, such as wind assistance or air lubrication.
This is due to the complexity of the systems, the effectiveness of the installation and the actual conditions the vessel will subsequently encounter.
When considering installation of fuel-saving devices, the need to ‘prove’ the anticipated savings requires measurements that have a smaller degree of uncertainty than the potential targeted savings.
Since many vendors claim a spread of three to five per cent potential fuel savings, a higher level of accuracy is needed to achieve modelling for any
claim approaching the upper band. We cannot rely on low-frequency data alone in these cases, but need to combine the results with highfrequency data to prevent the savings being lost in the inaccuracy band.
But high-frequency data on its own is not enough, unless the aim is only to establish hull performance. The ‘global’ picture requires analysis of emissions and voyage data for the voyage management system, so a combination with low-frequency data is required.
To make savings that can actually reduce fuel consumption in a demonstrable way requires a baseline of reliable, low-frequency data, ideally with a layer of high-speed sensor data to provide additional context.
Combining the two can reduce the level of uncertainty and increase the reliability of results for an investment case, but this is an analysis that the owner needs to have in place before the installation decision is taken– and afterwards for verification purposes.
The ability to handle both high- and low- frequency data is what will set
a long-term partner apart from a short-term provider in the vessel performance space. The need for high-quality results still applies – and that goes for the choice of vendor as much as the types of data you are collecting.
Since we founded Coach, we have consistently shown that lowfrequency data can return high quality results, but the next frontier is clearly combining this with high-frequency inputs, such as that provided by our parent Kongsberg.
Despite the attention focused on improving energy efficiency, gathering the data required to perform the necessary analysis is something most companies do not have the resources to do by themselves.
But vessel owners and managers –not to mention solutions vendors –can take steps to validate claims of fuel saving and power reduction and move the industry forward together. All they need is access to expertise in data of all frequencies and an open mind.
For more information, visit: coachsolutions.com
Abigail Robinson, Vice President of Sustainability at ECOsubsea, explains why closed-loop hull cleaning must become an industry standard, applauding the IMO’s recent decisive action to align regulations with operational best practices
The shipping industry faces mounting regulatory pressure to mitigate the transfer of invasive species via hull biofouling. The global detrimental impacts of sea vomit (Didemnum vexillum) is just one stark example of the damage caused by unmanaged hull fouling. The solution is clear: closedloop hull cleaning must become an industry standard.
The spread of invasive species via ship hulls is not a new concern for shipping and regulators. While most industry stakeholders recognise the risks posed by biofouling – from increased drag and fuel consumption to environmental degradation and potential regulatory penalties – there remains a significant regulatory gap. Unlike ballast water, which is now subject to international regulations, hull biofouling remains underregulated despite profound implications for both vessel performance and marine ecosystems.
In-water hull cleaning introduces additional pollution risks. Many antifouling coatings work by leaching heavy metal-based toxins to deter biofouling growth. These products are typically polymer-based and a large source of micro-plastic pollution into the ocean over time. It is estimated that marine coatings release more than 210,000 tons of micro-plastic annually in the EU alone. Hull cleaning exacerbates the problems as friction increases the release of both toxins and plastic. Even gentle, non-capture cleaning methods contribute to local contamination, exposing ports to heavy metals and micro-plastics due to the very nature of coating design.
In response, Norway recently proposed to the International Maritime Organization’s (IMO’s) Marine Environment Protection Committee (MEPC) that biofouling management and environmentally responsible cleaning should be made mandatory. Co-authored by Fiji, Finland, France, Peru and the Republic of Korea, the proposal gained a consensus to begin the process to creating a global regulatory instrument for biofouling management.
This step has significant implications and will ultimately result in reduced
“Biofouling is more than an environmental issue – it is an operational, financial and compliance risk”
global invasion pressure from invasive species, as well as significant greenhouse gas (GHG) reductions. However, the lag of regulatory consensus on appropriate management of risks associated with in-water cleaning will only hinder the journey to clean hulls, with great cost to the environment.
Biofouling is more than an environmental issue – it is an operational, financial and compliance risk. Fouled hulls increase resistance, driving up fuel consumption and GHG emissions. As IMO and EU decarbonisation targets tighten, poor
hull maintenance could make vessels non-compliant with energy efficiency and emissions regulations.
At the same time, ports are implementing their own biofouling controls. Ships with dirty hulls face delays, mandatory cleaning or even denial of entry, as already seen in New Zealand, for example, leading to increased operational disruption and added costs.
Traditional in-water hull cleaning exacerbates the problem, releasing invasive species and pollutants directly into local waters. Closed-loop hull cleaning, by contrast, captures all biological material and debris, ensuring it is contained and brought to land where it is treated as contaminated industrial waste. On land, there would be strict legal consequences if it were not appropriately disposed of properly. In contrast, many ports still allow openloop cleaning system to discharge that same waste into the ocean – without oversight or consequence.
This regulatory double standard is unacceptable.
ECOsubsea has developed a closedloop system that enables vessel operators to reduce biosecurity and pollution risks while improving vessel performance. Clean hulls reduce drag, optimise fuel efficiency and reduce emissions – delivering both environmental and economic benefits.
The IMO’s decision to pursue mandatory biofouling management and environmentally sound cleaning is a necessary and overdue step and aligns with the broader push towards decarbonisation and ecosystem protection.
Some industry voices may cite cost concerns, but the price of inaction is higher. Hull fouling already leads to substantial fuel and emissions penalties. The return on investment (ROI) for proper hull maintenance is immediate. In fact, ECOsubsea’s 2024 customer data shows an average ROI of just 30 days. With the company’s latest-generation ‘Pink Panther’ remotely operated vehicle now operating in Singapore, the payback period is expected to shrink even further as vessels no longer lose money waiting to be cleaned.
The time for voluntary action is over. Shipping companies must
Marine coatings specialist Nippon Paint Marine recently announced that results from a independent study shows that its Aquaterras hull coating had no negative impact on the marine life tested – including zero mortality among marine invertebrates – following simulated in-water hull cleaning.
The trial, conducted by the independent laboratory PML Applications, exposed marine organisms in estuarine sand and mud to flakes of the Aquaterras biocide free self-polishing coating.
Aquaterras is a low-friction, biocide-free, self-polishing coating that provides a long-lasting smooth hull surface for up to 90 months and provides up to 14.7% fuel savings compared to market average.
In-water cleaning has become a greater feature of on-going hull maintenance, as awareness of the
proactively adopt closed-loop cleaning before a patchwork of local rules forces costly compliance measures. Vessel operators are already facing growing pressure to demonstrate effective biofouling management, while the number of in-water cleaning options continues to shrink.
Supporting future-proof, closedloop systems now is the only way to secure operational resilience and environmental integrity.
The IMO has a chance to deliver a globally harmonised, enforceable standard that protects the marine environmental while maintaining commercial viability. Making closedloop cleaning mandatory is not only logical – but essential.
This is not just an environmental issue – it’s a business and regulatory imperative. The industry must give its full and unambiguous support.
Abigail Robinson, Vice President of Sustainability, ECOsubsea
fuel saving benefits of reduced friction between hull and water has increased.
While the IMO’s best management practice requires in-water cleaning operators to be aware of local regulation regarding the discharge of biofouling and waste substances into the marine environment, particle abrasion is an unavoidable outcome of the process, which may cause risks to marine life.
Dr Tom Vance, COO of PML Applications says: “We provide cutting-edge facilities and expertise to test the efficacy and potential ecological impacts of marine coatings. In this study, we were commissioned to independently assess the impact of five different types of marine coating particles, including Aquaterras, on selected marine life, and also to characterise the physical effects of in-water cleaning on the integrity of the various coatings.
“Our tests showed no adverse effects on either ragworms or bivalve cockles after 28 days of exposure to Aquaterras coating particles. The bivalves continued to gain weight and grow, with no significant difference in growth rates compared to the control group. Similarly, ragworms gained weight throughout the 28-day trial with no significant differences from controls.
“Using specialist testing protocols, we also simulated in-water hull cleaning on Aquaterras-coated panels using standard soft brush, medium brush and water jet methods. Zinc and copper levels remained at background levels across all cleaning methods, confirming no release of these metals from the coating.
“Our next challenge would be to understand any longer-term impacts of paint debris generated during inwater hull cleaning.”
Ballast water management is a rapidly growing industry that is focusing the attention of major shipping companies across the globe
“The industry is growing rapidly due to shipping companies concentrating on ballast water management standards across the globe”
According to a recent report by SMS, the ballast water treatment market was valued at $6.88bn in 2024 and is expected to reach $12.46bn by 2032.
“The industry is growing rapidly due to the shipping companies concentrating on the ballast water management standards across the globe,” the report says. “New technologies, such as UV and electrochlorination systems, are improving the treatment process. Growing environmental concerns and skyrocketing seaborne trade globally are further propelling the market penetration on retrofit and newbuild vessels.”
The tough regulatory environment is driving the development of the ballast water treatment industry both at a national and regional level. 1 February this year saw the entry into force of amendments to the Ballast Water Management Convention, while the US Coast Guard also has tough regulations in force.
Convention amendments include ensuring that the Ballast Water Record
Book be complete to ensure provision of accurate accounts of ballast water management activities.
International regulations such as the International Maritime Organization’s Ballast Water Management Convention say that ballast water treatment systems be installed in order to prevent the transfer of invasive species. Such laws are driving globalbgrowth in advanced treatment technologies like UV and electrochlorination, according to the report.
As more countries are enforcing this, it is becoming more complex for ship operators to consider better and more effective, but also reliable solutions and, of course, solutions that are environmentally friendly – leading to substantial market growth in ballast water treatment activities.
“Marine engineers and technicians that have been trained in this field are not that easily available, because several technologies are involved in these systems all over the world. The shortage of qualified manpower
in this area results in delay in developing, increased hazards of operation, and increased cost of training. While retrofits continue, the lack of workers remains an obstacle to the free flow of the market,” the report says.
There will obviously be both challenges and opportunities in the market as it develops with changes coming to the market as new systems develop.
“Any ballast water treatment system will typically require precise calibration and integration with the ship’s systems. However, rough sea conditions and variability in ballast water composition can cause the system to fail or reduce performance,” the report says.
“Failures threaten not just compliance with the environment, but could lead to costly delays and liabilities for ports. Producers and operators are being confronted with the continued need for operational reliability and technical support around the world.”
A failure in the ship’s ballast water management system could have caused a ship to capsize off India’s Kerala coast
The Liberia-flagged MSC ELSA 3, a 28-year-old vessel, was sailing from Vizhinjam port in Thiruvananthapuram to Kochi on 25 May when it capsized around 25km southwest of Alappuzha. It was carrying 640 containers, 13 of them with hazardous cargo and 12 with calcium carbide.
“Preliminary investigation shows the ship mishap off the Kerala coast could be due to mechanical failure in the ship’s ballast water management system”, officials at India’s Directorate General of Shipping have said.
Speaking in Kochi three days after the incident, Ajith Sukumaran, Chief Surveyor at the Directorate General of Shipping, said the mishap was still under investigation and is being “looked into from all angles. But our preliminary inference is that it is connected with some kind of mechanical failure in the ship’s ballast water management system, which should have ensured the stability of the vessel. It could be a failure or lack of understanding,” he said.
“Preliminary investigation showstheship mishapoffthe Kerala coast could be due to mechanical failure in theship’s ballast water management system”
Optimarin has unveiled its latest ballast water treatment system, 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 ballast water treatment technology.
“Guardian reflects what the market is asking for: flexibility, reliability, and predictable costs,” said 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 60m³/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.
With supply chain disruptions remaining 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,” said 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 company reports increasing uptake of these agreements, particularly from owners seeking predictability in the face of tightening margins and stricter compliance timelines.
And following its acquisition of Hyde Marine’s ballast water treatment technology, Optimarin now offers a significantly broader product portfolio. The integration has strengthened its UV technology base, expanded engineering capabilities, and enabled more tailored solutions for diverse vessel types.
Shipping has a range of complex new rules and regulations to follow, but the aim is to ensure a cleaner industry
As the FuelEU Maritime regulation enters into force, the shipping industry may be looking at a surprising upside. Instead of acting solely as a cost driver, the regulation could create a net financial gain, potentially around €250m, according to a recent analysis by maritime data and compliance firm OceanScore.
“FuelEU isn’t just another penalty,” says Albrecht Grell, Managing Director at OceanScore. “It’s structured in a way that can push money back into parts of the industry — but only if you understand where and how that happens.”
OceanScore’s analysis focuses on the balance of greenhouse gas intensity compliance under FuelEU. The initial compliance deficit across vessels exceeding the regulation’s threshold is estimated at around 2.1 million metric tons (MT) of CO2e, while more efficient vessels — mainly liquefied natural gas and liquefied petroleum gas carriers — generate a surplus of about 1.3 million MT of CO2e.
That leaves a net compliance gap of roughly 0.8 million MT, which is likely to be closed using biofuels. These fuels, such as UCOME, have a lower
calorific value and higher price point, but offer the advantage of emissions reduction credits and corresponding savings under the EU Emissions Trading Scheme (ETS).
At today’s prices, factoring in the ETS phase-in rate of 70% and current exchange rates, covering this compliance gap via biofuels is expected to cost the industry around €200m, or €230 per MT of CO2e. While that’s not insignificant, it’s a relatively modest figure for an industry of this scale.
The other half of the story is about how emissions-related costs are passed on, especially in container, ferry, and cruise segments, which together make up nearly 50% of total emissions. In many cases, emissions surcharges are now included in Contract of Affreightments, and some are linked to FuelEU’s penalty levels.
“It’s not a universal practice, but we’ve seen a significant number of surcharges that shadow the penalty rates,” Grell says. “And when you run the numbers, even conservatively, the revenue side starts to look pretty interesting.”
OceanScore’s model assumes that just half of operators apply surcharges
“Ship managers carry the responsibility for compliance, but typically operate on tight margins”
at two-thirds of the penalty rate, which equates to about €640 per MT of CO2e. Under these conditions, total additional revenue could reach €450m.
Subtracting compliance costs leaves a potential net gain of €250m — although how sustainable that is remains uncertain.
“Windfalls like this don’t last forever,” says Grell. “But in the short term, there’s clearly value on the table. The trick is knowing how to capture it — and who actually does.”
Who benefits from this value shift depends on where you sit in the value chain, says Grell. Owners, charterers and ship managers all have different exposure to compliance costs and different leverage in passing them along.
Charterers may aim to pass on more cost than they reimburse, owners will negotiate how these costs are handled, and managers – especially thirdparty ones – often sit at the centre of compliance obligations.
“Ship managers are in a uniquely exposed position,” says Grell. “They carry the responsibility for compliance but typically operate on tight margins. The additional cost, for tools,
processes, and reporting systems could quickly reach €3,000–4,000 per vessel annually.”
“Managers shouldn’t be shy about asking for their share of this upside.” Grell says. “They’re doing the heavy lifting and it’s in everyone’s interest that they’re properly resourced to do it well.”
FuelEU doesn’t just introduce a new rule, it’s setting the stage for a compliance credit market. As operators buy and sell surpluses and deficits, pricing, liquidity, and strategy will become real levers for competitiveness.
OceanScore is working with shipping companies to help them navigate this evolving space, offering datadriven compliance tools, emissions strategy support, and access to pooling mechanisms.
“Whether you’re a charterer, an owner, or a manager, this is a moment to get ahead of the curve,” Grell says. “The costs are manageable, and the opportunity is real — but only if you’re prepared.”
Yusuke Suemune of Japan’s Ports and Harbours Bureau, Ministry of Land, Infrastructure, Transport and Tourism (MLIT), has outlined in detail his government’s plans to achieve carbon net zero by 2050 at all Japanese ports via its Carbon Neutral Ports (CNP) initiative, backed by a CNP certification process.
His recent presentation in Barcelona as part of the International Cargo Handling Coordination Association (ICHCA) AGM contained
the announcement of MLIT’s launch in June of its CNP Certification for container terminals. The Certification process will evaluate each terminal’s decarbonisation efforts. Critically, this assessment will be on a ‘per-terminal’ rather than a ‘per-port’ basis. The Certification will be multi-faceted, with each element geared toward achieving carbon neutrality by 2050.
As Suemune outlined, the process of decarbonisation will involve evaluation of a wide variety of stratagems including low-emission handling equipment and LED lighting on the terminal operation side and efforts concerning carriers, such as zero emission vessel fuels and truck appointment systems.
“The evaluation will be performed at multiple certification levels from Level 1 to Level 5,” explained Suemune. “Should the detailed and stringent requirements of each level be achieved then Certification will be granted for three years, after which the terminal will need to reapply, thus ensuring that decarbonisation efforts are maintained. We believe port decarbonisation cannot be achieved in a single step, nor in the short-term; rather a long-term perspective must be pursued.”
In welcoming the MLIT initiative, Richard Steele, CEO of ICHCA commented: “We are both honoured and delighted that MLIT through its representative Yusuke Suemune has chosen the ICHCA forum to announce the CNP Certification initiative.
“Environmental care is at the forefront of ICHCA’s mission and the efforts of such influential members such as the Japanese government’s
MLIT is a great example of how the cargo industry can deliver on that commitment.”
In addition, the results of the evaluation process will be visible to all port users, as they are encouraged to contribute to the carbon zero target by 2050.
By initiating the CNP Certification, Ports and Harbours Bureau of MLIT is determined to objectively assess the status of decarbonisation plans across all ports in the country on the basis of common and well defined criteria.
EU ministers recently signed the Szczecin Declaration on the EU Maritime Industrial strategy during the 11th International Maritime Congress in Poland, highlighting strategic role of shipping to Europe’s security.
The European Community Shipowners Association (ECSA) has welcomed the adoption of Declaration. Sotiris Raptis, Secretary General of the ECSA, says: “At a time of rising protectionism across the world, the Declaration has sent a strong signal that Europe does not need protectionist measures, but investments to bridge the innovation gap and to make the maritime industrial cluster more competitive.
“ECSA strongly supports the Declaration’s recognition of the strategic role of European shipping for our continent’s energy, food, and supply chain security. The Declaration highlights the need to safeguard the international competitiveness of European shipping through a level playing field and a fit-for-purpose regulatory and taxation framework. It also underlines the importance of international conventions such as those agreed by the International Labour Organization and International Maritime Organization to ensure a global level playing field.
“Importantly, member states call for regulatory action on fuel supply, recognising that decarbonisation depends on the contribution of fuel producers and suppliers. European Shipowners consider the introduction of a binding mandate on suppliers to
produce and make available the fuels necessary for the energy transition of shipping,
“In addition, the Declaration suggests concrete measures to de-risk investment in clean fuels in Europe under the upcoming Sustainable Transport Investment Plan (STIP).
European Shipowners firmly support the use of the EU and national ETS revenues for bridging the enormous price gap with clean fuels.
“Access to public and private finance is also highlighted as crucial to deliver on the green transition. The member states also recognise the adverse effect of the stringent Basel rules (prudential requirements) on ship finance and SME companies, which are the backbone of European shipping.
“The Szczecin Declaration puts the competitiveness of European shipping at the centre of the European maritime industrial strategy. It sends a strong signal against protectionist measures and supports investments to make our maritime industrial cluster stronger and more competitive internationally.
“We welcome the support for key priorities for the European Shipowners such as the need to de-risk investments in clean fuels and technology and to maintain a fitfor-purpose regulatory and taxation framework. We look forward to working closely with the Commission and the other stakeholders in the coming months” Raptis concludes.
Bureau Veritas Marine & Offshore (BV) has called for greater clarity regarding standardised safety regulations that will advance the development of maritime electrification technologies.
This follows the publication of a new technology report, Maritime Electrification: Maritime Battery Systems and Onshore Power Supply, which explores how electrification technologies – specifically energy storage systems (ESS) and onshore power supply (OPS) solutions – can act as a viable solution to support maritime decarbonisation strategies.
While OPS benefits from existing international standards, battery
systems remain under-regulated despite growing safety concerns. The risk of thermal runaway incidents within lithium-ion (li-ion) battery technology poses a serious challenge to crew members.
Thermal runaway, a rapid, uncontrollable increase in battery temperature, can lead to fires that are difficult to extinguish and poses a significant hazard to crew welfare. Despite the increasing deployment of ESS across the global fleet, current safety guidance remains fragmented and largely non-mandatory.
Classification societies, such as BV, are working to bridge the regulatory gap by establishing technical Rules – such as BV NR467 Rules for the Classification of Steel Ships which outlines technical and safety requirements for marine battery installations – to support the integration of these systems into maritime operations, as well as partnering with industry organisations such as the Maritime Battery Forum to develop voluntary safety guidance.
BV’s technology report highlights the dual opportunity presented by marine batteries and shore power systems. Battery adoption is accelerating, with more than 1,000 battery-powered ships in service globally. Meanwhile, OPS systems are already supported by EU regulation, with FuelEU Maritime establishing the mandatory use of OPS systems for container and passenger ships docked at EU ports from 2030, followed by all EU ports with OPS facilities from 2035.
The launch of the technology report follows the International Maritime Organization’s (IMO) MEPC 83 outcomes, announced in April 2025, which sets ambitious emissions reduction targets through 2040. However, current projections indicate the measures may fall short of the 2030 goals, prompting renewed focus on all viable low-emission technologies. Electrification, though not directly addressed at MEPC 83, is increasingly recognized as a viable enabler of the industry’s net-zero transition.
While existing policies and regulations have provided a foundation for safety and standardisation, the
technology report acknowledges that there is still work to be done at an international regulatory level to instill confidence in ESS and OPS. Comprehensive, enforceable international standards are needed to ensure the safe deployment of li-ion technologies at scale and pace.
Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, says: “Electrification technology is well established in the industry. However, in order to scale effectively and safely, ESS and OPS systems must be supported by robust, standardised and mandated safety regulations. Without clear international safety standards that regulate the integration of battery systems – particularly regarding fire prevention, crew training and emergency response – owners and operators may lack the assurance needed to integrate these systems into their decarbonisation strategies.
“The industry must work collectively to bridge the current regulatory gap in order to ensure electrification technology achieves its potential in driving shipping’s decarbonised future.”
In March the UK Department for Transport laid out its vision for how the UK Maritime industry will reach net-zero emissions by 2050, the UK Chamber of Shipping reports.
The new Maritime Decarbonisation Strategy sets out the government’s ambition to align with International Maritime Organization (IMO) stretch targets of a 30% reduction by 2030 and an 80% reduction by 2040 in emissions (both relative to 2008).
The strategy covers five key areas: fuel regulation, emissions pricing, emissions at berth and net-zero ports, reducing emissions for small vessels (sub 400GT) and energy efficiency aligned with IMO short-term measures.
Alongside the strategy, the government published two calls for evidence. The first is focused on small vessels and seeks input on how interventions can be “effective, proportionate, well timed and meet emission reduction goals”. It will close on 25 July 2025.
The second is focused on net-zero ports and seeks views on activities, challenges and developments now and in the future for the net-zero carbon practices of vessels docked at ports, including the current infrastructure, refuelling capabilities, electricity requirements and growth opportunities. It will close a month prior to the small vessels one (on 24 June). The strategy also highlights the government’s intention to consult further next year on the issue of fuel regulation.
Alongside the consultations, it is also noted that primary legislation will be required this year and next year, in order to implement the proposed changes.
In discussions with the government prior to the publication of the strategy, the need for everyone to work collaboratively to drive progress towards shared goals, alongside raising key policy agendas for the industry was highlighted.
CM Technologies (CMT) is advising shipowners and operators to review their fuel and lubricating oil sampling practices as a matter of urgency following the entry into force of revised IMO guidelines.
Recent amendments to MARPOL Annex VI and SOLAS Chapter II-2 include a 50% increase in the required sample volume and stricter expectations around equipment, handling, and record-keeping.
The International Maritime Organization’s updated protocol, MSC-MEPC.2/Circ.18, mandates that fuel samples collected for MARPOL compliance now be a minimum of 600ml, up from the previous 400ml.
This change ensures there is sufficient material to perform both sulphur content testing under MARPOL and flash point testing under SOLAS requirements. It also reinforces proper sampling procedures, including the use of tamper-evident containers, accurate labelling, and secure onboard storage.
“Sampling is often regarded as a technicality, but it is the foundation
for effective compliance and dispute resolution,” says David Fuhlbrügge, Managing Director of CM Technologies. “Too often, we see crew improvising with makeshift containers due to a lack of proper gear onboard. Samples are often sent to labs in recycled beverage bottles – which can invalidate test results.”
Soft drink bottles frequently contain plasticisers – chemical additives designed to make plastic bottles flexible. These and other contaminants such as residual sweeteners, flavourings, or cleaning agents can alter the properties of the sample. This not only undermines test accuracy but can also lead to delays, re-sampling, or even the rejection of results by the laboratory.
“Sampling is often regardedasa technicality, but it is the foundation for effective compliance anddispute resolution”
“Labs may refuse to analyse noncompliant samples and, in some cases, will charge extra to transfer samples to proper containers, creating additional delays and cost,” says Fuhlbrügge. But beyond the laboratory implications, poor sampling practices can carry serious legal and commercial consequences.
“Proper sampling is not only about proving fuel quality, but also about
maintaining a defensible chain of custody,” he says.
Contaminated or poorly documented samples cannot be presented in bunker disputes or during Port State Control inspections and any results labelled ‘indicative only’ would not be used to support compliance claims.
“With the new IMO regulations in place, ship managers and crews can’t afford to take shortcuts,” Fuhlbrügge explains. “Proper sampling verifies that delivered fuel and oil conform to operational standards. If disputes arise, the integrity of that sample becomes critical. Any sign of tampering, contamination, or inadequate documentation could trigger fines, detention, or liability.”
The revised guidelines also transfer responsibility for tracking and storing MARPOL Delivered Samples from the ship’s master to the ship owner or management company.
“This shift underscores the importance of fleet-wide procedures and oversight,” says Fuhlbrügge. “Crews must be trained in how to operate sampling equipment, seal and label containers, and store samples correctly – typically for up to 12 months or until the fuel is consumed.”
CM Technologies offers a comprehensive range of MARPOLcompliant solutions, including driptype bunker samplers, certified sample bottles, tamper-evident seals, and lockable storage cabinets. The company is also preparing additional training resources and documentation to support shipowners and crew during the transition.
“The new sample volume requirement may seem minor, but it’s part of a broader shift toward stricter enforcement,” Fuhlbrügge says. “Authorities and labs are paying closer attention to how samples are taken and handled. Having the right equipment – and using it properly – is no longer optional. It’s a core part of regulatory readiness and risk mitigation.”
CMT believes these changes offer the industry an opportunity to raise standards, reduce risk, and improve transparency throughout the fuel supply chain.
Safety and security continue to be key elements of the industry’s approach to green shipping methodology. Ongoing reviews and reports aim for continuous improvement of standards
The International Marine Contractors Association (IMCA) has recently published its annual Safety Statistics Report, showing that ‘line of fire’ incidents remained the leading cause of lost time injuries (LTIs) among IMCA marine contractor members in 2024, accounting for more than half (52%) of such injuries.
The research, which IMCA has published each year since 1996, found that the total lost-time injury rate (LTIR) across its contributing Members’ onshore and offshore operations remained unchanged at 0.3 incidents per million hours worked. This follows steady improvements since 2010, when the LTIR was more than twice as high as recorded in 2024.
Meanwhile, the total recordable injuries rate rose slightly (from 1.07 to 1.1 injuries per million hours worked), a pattern seen across the energy industry, although IMCA contractor members saw a small improvement in the total recordable injury rate recorded for offshore from 1.47 injuries per million hours worked in 2023, to 1.38 in 2024.
Just over half (52%) of lost time injuries reported were ‘line of fire’ related injuries. Understanding the underlying causes of these accidents and how they can be reduced will be a priority for IMCA, working with its members and partner organisations, in 2025. Slips and trips were the second main cause of LTIs, accounting for 22% of the total in 2024.
The fatal accident rate halved from 0.63 fatalities per 100 million hours worked in 2023, to 0.3 fatalities in 2024. For offshore workers, the rate fell from 0.41 in 2023 to 0.18 in 2024 – the lowest fatality rate ever recorded by IMCA contractor members.
This year’s data was supplied by 198 of IMCA’s contractor members, who between them submitted a record 1,015,000 hours of data. The research is available to both IMCA members and non-members, enabling them to benchmark their performance against similar sized companies.
IMCA CEO Iain Grainger says: “I am delighted by the increase in IMCA members reporting their safety statistics. Reaching more than one
billion working hours of data is a true milestone. Collaboration and integrity are two of our core values and the willingness of our members to share their data for the good of the industry is a clear reflection of this.
“The key question for industry safety professionals now is: ‘How do we drive down incident rates still further?’. Line of fire incidents will become a key focus for us in the year ahead, and we look forward to working closely with our members and partner organisations to achieve genuine progress in this area.”
IMCA’s Technical Director, Jim Cullen, explains: “The annual IMCA safety statistics report provides essential input to how our sector is performing. Over the years the general downward trend in recordable incident frequencies has been encouraging and this year I’m pleased that we have had a record high number of almost 200 member companies contributing their statistics. That said, we should not rest until all IMCA contractor members are contributing and reporting to get the best possible picture of where to focus our collaborative future efforts on injury reduction.”
A summary of the statistics has been published and is available to members and non-members. It is available to view and download at: imca-int.com/ resources/safety/safety-statistics
Marlink, a leader in managed services for business-critical IT solutions, has published its Security Operations Centre (SOC) report for the second half of 2024.
The report finds that cybercriminals targeting maritime have streamlined their tactics, enhanced their operational efficiency and adopted emerging technologies to expand their attack capabilities.
In the six months to December 2024, Marlink’s global network of SOCs monitored 1,998 merchant and leisure vessels, and recorded:
» Nine billion security events and 39 billion firewall events;
» 718,000 alerts and 10,700 malware incidents detected;
» 50 managed major incidents.
One of the most significant developments has been an increase in the adoption of generative artificial intelligence (genAI). Off-the-shelf large language models (LLMs) have become a critical tool for hackers, allowing them to accelerate malware development, automate phishing campaigns and refine social engineering tactics.
This has led to a surge in AI-assisted cyberattacks. Some actors have leveraged genAI to assist in developing malicious scripts and exploits designed to specifically target CVEs (known cyber security vulnerabilities).
The cybercriminal ecosystem has become more organised, with access brokers thriving. The sale of network access has doubled in the past year, as cybercriminals increasingly turned to access broker services to gain entry into corporate environments.
The increasing complexity of these cyber threats reinforces the urgent need for stronger security postures and improved cyber hygiene. Marlink operates a global network of Security Operations Centres for both IT and OT solutions through its dedicated Marlink Cyber operation.
“H2 2024 saw a marked evolution in cyber threats, as malicious actors adopted increasingly efficient, structured, and business-like approaches to cybercrime, putting additional pressure on the maritime industry,” says Nicolas Furge, President, Marlink Cyber. “Looking ahead to 2025, the cybersecurity landscape is expected to become increasingly complex and challenging, increasing the pressure on users to improve protection of assets and people.”
The fourth Enclosed Space Entry – Joint Industry Workshop took place recently at the Oil Companies International Marine Forum’s (OCIMF’s) London office. The cross-industry working group drawn from leading maritime organisations gathered to identify measures to reduce or eliminate deaths in enclosed spaces onboard vessels.
Fatalities due to asphyxiation and/ or poisoning in the shipping industry continue, despite numerous rules, regulations, and best practice guidance on how to avoid such deaths.
In the previous three meetings, the cross-industry working group’s review of prior enclosed space incidents identified operational, commercial, technical and training related issues as recurring contributing factors. This review also included an analysis of incidents to understand the relationship between vessel type, incident location onboard and the rank or role of the victims.
The working group agrees that the maritime industry does not need new procedures relating to enclosed space entries. Based on preliminary human factor analysis, it has identified the contribution of performance influencing factors (factors that make errors more or less likely) to many of the enclosed space entry incidents.
The working group is committed to deepening its understanding and sharing its learnings with the wider industry, with the intention of helping organisations identify and improve these factors to prevent incidents from happening.
The working group recognises that the maritime industry needs to come together to eliminate fatalities associated with enclosed space entry. Ongoing actions include:
» Develop and implement a standardised ISO recognised enclosed space symbol and advocate the same to the International Maritime Organization.
» Develop and publish a booklet intended for maritime staff that addresses the human factors
and highlights the dangers of enclosed spaces.
» Develop and publish training videos for:
- shore-side personnel highlighting risks of unintended commercial and operational (time) pressure being put onto ship’s staff.
- Non-mariner shore-based personnel coming onboard a vessel highlighting potential dangers of enclosed spaces.
The working group encourages the industry to share relevant incidents or data by email to: enclosedspaceaccidents@ intermanager.org
Please include the approximate date, the ship’s name and a brief description of the accident. Information gathered will be kept strictly confidential.
“The working group is committed to deepening its understanding and sharing its learnings with the wider industry”
Survitec, a global leader in critical survival technology solutions, is calling on shipowners, ship managers, and shipyards to prepare for a significant change to international fire protection regulations. From 1 January 2026, fixed water monitors will be required on the weather decks of Ro-Ro and RoPax ships under amendments to SOLAS Chapter II-2 and the FSS Code, approved by the IMO’s 107th MSC session.
The decision follows an increasing number of serious fire incidents involving vehicle cargo, including several high-profile incidents involving electric vehicles (EVs), that have exposed the limitations of existing fire protection measures.
As Rafał Kołodziejski, Head of Product Support and Development –Fire Systems at Survitec, explains: “The open and expansive nature of vehicle decks means that a fire can escalate very quickly, potentially spreading across the entire length of the ship. This incoming regulatory requirement puts a renewed focus on practical fire suppression systems that can be deployed quickly and effectively to extinguish or control a fire in these large, open deck spaces.”
Water is often the preferred choice of medium due to its efficient cooling properties; however, traditional sprinkler or deluge systems may not be sufficient. Fixed water monitors provide a rapid-response solution that can deliver additional, targeted, high-performance firefighting coverage. They are also a cost-effective, practical solution for smaller ships, where traditional deluge systems may be difficult to retrofit or maintain.
Remote-controlled options can be installed when access is limited and prevents manual operation. These allow crew to operate the water monitor from a safe location, providing additional firefighting capacity at reduced risk to crew.
The new rules specify that two fixed water monitors are required on ships with a breadth of less than 30 metres, and four monitors on wider ships. They must also deliver a minimum of 2.0
litres per minute per square metre, with a total flow of at least 1,250 litres per minute.
Michał Sadzyński, Product Manager at Survitec, says: “Understanding how to interpret and apply the new rules is as important as the technical specification of the equipment itself. We can advise customers on the various monitor types that can be implemented to meet the new requirements, including manually operated, selfoscillating, hydraulic, and electrically controlled systems.
“Each type brings different advantages depending on the ship’s configuration, operating conditions, and available firefighting infrastructure.
“Selecting the appropriate solution requires carefully assessing deck layout, coverage requirements, water supply capacity, and operational needs. Key considerations for equipment selection include operational reliability, ease of maintenance, installation flexibility and environmental durability. Our water monitors also benefit from features such as corrosionresistant construction and integrated cold-weather protection to ensure long-term effectiveness, essential for ships operating in varied or harsh conditions.”
As a maritime fire safety specialist, Survitec offers a wide range of
water monitors as part of its fire safety portfolio and is well-placed to support its customers with technical consultancy and advice on implementation as part of a complete safety management solution.
“Prevention is always better than cure, especially where EV fires are concerned. Early monitoring and detection of fire remain key safety factors, but fixed water monitors can play a vital role in supporting a rapid, targeted response to contain and suppress fire,” adds Kołodziejski.
“Many in the industry are still unaware of the upcoming 2026 deadline. While the regulation change represents a technical requirement, it is also a vital step forward in protecting lives and assets at sea.”
The Vehicle Carrier Safety Forum (VCSF) has published its second industry good practice guidelines entitled Fire Response – High Level Guidelines.
The VCSF recognises that responding to vehicle fires onboard PCCs, PCTCs, Ro-Ro and Ro-Pax vessels is dangerous and challenging.
The guidelines have been designed to reduce the risk to the safety of crews, passengers, the environment
and the vessel. The aim is to assist vessel operators and crews to be better prepared to meet the challenges presented by vehicle fires.
The guidelines cover the response measures in vehicle carriers at a high level and provide a framework for vessel operators to use to inform their own more detailed procedures.
They recognise that fire response is limited by vessel design, current crew training regimes and equipment available onboard. They do not include use of emerging technical solutions.
The guidelines are intended to be used by vessel operators when considering their own fire response policies and procedures with a particular emphasis on using existing fixed firefighting systems to control vehicle fires early in their development.
Geir Jorgensen, Chair of the IG P&I Ships’ Technical Committee, is a strong supporter of the guidelines, saying: “These guidelines are the result of industry collaboration focused on safety. We all share a common goal of making life at sea safer, and these guidelines should be viewed as a valuable tool for operators to develop their own instructions as part of their safety management system.”
Philip Bacon, Vice President Commercial Operations of Siem Shipping, who is part of the VCSF Steering Committee, says: “The guidance reflects a range of views and best practices which we are seeing develop in the sector and offer a framework within which operators can take steps to manage the risk within their own ecosystem.”
Mike Yarwood, Managing Director Loss Prevention, at TT Club, comments: “Our members with port terminal operations have welcomed the opportunity, via the VCSF, to contribute to guidelines that will provide the foundations for a safer response to fires in port. The guidance to carry out port drills involving port operators and fire fighters is of particular relevance to TT club members. Fire response is more complex during port operations and it is important that the ship and shore side develop a sharded plan for fire response in ports.”
Kazuaki Masuda, Corporate Officer, Technical Division Director, Nippon Paint Marine
Following the International Martime Organization’s (IMO’s) MEPC 83 meeting in April, the maritime industry is preparing for the introduction of global regulatory measures designed to reduce shipping’s emissions as well as the carbon intensity of its fuels.
If enacted, following the IMO’s extraordinary session in October, the Net Zero Framework will join regional regulatory measures such as the EU’s Emissions Trading System (ETS), Carbon Intensity Indicator (CII), the Energy Efficiency Existing Ship Index (EEXI) and the newly introduced FuelEU Maritime (FEUM), which represents a collection of comprehensive provisions designed to achieve the industry’s netzero ambitions, by 2050.
The Net Zero Framework will apply to large ocean-going ships over 5,000 GT, which emit 85% of the total CO2 emissions from international shipping. As part of the revised IMO Greenhouse Gas (GHG) Strategy, new targets are set to be formally adopted into MARPOL Annex VI. These targets include a 20–30% reduction in GHG emissions by 2030, and a 70–80% reduction by 2040.
To support these efforts, the IMO has introduced a new global fuel standard in which vessels must evidence their annual GHG fuel intensity (GFI). Vessels found to have emitted above the GFI threshold will need to acquire remedial units to balance its deficit emissions, while those using zero or near-zero GHG technologies will receive financial rewards.
In order to comply with this multilayered regulatory environment, the industry is working hard to improve operational efficiencies whilst engaging with emerging clean technologies. Alternative fuels – from biofuels to green e-fuels such as methanol, ammonia, and hydrogen – hold the potential to dramatically reduce shipping’s carbon emissions, as well as its reliance on fossil fuels.
However, these fuel technologies face a myriad of challenges when it comes to their integration into maritime operations, at scale. These include a lack of operational experience from crew members regarding the safe handling and use onboard, inadequate
production and supply of green fuels to keep pace with significant demand, and the price premium of alternative fuels over traditional heavy fuel oil and very low sulphur oil – not to mention the significant CAPEX implications of retrofitting vessel to accommodate new fuel technologies.
As the industry approaches the IMO’s 2030 checkpoint, in which shipping will be required to evidence a reduction of at least 20% in global shipping’s GHG emissions, compared with 2008 levels, it is clear that owners and operators will need to look to proven and available technologies that can secure valuable fuel savings that deliver tangible reductions in carbon emissions.
“Modern hull coatings represent one of the most widely available, practical and effective clean technologies that can support enhanced fuel efficiency”
Modern hull coatings represent one of the most widely available, practical and effective clean technologies that can support enhanced fuel efficiency. As a leading coatings manufacturer, Nippon Paint Marine continues to develop innovative coating solutions that combine practical maritime knowledge with the latest in coating technology.
Our FASTAR XI and XII self-polishing coatings (SPC), for instance, combine a patented hydrogel technology –HydroSmoothXT™ – which is made up of a polymer network that effectively traps a layer of water around the surface of the hull, reducing hull-to-water friction, and thereby reducing drag.
Furthermore, our FASTAR solution incorporates nanodomain resin structures in the coating’s film, which
means that more precise polishing control can be achieved.
The widespread and stable elution of antifouling components is made possible due to the hydrophilic and hydrophobic nanodomain structure. The antifouling components are diffused in the surficial film of the coating by the hydrophilic domain and retained by the hydrophobic domain. FASTAR’s sophisticated technology has been proven to support fuel savings of up to 14.1% compared with the market average hull coating, while maintaining vessel performance.
An example of FASTAR’s impact was in 2023, when our team completed an application of FASTAR XI to a 63,733 MT bulk carrier in Shin Kasado dockyard, in Japan. The customer required a coating solution that could maintain its performance in warm water temperatures, because the vessel was due to depart for the Amazon River.
As a result of decreasing water levels, the vessel experienced an extended period of inactivity at anchorage, in water temperatures exceeding 30 degrees.
However, following an underwater inspection, the client reported that there was no need for further underwater cleaning maintenance due to the lack of hull fouling that the vessel had experienced.
The role of effective hull coatings in supporting the industry’s decarbonisation is often underestimated. Shipowners and their expert advisors can apply an understanding of the operating profile and environment of a vessel to select the most appropriate hull coating to deliver immediate and optimal carbon emissions reductions.
Owners want to optimise energy usage and reduce their carbon emissions at a reasonable cost, as they respond to the demands of greater regulation.
By partnering with experts to understand the long-term effects of hull coatings on vessel performance, shipowners can ensure their vessels are equipped with the right coatings to support enhanced operational efficiency and realise the benefits of a highly effective energy efficiency technology.
TOC Europe
17-19 June 2025
Rotterdam Ahoy tocevents-europe.com
Global Maritime Industry Expo
25-26 June 2025
Hamburg decarbonizingforum.com
Digitalisation in Shipping: Europe Summit
10-11 September
Rotterdam globalmaritimehub.com
Argus Sustainable Marine Fuels Conference
10-12 September 2025
Houston globalmaritimehub.com
INMEX SMM India 2025
10-12 September 2025
Mumbai shipuniverse.com
London International Shipping week
15-19 September 2025
London lisw.com
Breakbulk Americas
15-17 October 2025
Houston americas.breakbulk.com
Bulk Terminals 2025 29-30 October 2025
Marseilles bulkterminals.org
Europort
4-7 November 2025
Rotterdam Ahoy www.ahoy.nl/en
5th Annual Capital Link German Maritime Forum
5th November 2025
Hamburg forums.capitallink.com
CMA Shipping 10-12 March 2026
Stamford Connecticut cmashippingevent.com
Posidonia 2026
1-5 June 2026
Athens posidonia-events.com
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 will have a serious impact on bulk trade flows at whatever level they settle at: 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.
