CSI Winter 2024

BREAKING THE ICE

How industry initiatives are solving regulatory challenges

IN FINE FETTLE

Why the global scrubber market is flourishing

ALTERNATIVE OUTLOOK

What are the fuels coming to the fore in the race to net zero?

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CELEBRATING 10 YEARS OF SUSTAINABLE SOLUTIONS

Sandra Speares Editor, Clean Shipping International

MAKING A CLEAN SWEEP

Coming up with new approaches to ease the maritime industry’s transition to a more sustainable future has never been easy. However, it is encouraging to see the vast amount of innovative approaches and products out in the market aiming to help the industry achieve its net-zero aims.

Emission concerns have led many shipowners and operators to install exhaust gas cleaning systems, or scrubbers, on their vessels – indeed, as a report by Precedence Research details on page 20, the global marine scrubber market is in good health. The dry technology segment, in particular, is showing significant growth.

Other operators are investigating the use of low-sulphur fuel or fuel alternatives. Although some of these are still in the experimental stage and may take a while to roll out in sufficient quantities, others such as liqufied natural gas and methanol are enjoying a boost in popularity, with money being invested in infrastructure to support their roll-out.

Ship design is another area that is undergoing huge change, with operators going back to the drawing board to improve the performance and eco-efficiency of their vessels. Digital innovations are playing a huge part in today’s state-of-theart ships, improving everything from weather reporting to fuel consumption.

In the meantime, new and improved regulatory requirements and deadlines are looming, and maritime organisations are working hard to tackle the issues these bring in good time. As ever, it remains the case that it is not just a question of a few good operators spending the time and money exploring alternatives to meet requirements, but what all industry players are doing to address the problems and meet the deadlines.

We hope that you enjoy this edition of Clean Shipping International and reading of some of the innovations – and opinions – within the sector.

BRITISH RED ENSIGN

SAME DAY & OUT OF HOURS REGISTRATION WORLD CLASS TECHNICAL EXPERTISE REMOTE SURVEYS

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.

01 FROM THE EDITOR

Sandra Speares on how shipowners and operators are stepping up to the plate to meet environmental rules

07 WELCOME

Don Gregory, Director, Exhaust Gas Cleaning Systems Association 09

NEWS ROUND-UP

All the latest news and views from across the globe 16

INTERVIEW

Clean Shipping International catches up with Flexx Groep Founder Sander Castel

20 EGCS

A new report shows the global scrubber market in good health, particularly those using dry technology

23 PAINTS AND COATINGS

Paints and coatings have a key role to play as the industry seeks efficient solutions to boost their compliance with new regulations

30 DECARBONISATION

Keeping things simple is a key component of moves to tackle decarbonisation issues, a move adopted by many organisations

38 BALLAST WATER

Shipowners and operators need to be aware of new rules for the use of electronic ballast water record books

40 ALTERNATIVE FUELS

As the industry seeks a cleaner propulsion solution, there are many initiatives underway aiming to achieve that goal

46 Viewpoint: GAC Sweden

49 SHIP DESIGN

As well as eco-efficiency, ensuring the safety of crew is of paramount importance in today’s state-of-the-art ship designs

54 REGULATIONS

In its transition to clean shipping, the maritime industry is tackling an enormous number of challenges – but help is at hand

60 Viewpoint: Cathelco

63 WIND POWER

Today’s innovative solutions provide not just sustainability, but also compliance with new regulations

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

IMO NOx Technical Code (2008)

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Don Gregory Director,

Exhaust Gas Cleaning Systems Association

READING BETWEEN BLURRED LINES

One of the jobs I really enjoy is undertaking work on board ships. It provides the opportunity to travel and also provides me with real insight into the day-to-day operations of ocean-going commerce, observing the reality on board merchant ships and how things are changing – if at all – in the battle to reduce emissions, especially those that result from the burning of fossil sourced carbon.

It is apparent that operations go on, pretty much divorced from what we read or hear in the press or at the International Maritime Organization (IMO). The relevance of this is that there are serious targets – or perhaps we should call them ambitions – emanating from IMO and from the EU Commission of greenhouse gas (GHG) reductions of between 20% and 30% within five years.

How can more than 50,000 ocean-going vessels reduce GHG emissions when it is apparent that little is presently happening to give confidence that the ambition can be met? An analogy could be stating that the world will eradicate cancer within five years despite not having the solutions to achieve it.

Some will say that of course there are solutions; it is just that, as usual, shipping is burying its head in the sand and not taking responsibility to invest in the solutions.

There are a few, and it is probably the minority, that have done some level of assessment and concluded the solutions simply don’t stack up as viable, long term or sustainable. They are biding their time for sense to reach the market and the regulators.

So what of the majority – the engine builders, the classification societies, the lubricant additive suppliers, the policy makers, the law makers and the public? They do seem to believe it can be done and will in many cases repeat what they have read or heard. They will perhaps mention, that there is non-carbon ammonia fuel, or there is green methanol, or the option to use liquefied natural gas as a transition fuel, and so on. The responses appear to be opinion based and not grounded in any sound empirical assessment.

How are these opinions formed? This is extremely important as it appears that opinions and beliefs are driving business decisions that will impact economic growth

and ultimately people’s standard of living. Are opinions formed by hearing what others are saying, or by reading the marine press? Do we simply accept what we are told or do we apply logic to the information before accepting it? Is that logic as simple as recognising something similar and transposing that to the new information? So, for example, when I have observed or heard of something similar, I have observed an outcome I am comfortable with. So, in that case this new information should also be valid and result in a similar outcome that I would be comfortable with.

Do we think scientifically or with an engineering hat on? Or do we simply take an emotional driver to acceptance? Do we weigh up the significance of the information in terms of its relative impact? For example, are the benefits of 10% to 20% reduction in CO2 emissions from utilising residual fuels much greater than a very insignificant discharge into sea water from an exhaust gas cleaning system? All activity has an environmental impact, but many are sustainable and do not cause short- or long-term or irreparable damage.

There is a very interesting article in Nature magazine entitled ‘The fragility of opinion formation in a complex world’. It reports on a study of the reliability of our opinions. This quantitative research evaluated the “opinion formation mechanism whereby an uninformed observer gradually forms opinions about a world composed of subjects interrelated by a signed network of mutual trust and distrust”.

Perhaps unsurprisingly, formed opinions are highly inconsistent and can be unstable. The inconsistency and instability increase with the breadth of complexity of the subject matter. That is the number of subjects and their interactions. The paper notes that “humans tend to be rather driven by simple heuristics when forming opinions about complex topics, sometimes reaching opinions that violate basic logic rules”.

To add to the weakness of opinion formation, the researchers also noted that there are significant limits to human cognition that can have important consequences: “For example, the susceptibility to partisan fake news was recently found to be driven more by

‘lazy reasoning’ than by partisan bias”. The authors state: “Identifying potential mechanisms behind the formation of opinions in society is vital to understand how polarisation emerges in society, how misinformation spreads and can be prevented, and how science can be effectively communicated to the public.”

The study was driven by the concern around public polarisation and trends such as anti-vaccination attitudes and the risk of epidemics returning to a world where we currently have the knowledge and technology to prevent many of these diseases.

In shipping, we must worry about mis-information, both emotional propaganda and evocative information. We also must worry about the limits of human cognition and lazy reasoning.

There appear to be two sources of some of the opinions that have also become de-facto solutions. They have emanated from a small group of nongovernamental organisations (NGOs) and from the EU Commission, probably influenced by that same group of NGOs.

In some respects, they have added value to society. They have rightly set the challenge for shipping to make its contribution to cutting GHG emissions. The problem is they then extend their remit to prescribe the solutions – an area entirely outside their knowledge set and completely divorced from any responsibility they would have for the consequences of their prescriptions.

This behaviour also departs from the IMO’s policy of technology neutral and goal-based solutions. In the spirit of the goal-based approach the technology neutral statement should be extended to an independent solution approach, as the challenge of reducing GHG emissions is global and holistic.

That means in a hard-to-abate sector there should be an option to undertake the abatement outside the sector if that is more effective. This approach also follows the economic principle of return of investment. Can $100 reduce more GHG emissions if invested in a non-shipping activity than investing in a ship-based solution?

There is absolutely no doubt that if the billions of dollars currently being invested in ship-based abatement were re-directed to other GHG abatement projects there would be earlier and

higher reductions in GHG emissions, which would likely exceed the 30% reduction by 2030 that has been internalised by IMO into ocean freight.

Nobody would argue more reductions and earlier reductions is not the nirvana. However, it seems opinions and beliefs are prevailing over sound logic. “Ships must make their contribution to GHG emissions reductions” is the stock answer with most of the people I ask if shipping should be allowed to offset their emissions outside the sector. It seems that logic has been superceded by opinions seeded by NGOs and the EU Commission.

The irony of these illogical and costly opinions directed at shipping is that the EU’s data centres have been recently been advising that current conditions make it difficult to achieve rapid decarbonisation. Achieving decarbonisation has become increasingly dicey, as despite the urgency of environmental goals, cost and commercial viability remain the top priorities for data centre executives. Only 12% of data centre CEOs ranked speed of decarbonisation as their primary objective. The majority prioritise reducing energy costs and achieving a commercial advantage.

Given the massive power usage of data centres and their critical requirement in our modern world, it seems that economic and commercial reality are overruling opinions and beliefs – maybe not ideal, but probably the only sensible outcome given the lack of an increasing source of reliable and carbon free electricity in Europe.

Better outcomes

One wonders if the huge investments being made by the engine builders and ships that are announced as dual-fuel ready were re-directed to the supply of renewable electricity and energy storage on-shore there would not be a better outcome for the achievement of lower GHG emissions. Thus, some of shipping’s GHG emissions would be offset by financial mechanisms of investment ashore.

Is it not time to shelve the beliefs that all the fossil carbon GHG emissions can and MUST be achieved on board ships? Let the industry with regulatory guidance seek other acceptable methods such as investing in shore-based wind

farms or solar farms or hydraulic energy storage. It is highly unlikely that these alternative investments will not provide a better return on GHG reductions than the current limited choice of alternative fuels.

There are still developments that ships can and should do: continue with energy efficiency measures and engine efficiency improvements; use the fuel that is widely available and with the lowest fossil carbon footprint and look to capture some of that carbon with on-board carbon capture. Such an approach would allow economic ship operations to continue, keeping a cap on the cost of ocean transportation and avoiding unnecessary and wasteful stranded investments in alternative fuels and dual fuel engine development.

I would ask the reader to consider if he or she believes that any of the alternative fuels are really viable and achieve real and sustainable GHG emissions reductions for shipping? If you do believe they are the future, can you say with conviction and evidence that your opinion is based on sound science, sound engineering, sound economic and sound sustainabilitybased approach to decision making? If you can’t say that, then how was your positive opinion for alternative fuels formed and is it still valid?

We should all consider how our opinions are formed and if they are really sound. But more than that we should ask ourselves if really important decisions in GHG reduction options be the outcome of prevailing opinions or do these sorts of decisions call for an extremely thorough science and engineering-based review of all aspects of each option, weighting the certainty, impact and economic consequences. If we don’t, ocean-going shipping will be soon sending out warnings like the data centres that decarbonisation is proving impossible and is dropping off the industry priority list.

It is worth considering if we are making very serious future decisions based on illogical opinions and unsound beliefs or on thorough evaluation. After all, you would not expect a medical team to treat you for an ailment with anything but the most well used and researched medical interventions.

Wishing you a thoughtful and a successful 2025.

News from across the globe, including World Energy Outlook 2024 projections and how ballast water failures are causing concern, plus an overview of plastic pollution in the world’s oceans

GLOBAL NEWS ROUND-UP

World Energy Outlook 2024 shows critical choices facing governments and consumers, as a period of more ample supplies nears and surging electricity demand reshapes energy security.

Regional conflicts and geopolitical strains are highlighting significant fragilities in today’s global energy system, making clear the need for stronger policies and greater investments to accelerate and expand the transition to cleaner and more secure technologies, according to the International Energy Agency’s (IEA’s) new World Energy Outlook 2024

The latest edition of the World Energy Outlook (WEO), the most authoritative global source of energy analysis and projections, examines how shifting market trends, evolving geopolitical uncertainties, emerging technologies, advancing clean energy transitions and growing climate change impacts are all changing what it means to have secure energy systems. In particular, the new report underscores that today’s

geopolitical tensions and fragmentation are creating major risks both for energy security and for global action on reducing greenhouse gas emissions.

The report’s projections based on today’s policy settings indicate that the world is set to enter a new energy market context in the coming years, marked by continued geopolitical hazards, but also by a relatively abundant supply of multiple fuels and technologies. This includes an overhang of oil and liquefied natural gas (LNG) supply coming into view during the second half of the 2020s, alongside a large surfeit of manufacturing capacity for some key clean energy technologies, notably solar PV and batteries.

“In the second half of this decade, the prospect of more ample – or even surplus – supplies of oil and natural gas, depending on how geopolitical tensions evolve, would move us into a very different energy world from the one we have experienced in recent years during the global energy crisis,” says

IEA Executive Director Fatih Birol. “It implies downward pressure on prices, providing some relief for consumers that have been hit hard by price spikes. The breathing space from fuel price pressures can provide policymakers with room to focus on stepping up investments in clean energy transitions and removing inefficient fossil fuel subsidies. This means government policies and consumer choices will have huge consequences for the future of the energy sector and for tackling climate change.”

Based on today’s policy settings, the report finds that low-emissions sources are set to generate more than half of the world’s electricity before 2030 –and demand for all three fossil fuels – coal, oil and gas – is still projected to peak by the end of the decade. Clean energy is entering the energy system at an unprecedented rate, but deployment is far from uniform across technologies and markets.

In this context, the WEO-2024 also shows that the contours of a new, more electrified energy system are coming into focus as global electricity demand soars. Electricity use has grown at twice the pace of overall energy demand over the past decade, with two-thirds of the global increase in electricity demand over the past 10 years coming from China.

“In previous World Energy Outlooks, the IEA made it clear that the future of the global energy system is electric – and now it is visible to everyone,” says Dr Birol. “In energy history, we’ve witnessed the age of coal and the age of oil – and we’re now moving at speed into the age of electricity, which will define the global energy system going forward and increasingly be based on clean sources of electricity.”

“As with many other global energy trends today, China is a major part of what is happening,” Dr Birol adds. “Whether it’s investment, fossil fuel demand, electricity consumption, deployment of renewables, the market for electric vehicles, or clean technology manufacturing, we are now in a world where almost every energy story is essentially a China story.

“Just one example: China’s solar expansion is now proceeding at such

a rate that, by the early 2030s – less than 10 years from now – China’s solar power generation alone could exceed the total electricity demand of the US today.”

Global electricity demand growth is set to accelerate further in the years ahead, adding the equivalent of Japanese demand to global electricity use each year in a scenario based on today’s policy settings – and rising even more quickly in scenarios that meet national and global goals for achieving net-zero emissions.

For clean energy to continue growing at pace, much greater investment in new energy systems, especially in electricity grids and energy storage, are necessary. Today, for every dollar spent on renewable power, 60 cents are spent on grids and storage, highlighting how essential supporting infrastructure is not keeping pace with clean energy transitions. Secure decarbonisation of the electricity sector requires investment in grids and storage to increase even more quickly than clean generation, and the investment ratio to rebalance to 1:1. Many power systems are currently vulnerable to an increase in extreme weather events, putting a premium on efforts to bolster their resilience and digital security.

Despite growing momentum behind clean energy transitions, the world is still a long way from a trajectory aligned with its net-zero goals. Decisions by governments, investors

and consumers too often entrench the flaws in today’s energy system, rather than pushing it towards a cleaner and safer path, the report finds.

Reflecting the uncertainties in the current energy world, the WEO2024 includes sensitivity analysis for the speed at which renewables and electric mobility might grow, how fast demand for LNG might rise, and how heatwaves, efficiency policies and the rise of artificial intelligence (AI) might affect electricity demand going forward.

Based on today’s policy settings, global carbon dioxide emissions are set to peak imminently, but the absence of a sharp decline after that means the world is on course for a rise of 2.4°C in global average temperatures by the end of the century, well above the Paris Agreement goal of limiting global warming to 1.5°C. The report underlines the inextricable links between risks of energy security and climate change.

In many areas of the world, extreme weather events, intensified by decades of high emissions, are already posing profound challenges for the secure and reliable operation of energy systems, including increasingly severe heatwaves, droughts, floods and storms.

A new energy system needs to be built to last, the WEO-2024 emphasises, one that prioritises security, resilience and flexibility, and ensures that benefits of the new energy economy are shared and inclusive. In some regions of the

world, high financing costs and project risks are limiting the spread of costcompetitive clean energy technologies to where they are needed most.

This is especially the case in developing economies where these technologies can deliver the biggest returns for sustainable development and emissions reductions. Lack of access to energy remains the most fundamental inequity in today’s energy system, with 750 million people –predominantly in sub-Saharan Africa – without access to electricity and more than two billion without clean cooking fuels.

To address the evolving energy challenges faced by countries around the world, the IEA is convening an International Summit on the Future of Energy Security in the second quarter of 2025. Hosted by the UK government in London, the Summit will assess the existing and emerging risks facing the global energy system, focusing on solutions and opportunities.

BALLAST WATER FAILURES

More than 30% of all installed ballast water treatment systems (BWTS) fail Port State Control D-2 compliance inspections despite 95% of systems having successfully passed commissioning tests.

Information submitted by Global TestNet to the International Maritime Organization’s Marine Environment Protection Committee MEPC82, which took place in October 2024, revealed that 29% to 44% of operational systems are failing to remove invasive species in the >50µm range, with more than 100 organisms of this size routinely found in every 1m3 of treated water.

The D-2 standard of the Ballast Water Management (BWM) Convention, which entered fully into force on 8 September, requires ships to discharge ballast water with fewer than 10 viable organisms per 1m3 that are at least 50µm in size.

Global TestNet – an association of testing organisations set up in 2010 under the GloBallast Partnership –also reported instances where more organisms were found in discharged water than in inlet water.

According to the findings, the most common reasons for non-compliance were contamination of the ballast water tank from mixing treated and untreated waters or improperly opening/closing valves; organism regrowth due to insufficient and infrequent cleaning of the ballast water tanks; and human error due to insufficient system knowledge, maintenance, and training.

“These results show that even if a vessel with a type-approved ballast water treatment system passes initial commissioning tests, the BWM system alone cannot assure against non-compliance,” says Charlène Ceresola, BIO-UV Group’s Ballast Water Treatment Project Manager, who is currently participating in the BWM Convention Review as a member of the French delegation to the IMO Ballast Water Review Group.

“When a BWMS is properly installed, a high efficacy in removing organisms is achieved (99.9%), but IMO MEPC reports have acknowledged that this efficacy may not be sufficient to constantly meet the D-2 discharge standard,” she says. “Compliance tests often fail due to the presence of organisms in the tank or water

contamination. If operators do not fully understand the impacts of BWM on board, and if bypassing cleaning procedures for ballast tanks occurs frequently, non-compliance will be unavoidable.”

The most frequent deficiencies reported by the Paris Memorandum of Understanding on Port State control also related to poor ballast water record book-keeping, inadequate crew training, system unfamiliarity, and invalid or missing certificates.

Of the 907 ballast water noncompliance deficiencies reported by the Paris MoU in 2023,760 related to record-keeping and administration (58%), BWTS system and system knowledge (16%), and certification (16.9%), resulting in 33 ship detention. This year to date, 505 ballast water management deficiencies have been reported, resulting in 17 ship detentions.

Regarding the record-keeping and reporting to administrations, BIO-UV Group is now advising ship operators that IMO has updated Appendix II of the BWM Convention (form of BWRB) to clarify entries to be recorded (see page 36 for more information).

“We are encouraging BIO-SEA system operators to refer to the new guidance on ballast water record-keeping and reporting (due to enter into force on 1 February 2025), published in BWM.2/Circ. 80 to safeguard against port delays and detentions,” says Ceresola. “While there remains a two-year grace period for treatment performance issues, ships can still be delayed for poor administration.

Maintenance and crew training are also areas where ships can be detained. “There is certainly a need for strengthening maintenance and system knowledge, and this will be part of the package of amendments IMO is preparing.

“Shipowners want their systems to be in good working order, but how do you ensure this once the manufacturer has installed the system and left the ship, or is no longer in the market?

“Fit and forget is certainly not a BIO-UV Group policy, of course,” she adds. “But there is agreement among ship operators and regulators that routine compliance checks are required. It is essential to assess whether systems efficiently prevent harmful aquatic organisms and pathogens from being discharged into the oceans.”

The IMO’s Convention Review Plan for the BWMS experience-building phase aims to address the 13 priority issues identified at MEPC80. The amendments package is expected to be completed by the end of 2026, with implementation taking place 12 to 18 months afterward.

“The primary focus areas include BTWS maintenance, crew training, and addressing challenging water conditions.

REAL-TIME WEATHER

SaaS provider Coach Solutions has upgraded its Valid Voyage optimisation solution to include live weather conditions and forecasts.

The Weather Viewer functionality is available to both crew onboard ship and shoreside managers simultaneously. Data is included in a live map view and can also be accessed as a PDF if

the ship is operating in a low bandwidth environment.

Users can also step forward in time to explore potential risks based on forecast weather conditions up to 10 days in advance.

Weather conditions continue to play a key role in the execution of a safe and efficient voyage. The data provided by Coach is sourced from the National Oceanic and Atmospheric Administration and includes pressure lines, cyclones, wave height and direction.

Access to real-time weather data along the vessel track ensures that both the master and the vessel manager are on the same page, improving teamwork and reducing potential operational misunderstandings. It also empowers the vessel master to make better-informed decisions more quickly, without having to wait for onshore support.

Coach Solutions’ Valid Voyage solution utilises proven fuel models to ensure accurate speed and consumption profiles for all vessels, improving accuracy of voyage estimates, even on short-term and voyage charters.

Using the Valid Voyage solution means that each voyage can be instructed on optimal speed, fixed ETA or against warranted speed and consumption figures, enabling operators to select the optimal strategy for each voyage while complying with relevant emissions regulations.

“We are able to predict the majority of vessel performance parameters with increasing accuracy, but weather is the one factor that shipowners cannot completely plan for,” says Christian Rae Holm, CEO, Coach Solutions.

“Adding Weather Viewer to the Valid Voyage module provides crews and vessel operators with an additional tool to improve transparency that can drive safety and greater efficiency.”

K LINE TRIALS NEXUSWAVE

Kawasaki Kisen Kaisha (K Line) has decided to conduct a trial of a new network service NexusWave, launched by Inmarsat Maritime on its fleet.

Launched in May this year, NexusWave is a unique bonded multi-dimensional network, offering high-speed connectivity, unlimited data, global coverage, and ‘secure by design’ infrastructure.

The service seamlessly integrates multiple high-speed networks in real time – Global Xpress (GX) Ka-band, low-Earth orbit (LEO) services, and as-available coastal LTE service –enhanced by an L-band layer for resiliency, to deliver fast, always-on connectivity. NexusWave also features enterprise grade firewall security.

K Line says that it will continue to strengthen both onboard and ship-toshore tele-communication systems, creating a safe and comfortable working environment for seafarers, ultimately leading to the provision of higher quality maritime transportation.

Coach Solutions provides real-time weather data along the vessel track

THE PLASTIC PROBLEM

By 2050, there could be more plastic than fish in our oceans, and while regulations exist to tackle plastic pollution from the maritime industry, they must be iterated upon and enforced more stringently, says Emma Forbes-Gearey, Loss Prevention Officer at West P&I Club.

The vast proportion – 80% – of marine plastic pollution originates from land-based sources such as commercial waste and consumer litter. Meanwhile, the remaining 20% of plastic comes from the intentional or accidental discharge of ship waste and the loss of fishing gear. While 20% may seem a relatively low percentage of the total plastic pollution problem, that still amounts to a major amount of waste.

This plastic pollution wreaks havoc on the marine environment and finds its way into the food chain with the capability of impacting human health. It also affects maritime industries, such as legitimate and sustainable fishing operations.

Looking at shipping, the effects are less, but not inconsequential. Lost fishing gear, also known as ghost gear, can cause navigation hazards and lead to delays. Plastic can get caught in rudders, propellors and thrusters of a ships, with delays causing a knock-on effect to shipping supply chains.

Many plastics float and therefore drift with the prevailing currents and winds. This means they accumulate in common locations and form vast islands of floating plastic like the ‘Great Pacific Garbage Patch’ –which is roughly 4.5 times the size of Germany.

Concerningly, floating plastic is only the tip of the iceberg when it comes to marine plastic. The United Nations Environment Program estimates that only 15% of marine litter floats on the sea surface, another 15% stays in the water column, and the rest remains on the seabed damaging marine ecosystems.

As reported by the National Oceanic and Atmospheric Administration, a plastic bottle may also take up to 450 years to decompose, while a fishing line could last for 600 years. Most plastics are non-biodegradable and can endure for decades. Over time, these plastics fragment into tiny particles known as microplastics (less than 5mm), which are readily consumed by marine animals.

The United Nations Environment Programme estimates that at least 51 trillion microplastic particles could already be in the oceans. These can also absorb up to a million times more toxic chemicals than the surrounding water. Research indicates that toxic chemicals from plastics have already entered the human food chain.

Plastic pollution is a major environmental and potential health hazard that must not be overlooked, so what does the regulatory landscape look like?

For almost 30 years, the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex V has prohibited rubbish disposal from all ships. Recognising that more was needed to address ship-sourced litter, the IMO adopted an action plan to improve the effectiveness of port reception facilities. Furthermore, guidelines for MARPOL Annex V to address singleuse plastics onboard ships were developed and adopted in 2017.

Besides MARPOL, another significant regulatory framework is the London Dumping Convention 1972. It aims to prevent the intentional dumping of waste or other

substances from ships into the sea, except for those on the ‘reserve list’, which excludes persistent plastics.

In a separate development, the IMO has agreed on draft recommendations for transporting plastic pellets on ships. These considerations were submitted to the Marine Environment Protection Committee for approval in its next meeting.

In March 2022, the UN Environment Assembly also came together to create new international legislation that would be legally binding on plastic pollution, with sections focusing on the marine environment. The completion date for the treaty negotiations should be December 2024, although details regarding the final contents are unknown.

These regulations do cover many key bases, however monitoring their implementation and effectively enforcing them presents major challenges. Flag states need more incentives to monitor regulatory compliance, and there are no particularly compelling reasons to prompt commercial deep-sea ships to retrieve plastic or abandoned gear encountered.

Plastic pollution from shipping or fishing gear continues to pose a threat to marine ecosystems and potentially human health, and a strong argument could be made that this is as damaging, if not more damaging, than oil pollution incidents, largely because most plastic does not break down for decades and centuries.

It is not all doom and gloom, however. It is positive to see that marine plastic pollution is on the mind of regulators, the shipping industry and society.

ISLE OF MAN REGISTRY: 40 th ANNIVERSARY VOWING TO DRIVE DECARBONISATION AND SEAFARER WELFARE

The Isle of Man Ship Registry (IOMSR) is celebrating its 40th anniversary with a series of events this year as it seeks to cement its position as one of the world’s most progressive flag states.

The IOMSR has hosted signature events during the Isle of Man’s Maritime Conference in July, and at Trinity House in London in September to thank its clients and partners, and present its vision for the future.

IOMSR director Cameron Mitchell said “it is vital the registry continues

to lead by example as a Category 1 member of the Red Ensign Group, representing more than a third of tonnage under the famous Red Ensign. He said safety, seafarer welfare and decarbonization are the pillars of future growth.”

“Since establishing in 1984 we have grown by being a quality flag of choice,” he said. “Today, quality is constantly being tested by advanced technology and pressures being exerted on the maritime industry. Shipowners and Operators as a result need more from

their flag states particularly in how we care for our seafarer’s mental health and well-being. Without ensuring the psychological and physical safety of our seafarers our industry will struggle to implement effective Equality, Diversity and Inclusion standards, goals, policies and procedures. Meeting the IMO 2050 GHG targets will require greater data transparency and collaboration across maritime. Flag states cannot be passive bystanders we must be at the heart of taking positive action as a dynamic partner. In recent years,

IOMSR has grown into one of the highest ranked flags in the world by building trusted relationships

Cameron Mitchell

we have continued our commitment to innovation, becoming the first flag state to offer reduced registration fees for ships deploying green technology. We are the first flag state to join the Getting to Zero Coalition which is driving the decarbonisation agenda.”

“We are also the first flag state to launch a seafarer welfare app with partners like Stella Maris, Nautilus International and the International Seafarers Welfare and Assistance Network (ISWAN). Seafarer wellbeing is very important to me and my predecessor Dick Welsh, as former seafarers ourselves. We have more than 7,000 seafarers on IOMSR vessels. It is our duty to ensure that seafarer and vessel safety, whilst embracing the latest technological advances including alternative fuels for ships, remains paramount.

Mr. Mitchell said “the IOMSR has grown into one of the highest ranked in the world by building trusted relationships with its clients.”

“The Red Ensign due to its track record and heritage is synonymous

with the highest standards of safety, engineering and navigation in the global maritime industry,” he said. “We never forget this and take this responsibility very seriously. We thank all our shipping line clients who we work so closely with providing that 24/7 service as a trusted partner and part of their team. That has been the key to our success and what we intend to celebrate and build on this year as we mark our 40th anniversary.”

Mr. Mitchell also paid tribute to the Isle of Man’s vibrant maritime industry.

“The last 40 years has seen the IOMSR diversify and grow along with the Isle of Man Maritime cluster around us,” he said. “Our growth would not have been possible without the support of countless people and businesses who make up the island’s maritime centre of excellence including ship and yacht management, crew management, insurance, IT, law, cyber security, professional services and finance. The Isle of Man gets maritime and is always open to welcome more maritime business from around the world.”

BACKGROUND

The Isle of Man became an International Register of Ships in 1984 with the creation of the Isle of Man Marine Administration. The International Register was established to provide a high quality alternative British Register for British and European Ship Owners and Operators.

The Isle of Man Government established the Marine Administration to diversify the Island’s economy. The creation of the Marine Administration acted as nucleus for maritime business in the Isle of Man, with many of the Internationally respected blue chip Ship Owners and Operators relocating parts of their respective organisations to the Isle of Man, recognising the key benefits the island nation had to offer.

As shipowners and operators look for solutions to meet environmental demands, Flexx Groep Founder Sander Castel explains why he has the answers

MEETING THE CHALLENGES

Coming up with solutions to meet everstricter emissions regulations continues to pose problems for the maritime industry. Equipment innovator Flexx Groep, based in the Netherlands, believes it has the answer.

Following our article in the Autumn edition of CleanShippingInternational earlier this year, we caught up with Flexx Groep Founder Sander Castel on the progress the firm has been making in the market with its next-generation technology that helps scrubber owners, ferries and all other vessels comply with International Maritime Organization (IMO) regulations.

The direct discharge of harmful substances has long been a concern, leading to disruptions in the pH levels of marine environments and threatening marine life.

Recognising the urgency of the situation, industry leaders are exploring well-proven alternatives. One such is Flexx Groep, which develops environmentally friendly, sustainable technical solutions that focus on the shipping industry. Coming under the

Flexx Groep umbrella is SodaFlexx, which has designed N-Flexx, an innovative exhaust gas cleaning system that neutralises sulphur oxide emissions and prevents acidification. N-Flexx measures the ratio between SOx (sulphur) and CO2 in the exhaust gas flow coming from the engines on-board, based on the geographical location the ratio needs to be below 23.7 (this is outside SECA –Sulphur Emission Controlled Areas) or below 4.3 (inside SECA zones)

N-Flexx acts as an alternative to a traditional scrubber. No water is being used; instead sodium bicarbonate (baking soda) is blown into the existing exhaust lines, which then reacts with the sulphur component in the exhaust gases and neutralises the sulphur below the limits set by the IMO.

As there is no use of water, N-Flexx is allowed in regions and ports where scrubbers may not be used anymore.

We asked Castel how the industry had reacted to the product. “Very positively. The N-Flexx technology is a valid alternative

for wet scrubbers as there is no wastewater – in fact there is no water at all. The N-Flexx technology is seen as a sustainable future-proof solution as an alternative to scrubbers or as an add-on to an existing scrubber to make the open-loop system hybrid.”

So does this mean that companies can avoid the whole problem of high sulphur and continue to use highsulphur products if the equipment has been fitted? “Yes absolutely,” says Castel. “Our customers can use high sulphur fuel oil (HSFO) and still be compliant with the IMO rules and regulations as our technology reduces the sulphur below the limits required.

“In addition, we are seeing more and more SECA zones, which also makes it interesting to operate on very low sulphur fuel oil (VLSFO) with only 0.5% sulphur – bringing this down to the limit, it should be within the SECA restrictions.

“It has been confirmed that our technology, as a side effect, also reduces nitrogen oxides, which also benefits the operator.”

As there is no use of water, N-Flexx is allowed in regions and ports where scrubbers may not be used anymore. Castel says the technology has

received approval from flag states including Denmark and France, as well as other EU countries, “which indicates that our N-Flexx technology is accepted as a valid technology to proceed using HSFO and VLSFO”.

When it comes to the expense of fitting the technology, Castel says: “The price depends on the type of vessel and its trading pattern. Commercially, it is very attractive with an average return on investment of less than six months after installation on-board. It can be used on any age of vessel, including older vessels that only have a few years to go.”

He continues: “We do believe our N-Flexx technology extends the transition period to alternative fuels or energy sources by 10 to 15 years. For this period of time, it makes sense to use conventional fuels together with an exhaust gas cleaning system.

“However, moving towards the future, alternative energy sources and fuels will also be needed. We innovating, though, and set up HydroFlexx under the Flexx Groep umbrella. Within HydroFlexx, we have developed a technology that makes it possible to store, transport and use hydrogen in a powder.”

Hydrogen is seen as one of the most promising alternative fuels, particularly for the shipping industry. However, as a result of its low energy density, hydrogen needs to be compressed to high pressures or it needs to be cooled to a very low temperature. Both options need a large amount of energy and could potentially be dangerous.

Castel explains: “With the technology from HydroFlexx, cooling and compressing is not needed as we store the hydrogen in a solid powder. With this powder we can store the same amount of energy in 1m3 as which is available in 1m3 of HSFO. Without compressing and without cooling, the hydrogen can easily be released and as a result of regeneration, the powder can be reused creating a circular solution.

“This is not only reducing the cost to the same price level as conventional fuels, it also means that there is no additional storage space needed on-board compared with conventional fuels.”

Maritime’s future as a sustainable industry is looking very promising thanks to the continuous innovative work of Flexx Groep.

PURETEQ: REALISING THE FULL POTENTIAL OF YOUR SCRUBBER

When properly maintained, a scrubber system not only provides reliable performance throughout your ship’s lifetime but also reduces operational expenses. A PureteQ pre-drydocking inspection can help you achieve this at lowest possible cost

PureteQ specialises in designing and maintaining scrubber systems. With established offices in Europe and Asia, PureteQ is a leading service provider for all brands of scrubbers worldwide, backed by extensive expertise in exhaust gas cleaning. PureServ, PureteQ’s certified service organisation,

supports shipowners and operators in ensuring the continuous operation, reliability and MARPOL compliance of scrubbers through a dedicated team of experienced marine engineers.

MAXIMISING ENERGY EFFICIENCY

PureteQ Maritime Scrubber Systems are known for their high-energy efficiency. Even less efficient systems can be fine-tuned to reduce energy consumption associated with over scrubbing.

To accommodate this, PureteQ

offers all shipowners, with a service agreement, access to Pure-SPOT, a web-based Scrubber Performance Optimisation Tool designed to reduce energy consumption across all scrubber systems. Data is automatically uploaded to a cloudbased platform, enabling optimised environmental performance reporting for scrubber-equipped ships. This tool facilitates reduced operating costs, and improved Carbon Intensity Indicator (CII) rating.

Reducing carbon intensity in shipping is critical to combatting

A simple solution to a global challenge

Installation of PureteQ scrubber tower

climate change and transitioning to a more sustainable, low-carbon future. Many ships are now slowing down and derating engines to save costs and reduce carbon emissions. Prioritising energy efficiency is essential, as the cost of all energy is high, with low-carbon fuels being even more expensive. Since alternative fuels and onboard carbon capture technologies are still years away from widespread availability, maximising energy efficiency is the best approach for today.

ALL-IN-ONE SERVICE TO MAXIMISE POTENTIAL

A PureteQ Service Agreement provides everything needed to maximise the potential of your scrubber system. Tailored to fit each ship’s operational pattern and crew skill level, it includes, but is not limited to:

» 24/7/365 hotline service

» Spare parts management

» Crew training, offered on-site or remotely via our Internet for Remote Assistance Services (IRAS) – a complete hardware and software

installation providing shipwide WiFi access and real-time support

» Operational advice and reporting

» Certified calibration and sensor replacement programme. A scrubber’s pH sensor requires calibration every three months, while gas analysers need it annually. Our sensor replacement programme notifies you in advance of calibration needs, delivering a newly calibrated sensor before the old one is sent to us for refurbishment.

PRE-DRYDOCKING INSPECTION

Scrubbers installed around 2018 have accumulated thousands of operating hours, meaning motors, dampers, sensors and moving parts may now require overhauls or replacements. The most cost-effective solution is to inspect, replace or refurbish these components. Since some parts have long lead times, scheduling a pre-drydocking inspection well in advance of drydocking is wise. This inspection evaluates all components and structural conditions to create a

detailed work scope for the yard, crew, suppliers and stakeholders. PureteQ offers these inspections worldwide, customised to meet the needs of shipowners.

ABOUT PURESERV

PureServ is a registered trademark and certified service organisation providing maintenance and support for all scrubbers and sensors. This includes the shipment of critical spare parts and replacement of compliance equipment, such as continuous emission monitoring systems and water monitoring systems.

For more information, contact: PureteQ A/S, Sverigesvej 13, 5700 Svendborg, Denmark CEO: Anders Skibdal

Email: anders@pureteq.com Tel: (+45) 40 17 14 00 pureteq.com

PureteQ’s dedicated marine engineers are available 24/7 and dispatched from Europe or Asia

PureteQ offers pre-drydocking inspections that assess all components and structural conditions, creating a work scope well before the scheduled drydocking

A new report shows the global scrubber market in good health, particularly those using dry technology

SCRUBBERS SEE SALES SOAR

The global marine scrubber market size was US$5.90bn in 2023, calculated at $6.73bn in 2024 and is expected to be worth around $24.98bn by 2034, according to a report by Precedence Research. The market is slated to expand at 14.02% compound annual growth rate from 2024 to 2034.

Key findings from the report include:

» Asia- Pacific dominated the marine scrubber market with the largest market share of 32% in 2023.

» North America shows a significant growth in the marine scrubber market during the forecast period.

» By technology, the wet technology segment generated the biggest market share of 91% in 2023.

» By technology, the dry technology segment shows a significant growth in the market during the forecast period.

» By application, the bulk carriers segment recorded the highest market share of 33% in 2023.

» By installation, the retrofit segment contributed the biggest market share of 79% in 2023.

» By installation, the new build segment shows a significant growth in the marine scrubber market during the forecast period.

According to the report, artificial intelligence contributes to scrubber system optimixation through real-time operation adjustments, increased fuel economy and reduced energy usage.

“AI-powered algorithms ensure the scrubber runs as efficiently as possible while

generating the least waste by monitoring and adjusting parameters like temperature, chemical usage, and water flow rates,” the report says.

“AI makes it possible to remotely monitor and manage scrubber systems. Fleet managers may now oversee numerous boats from one place, which enhances operational management. Faster reaction times to anomalies or inefficiencies are also made possible by real-time data and AIdriven analysis.”

As far as market growth factors are concerned, the report outlines that:

» Scrubber technology is constantly evolving, creating more eco-friendly and efficient systems, making them a more appealing choice for the maritime sector.

» Marine scrubbers enable ships to use more affordable, higher-sulphur fuels, which can help reduce fuel use. This financial benefit is a big motivator for shipping businesses.

» A larger fleet of ships due to increased international trade has raised the need for marine scrubbers to comply with pollution laws.

» Government subsidies and incentives are provided in some areas to promote the use of marine scrubbers, which propels industry expansion.

As the report points out: “Scrubber retrofitting is a costly and technically difficult process for already-built boats. The ship’s construction frequently needs to be altered to install the scrubber system. This may entail rearranging the engine room, cutting and rewelding portions of the ship, and

strengthening other locations.

“These adjustments must be made precisely to guarantee that the scrubber interfaces with the vessel’s current systems without generating operational concerns. Because of this, shipowners must pay more for labour, engineering, and occasionally drydocking the vessel, which drives up the installation’s entire cost.”

The wet technology segment dominated the marine scrubber market in 2023, according to the report while the dry technology segment shows a significant growth in the marine scrubber market during the forecast period.

“Dry scrubbers use solid absorbent materials like lime or sodium bicarbonate to remove sulphur and other contaminants from exhaust gases. Dry scrubbers use fewer resources than wet scrubbers, which need sophisticated wastewater treatment facilities and water. Lower operational costs, including lower energy use and maintenance expenditures, result from this. Dry scrubbers simplify operation and minimise maintenance downtime

because they do not require handling significant volumes of water, eliminating the need for complex pumps or wastewater management systems,” the report says.

“Dry scrubbers are becoming increasingly popular in the market. They save shipping firms money by eliminating the need to manage tainted water systems.

“The bulk carriers segment dominated the marine scrubber market in 2023. Large ships make up bulk carriers, some of which are among the most significant ship classes in the world (such as panamax and capesize vessels). The larger the ship, the more fuel it consumes.

“Larger ships with scrubbers may burn high sulphur fuel oil for less money, which accelerates the return on investment for installing scrubbers when compared to smaller vessels with lower fuel use.

“The segment’s dominance in the marine scrubber industry has been further cemented in recent years with the inclusion of scrubbers in the design of many new bulk carrier purchases.”

The report says the retrofit segment

dominated the marine scrubber market in 2023. “Due to shipyard backlogs, building new vessels might take many years, particularly if demand spikes suddenly following International Maritime Organization regulations.

“Refitting already-built ships offered shipowners a quicker way to comply with laws and avoid fines for fuelrelated delays or outages. Retrofitting makes sense for older ships with a good amount of operating life left. It allows shipowners to keep making money from aging ships without buying new tonnage or decommissioning them early.

“The new build segment shows a significant growth in the marine scrubber market during the forecast period. Pressure from shipping companies to use greener technologies to cut emissions is growing. Scrubber integration into new constructions guarantees adherence to both present and future laws. Additionally, it increases the vessels’ appeal to operators and charterers who value sustainability highly. Scrubberequipped vessels are in high demand as a result of this.”

Clean shipping commitment

The need to improve sustainability in the shipping industry is accelerating. The global industry must cut carbon emissions, protect marine biodiversity and leverage the use of data for smarter decision making.

With nearly 100 years of experience of charting through unknown waters, Jotun is committed to continuously innovate and develop advanced products and solutions designed to protect biodiversity and cut carbon emissions to support global sustainability ambitions and achieve cleaner operations for all industry players.

A clean hull ensures cleaner operations

Paints and coatings have a key role to play as the industry seeks more efficient and eco-friendly solutions that boost their compliance with new regulations

APPLIANCE OF SCIENCE

Marine coatings supplier Nippon Paint Marine has recently published its white paper, Breathing life into science; creating the next generation of hull coatings using biomimetics, detailing the role that biomimetics has played in the development of the company’s patented HydroSmoothXT technology.

A specialist team from Nippon Paint Marine’s R&D programme, which included experts in polymer science, biochemistry, fluid dynamics and marine science, studied the natural characteristics of marine life to inform the development of the HydroSmoothXT technology that would be used in coatings. This approach to technology development, of imitating nature, is known as biomimetics. The performance of Nippon Paint Marine’s antifouling coatings range – which include LF-Sea, A-LF-Sea, and Fastar – has been enhanced using this technology, the company says, and has been applied to more than 5,000 vessels.

By replicating the natural surficial film found on the skin of marine life, company

researchers have been able to develop coatings that minimise friction, reduce fuel consumption, and lower vessel emissions.

In collaboration with institutions including Kobe and Osaka Universities, the project team focused on replicating these natural characteristics to aid in the development of specifically designed hydrogels for paints; the scientific theory being that a hull coating could be created that essentially ‘traps’ a layer of seawater against the surface membrane, which increases the boundary layer around a vessel’s hull, and reduces friction. Subsequent products such as LFSea and A-LF-Sea, which incorporated this enhanced performance hydrogel, generated fuel and emissions savings of up to 12.3%.

The development in Nippon Paint Marine’s antifouling range involved the introduction of nanotechnology. The Fastar product range uses a unique hydrophilic and hydrophobic nanodomain resin structure to achieve unparalleled antifouling performance, which can deliver fuel savings of more than 14% thanks to an average speed loss of just 1.2%

over a 60-month period, compared with the market average speed loss of 5.9% over a similar time period, according to company statistics.

Sustainable protection

Nippon Paint Marine recently announced the successful application of Aquaterras, Nippon Paint Marine’s biocide-free, low-volatile organic compound (VOC), SPC solution, to a Wan Hai vessel, in China.

The Aquaterras coating provides sustainable protection for the hull from fouling to deliver fuel savings of up to 14.7% over 60 months compared with the market average speed loss, while also reducing carbon emissions, the company says.

In July 2024, Wan Hai Lines’ 71,336dwt container vessel, Wan Hai 613, entered Zhou Shan Chang Hong Shipyard, China, for scheduled ship repair and maintenance. During the dry-docking, Nippon Paint Marine applied a full coating with a newly developed low-VOC Aquaterras SPC solution.

Aquaterras is an SPC coating that protects the marine environment by eliminating the elution of biocides into our seas and avoiding harm to untargeted marine life. The low friction coating protects marine life while achieving significant improvements in carbon reduction and fuel efficiency, compared with the market average, with effective fouling protection.

Kazuaki Masuda, Corporate Officer, Technology Division Director at Nippon Paint Marine, says: “The first application of Aquaterras in China is a significant milestone in our product development and we are thrilled to take this step forward with our longstanding customer and trusted partner, Wan Hai Lines.

“The incorporation of low-VOC technology into the coating builds on Aquaterras’ legacy of protecting our marine environment, while also maintaining the industry standard in antifouling performance.”

DIGITAL FORECASTS

AkzoNobel’s International® marine coatings brand has unveiled updates to its digital forecasting tool, Intertrac® Vision.

These new features include the ability to predict Carbon Intensity Indicator (CII) ratings, assess the financial impact of the EU’s Emissions Trading System (ETS), and provide detailed cost-saving insights over multiple dry-dockings. These improvements are designed to help vessel operators make smarter, datadriven decisions about their fouling control coatings.

Intertrac Vision draws from a database, analysing more than 200,000 drydocks and 10,000 vessel operations. It combines this historical data with cutting-edge machine learning to forecast the impact of coatings on a vessel’s performance. The tool offers insights into how specific coatings will perform over the vessel’s operational lifespan, allowing operators to evaluate their return on investment based on the vessel type and operational scenarios.

The tool is invaluable for making informed decisions that reduce fuel consumption and CO2 emissions. A new update now provides a total cost of ownership summary, breaking down the cost contributions of each stage in the drydocking cycle.

Additionally, users can now forecast over a 120-month cycle – either as two consecutive 60-month dockings or one continuous period – giving vessel owners a long-term view of the benefits of proper coating selection.

With stricter regulations such as the EU ETS (starting in January 2024) and FuelEU regulation (effective from January 2025), vessel operators need reliable data to guide operational decisions. More than ever, there’s a demand for insights that help vessels stay compliant and efficient.

According to a recent Lloyds List survey, more than 59% of shipowners believe coatings are one of the most effective ways to meet the International Maritime Organization’s carbon reduction targets, such as the CII and Energy Efficiency Existing Ship Index (EEXI).

Barry Kidd, Vessel Performance Manager at AkzoNobel, says: “Intertrac was designed to give shipowners and operators customised insights to improve vessel performance. With our team’s technical expertise and the advanced capabilities of Intertracs Vision, vessel operators can identify areas for operational improvement, leading to smarter investment decisions.

“This latest version of Intertracs Vision gives even deeper insights, helping customers navigate the everchanging regulatory landscape.”

Earlier this year, AkzoNobel showcased Intertrac Vision’s predictive accuracy in a white paper. The tool was able to forecast the performance of a globally trading very large crude carrier over five years, with results coming within 1% of actual performance figures, measured according to ISO19030 standards.

CORROSION PROTECTION

Xiamen Minhua Shipping has specified a Steelpaint corrosion protection system for a trio of newbuild multipurpose cargo ships building at Fujian Shipbuilding’s yards in China.

The order marks the Germany-based coatings specialist’s first newbuilding contract with a Chinese shipowner.

The first vessel in the series, the 12,000dwt Min Hua 9 delivered from the Fujian Hengsheng shipyard in June, is now operating with a StelpantPU-Zinc universal primer protecting steel cargo holds, hatch covers, decks, topsides and hatch coamings against corrosion.

Kazuaki Masuda, Corporate Officer, Technology Division Director at Nippon Paint Marine

The polyurethane and zinc-based primer will also protect sisterships Min Hua 15 and Min Hua 16, both of which are under construction at the Fujian Donghai Shipyard, with deliveries scheduled for December 2024 and November 2025.

Li Jianbin, Xiamen Minhua Shipping’s General Manager, says: “The operational profile of these multipurpose cargo carriers required a longlasting, fast-drying, and easy-to-apply primer that could be relied upon. After experience with conventional epoxies failing to properly protect cargo holds against impact damage and corrosion, we found Stelpant-PU-Zinc to have better impact resistance.

“It is too early to confirm, but we expect the primer will reduce throughlife coating repair and maintenance costs by about 50% compared to previous applications.”

With its high-solid formulation and finely meshed zinc pigments, StelpantPU-Zinc can be applied in temperatures ranging from -5°C to +50°C, and with a relative humidity level as high as 98%.

For tank tops and lower stools/ hoppers, Steelpaint recommends a film thickness of 2 x 80µm after grit blasting to Sa2.5, while other areas need only one 80µm coat before a 120µm application of a conventional topcoat epoxy.

Dmitry Gromilin, Steelpaint’s Chief Technician, says: “This contract represents a significant milestone for Steelpaint in China. While we have corrosion protection systems on a number of Chinese-built vessels, this is our first newbuilding specification for a Chinese shipowner.

“The success of the first application aboard Min Hua 9 will help further establish our presence in China and open the door to more shipowners across the Asia-Pacific region.”

Compatible with most top-coats without the need of a tiecoat, the high zinc content of Stelpant-PU-Zinc provides cathodic protection and can be applied on the outer hull areas preventing corrosion damage. The zincrich primer can be easily recoated over the vessel’s lifetime, affording smart repair at dry-docking.

A Chinese bulk carrier operator is currently trialling Stelpant-PU-Zinc on

a 100m2 test patch in the cargo hold of one vessel. Another operator is also trialing the corrosion resistant coating on a ship’s hull (topside) and crane.

ANTI-CORROSIVE FIRST

With the launch of the industry’s first and only CX-rated anti-corrosive powder coating solution, industries now have access to proven technologies to protect critical equipment operating in the most challenging environments, Jotun says in an opinion piece.

Every year, trillions of dollars is spent to fight steel corrosion. And according to Harshad Gawande, Jotun’s Global Category Manager for Functional Powder Coatings, corrosion risk is higher for energy companies, especially those operating in aggressive environments.

“In addition to costs related to maintenance, protecting steel can reduce risk of equipment failure that can lead to downtime, or worse, an accident,“ he says. “To help manage these challenges, Jotun has developed the industry’s first anti-corrosive powder coatings solution specifically engineered to protect steel used in the most extreme environments.”

The ISO 12944 Standard specifies atmospheric corrosion categories from C1 (very low) to C5 (very high). In 2018, the standard was revised to include CX, a rating that applies to highly aggressive environments such as offshore assets exposed to high salinity, or industrial areas located in subtropical areas with extreme humidity.

In 2023, Jotun introduced Jotun Primax Coating Solutions, a powder coatings system that is Qualisteel compliant and has been independently tested to meet ISO 12944 CX requirements.

“Primax Coating Solutions was engineered to protect steel used in critical machinery, such as generators, transformers, electrical cabinets, cranes, and other equipment operating in aggressive environments,” says Gawande. “The solution is a twolayer anticorrosive steel protection system, involving primers and a premium topcoat, Jotun Super Durable. Jotun Super Durable has a proven track record of resisting

extreme temperature fluctuations, high humidity, acid rain UV protection to retain colour and gloss in the building construction industry.

“Our assortment of primers, such as Primax Xtend and Primax Protect, have also been proven effective in other industries, but achieving a CX rating required a lot of work.”

Because surface preparation is critical to performance, Jotun primers have been independently tested using different surface cleaning methods and steel thickness.

“We are the only coatings supplier that can provide third-party documentation for surfaces that are blast cleaned, galvanised or chemically treated with zinc phosphates,” he says. “We are also the only company that works with approved applicators to offer a product guarantee, supported by our dedicated technical support teams.”

While Gawande acknowledges that the steel found in equipment or machinery represents a modest fraction of the steel used in any major on or offshore energy facility, he notes that using powder coatings to protect these critical assets also has environmental benefits.

“The Worldsteel Association estimated that steel production is responsible for between seven and nine per cent of global emissions, representing about 3.5 billion tonnes of CO2 per year. Providing long-term protection reduces the need for replacement steel, and because powder coatings is applied in controlled environments, the risk of application errors are eliminated. And for companies seeking to comply with emerging regulations on the use of VOCs, powder coatings are solvent free,” says Gawande.

According to Gawande, there is no anti-corrosive solution available to the market today that better protects critical machinery in aggressive environments.

“There are other systems out there, but none of them have been independently rated CX or can offer technical, commercial and performance advantages of Jotun Primax Solutions,” he says: “And we have the documentation to prove it.”

JOTUN: EXPLORING SHIPPING’S ROLE IN CLIMATE CHANGE

The shipping industry, responsible for transporting approximately 90% of the world’s goods, is a fundamental part of the global economy. Yet it also contributes significantly to climate change and the transfer of invasive species.

To address this during the United Nations Climate Change Conference, COP29, in Baku, Azerbaijan, Jotun took part in a panel discussion titled “Navigating the Future: Bridging Shipping, Biodiversity, and Decarbonisation”. The importance of hull performance and marine coatings in driving sustainable change within the shipping industry got its needed attention.

Dr Christer Øpstad, Global R&D Director of Fouling Protection in Jotun was invited to participate in this important conversation due to its nearly a century of exploring and disrupting how vessels perform in water.

This long-standing commitment has positioned the company at the forefront of efforts to reduce shipping’s carbon emissions and protecting biodiversity.

During COP29, Jotun and other participants got the invaluable opportunity to educate, spread awareness and inspire global, national and local communities, as well as organisations, the shipping industry and policy makers.

BIOFOULING, BIODIVERSITY AND EMISSIONS

“From our perspective, biodiversity and climate are directly interlinked through biofouling,” said Øpstad in Baku.

Biofouling can result in the introduction of invasive species that threaten local ecosystems. According to recent studies, up to 70% of bioinvasions are connected to fouled ship hulls. Invasive species, such as the Pacific Oyster, have already caused significant harm to local marine life, especially along the coast of Norway, where Øpstad grew up.

“When I grew up on the coast of Norway, we used to play in the shallows without worry, but today,

A commitment to be a clear voice and educate, as well as creating awareness

Jessica Doyle and Dr Christer Øpstad at the United Nations Climate Change Conference, COP29

children can no longer run into the water barefoot. They need to wear protective shoes because of razorsharp mussels everywhere, a result of the Pacific Oyster’s invasion,” he said. This example underscores the need to address biofouling not just as an environmental issue, but as one that affects local communities.

In addition to posing a biosecurity risk, biofouling can also increase a ship’s carbon emissions. The International Maritime Organization (IMO) has reported that even small amounts of fouling can increase emissions by up to 19%.

“Considering that shipping accounts for about 3% of global emissions, this is a major concern. By keeping hulls clean, we can largely avoid these additional emissions and biosecurity risks,” Øpstad emphasised.

CREATING AWARENESS IS KEY

The panel discussion was held at the Ocean Pavilion in the Blue Zone at COP29. The panel was moderated by Simon Walmsley from the UN Foundation, and besides Jotun it also included Anna Larsson from the World Shipping Council, Rakhi Kasat from The National Oceanic and Atmospheric Administration (NOAA) and Noelle Young from Island Innovation’s Caribbean Climate Justice Leaders Academy.

The mixture of organisations as well as different competences and perpectives in the panel, brought a wider understanding of both issues and solutions to the table. The importance of shipping, both economically and socially, was agreed on, and from that basis the conversation investigated the possibilities that lays both above and below the water surface.

“We can’t change shipping, but we can change the impact of what shipping does, both in terms of climate change and biodiversity,” Øpstad noted.

According to Øpstad, the key to this change lies in collaboration across the industry, as well as raising awareness about the consequences of biofouling. According to a recent study conducted by Jotun, two-thirds of industry stakeholders lack awareness about the real-world impacts of biofouling.

“It just shows that in addition to developing technologies and solutions, we also need to work together in raising the awareness, ensuring stakeholders understand the consequences and how they fit into the bigger picture.”

GLOBAL AND LOCAL APPROACH NEEDED

The shipping industry operates on various scales – from global and regional shipping routes to local operations. And the local perspective is a bit underspoken in terms of how the shipping industry is spreading invasive species, according to Øpstad.

“The example with the Pacific Oyster, and also the spread of Sea Vomit in Norway, has had a dramatic impact on local communities. The most significant vector for the spread of invasive species is local operations, but regulations can’t fix this problem because it’s already in our local waters. We need to work with local players as local commercial and private operators are key to preventing further spread.

“Ensuring that vessels are kept clean and that operators take responsibility for their role in preventing biofouling is critical, and we need to ensure that operators are aware of the role they play and that they can take steps to mitigate further spread”.

The challenges posed by biofouling, emissions, and biodiversity are complex and require multifaceted solutions. Øpstad highlighted that no single technology or solution will suffice. “We cannot solve this with one technology or one single solution. We need to work across a variety of different technologies and options.”

COLLABORATION BETWEEN ACADEMIA AND INDUSTRY

The need for cross-sector collaboration was a recurring theme at COP29. Øpstad noted that bringing together industry players, policymakers and academics is essential for driving real change. “Innovation and technology development in the industry are focused on end-user perspectives, but academia often takes a broader, more fundamental approach,” he said.

By combining the expertise of these two sectors, Øpstad believes that

creative power and innovative strength can be harnessed to accelerate progress. He explained: “When we combine the practical needs of industry with the broader perspectives of academia, we can advance much faster and address big problems more effectively.”

Moreover, he highlighted the importance of connecting students and future professionals to real-world challenges. “We need to motivate those who will be the future scientists and professionals to be part of the change.” Engaging the next generation is vital for ensuring that the industry remains committed to sustainability long-term.

THE IMPORTANCE OF DISCUSSIONS

“COP29 was an absolute fantastic event – in terms of both the size and the ripple effects it has on the climate discussions. It has always been on our radar, of course, as the most pivotable climate change conference that is. The diverse panel really gave us some interesting perspectives, and we feel inspired after the event and are looking forward to continuing these conversations,” says Jessica Doyle, Global Sales Director Shipping,Jotun.

The company was invited to be a part of the panel through its partnership with Sustainable Shipping Initiative – a collective of leaders, working to drive change and a more sustainable maritime industry.

“It is key to be able to highlight this issue and set the stage at important forums like COP29. All climate eyes are directed at this conference during these weeks – and much of this is low-hanging fruits in terms of the impact a clean hull can make, with parts of the solution already here. We hope we were able to both educate and create awareness on this extremely important topic, as we need regulators and policy makers to set the scene for a cleaner shipping industry,” she says.

“Our clean shipping commitment is not only a commitment to protect biodiversity, cut carbon emissions and preserve fuel for the industry, but also a commitment to be a clear voice and educate, as well as creating awareness on the topic.”

PROTEA: EXCEEDING REGULATORY DEMANDS

Protea is actively seeking certification from leading classification societies for its continuous emission monitoring systems (CEMS). Applications are underway for a Statement of Compliance from DNV and Type Approval from ABS.

These certifications will validate Protea’s capability to support regulatory requirements for MEPC.346(78) (“2022 Guidelines for the development of a Ship Energy Efficiency Management Plan” or SEEMP) and Monitoring, Reporting and Verification (MRV) Regulation (EU) 2015/757, particularly Method D: Direct CO2 Emissions Measurement.

A DIRECT MEASUREMENT APPROACH

Under MEPC.346(78) and MRV Regulation (EU) 2015/757, Method D offers a direct measurement approach for quantifying CO2 emissions. It involves multiplying the CO2 concentration in exhaust gases by the exhaust gas flow, providing an alternative to traditional methods that rely on estimating emissions based on fuel oil consumption.

ADVANTAGES OF DIRECT

CO2 MEASUREMENT

1. Higher accuracy and real-time insights

2. Reduced dependency on fuel data

3. Simplified monitoring for complex systems

4. Unified compliance across regulations

DECARBONISING THE MARITIME INDUSTRY

Direct CO2 measurement aligns with EU MRV and International Maritime Organization (IMO) DCS standards, simplifying reporting with consistent datasets.

As shipping contributes significantly to global emissions, Method D supports decarbonisation goals by providing accurate, real-time data to optimise fuel use and reduce carbon footprints, aiding efforts like the IMO’s 50% emissions reduction target by 2050 and the EU’s Fit for 55 initiative.

Protea’s advanced CEMS products are tailored to meet and exceed evolving regulatory demands

SUSTAINABILITY AND COMPLIANCE

Protea’s advanced CEMS products are tailored to meet and exceed evolving regulatory demands.

Through rigorous certification efforts, Protea is reinforcing its dedication to sustainability, enabling maritime operators to:

» Comply efficiently with MEPC.346(78) and MRV Regulation (EU) 2015/757.

» Align operations with global decarbonisation initiatives.

» Enhance operational efficiency while contributing to environmental stewardship.

By embracing cutting-edge technologies such as direct CO2 measurement, Protea is not only meeting compliance standards but also actively shaping the future of sustainable maritime operations.

With CH4 (methane) and N2O (nitrous oxide) set to be included in the EU ETS requirements from 2026 as part of the “Fit for 55” climate package, Protea’s solutions are already equipped to handle these additional gases.

This forward-looking capability ensures regulatory compliance and provides future-proofing for a rapidly evolving regulatory landscape, aligning with global decarbonisation goals.

For more information, visit: protea.ltd.uk

Keeping things simple is a key component of moves to tackle decarbonisation issues and this approach has been adopted by a number of organisations

SIMPLE SOLUTIONS

Intercargo, the International Association of Dry Cargo Shipowners, has been calling for simplicity in shipping decarbonisation measures.

Intercargo has reaffirmed its commitment to sustainable shipping by advocating straightforward mid-term measures in the industry’s decarbonisation efforts. The association emphasises the critical need for practicable solutions to ensure effective implementation of emissions reduction strategies. Key points outlined by the organisation include:

• Support for an integrated framework: Iintercargo endorses in principle the updated joint proposal by Bahamas, Liberia, and the International Chamber of Shipping (ICS) for an “International Maritime Organization (IMO) netzero framework.”

• Simplified pricing mechanism: backing a flat-rate contribution per tonne of greenhouse gas (GHG)

emitted, with incentives for zero and near-zero GHG fuel usage.

• Predictability for stakeholders: advocating fixed annual GHG fees over minimum five-year periods.

• A well-to-wake approach: supporting a comprehensive emissions accounting system while addressing concerns about upstream emissions beyond shipping’s control.

• A cautious approach to the decarbonisation fund: highlighting the need for a thorough review of legal issues and alignment with UN climate fund principles.

• Fair cost distribution: endorsing the principle that charterers or commercial operators, as fuel cost bearers, should also cover GHG fees and compliance costs.

• Reduced administrative burden: calling for streamlined processes, especially for dry bulk tramp shipping facing global compliance challenges

in accessing safely green energy sources in ports around the world.

“The path to shipping’s decarbonisation must be paved with practical, implementable solutions,” says Intercargo’s Secretary General Kostas Gkonis. “Our support for these measures reflects our sector’s commitment to environmental responsibility whilst maintaining operational efficiency and smooth global transportation of essential goods.”

Intercargo stresses the importance of global governmental action and cross-stakeholder collaboration throughout the maritime transport chain to achieve these ambitious goals.

TAKING DIRECT ACTION

Meeting maritime decarbonisation targets for 2030, 2040 and 2050 remains achievable, but stakeholders need to take direct action sooner rather than later, according to Erma First Group.

Set against a still evolving regulatory framework and uncertainty over when low carbon fuel alternatives will be ready for market, the sustainable marine technology supplier highlights the benefits of a diversified approach to ship greenhouse gas emissions.

Passing IMO “indicative checkpoints”, which strive to cut GHGs by 30% by 2030 and by 80% by 2040, needs more than efficiency gains, carbon trading and greener fuels can offer an industry carrying 90% of everything. Direct intervention will be needed to capture the emissions conventionally powered ships generate GHGs today, the company suggests.

Class society DNV recently described onboard carbon capture as “an increasingly viable option” that, “supported by sustainable and credible reception and storage schemes would enable the continued use of conventional fuels and technologies and make a major contribution to emissions reductions.”

A 2024 IMO intersessional working group considered evidence from Norway of a pilot installation removing 70% of CO2 from ship exhaust gases.

Erma First recently secured confirmation that its efforts to deliver onboard carbon capture and storage (OCCS) as a practical method for reducing ship emissions has notable shipowner appeal. One of its two Erma First Carbon Fit carbon capture solutions was specified in a letter of intent from Capital Gas, for inclusion onboard four 22,000cbm liquefied carbon dioxide (LCO2) carriers that are due delivery from Hyundai Mipo Dockyard in 2026.

“This project is a major breakthrough not only for Erma First and our CCS technology, but also for shipping’s journey towards low-carbon operations,” comments Konstantinos Stampedakis, Co-Founder and Managing Director, Erma First Group. “Under normal conditions, CCS systems are expected to cut vessel CO2 emissions by 15% to 30%. For this specific project, the CO2 capture rate is expected to exceed 70%. This will play a significant role in helping Capital Gas to achieve its decarbonisation objectives.”

For Capital Gas, the solution has also brought a cooperation with Babcock covering integration with Babcock LGE’s ecoCO2® downstream CO2 liquefaction CO2 will then be stored on the ship in pressurised low-temperature tanks for subsequent offloading.

Erma First Carbon Fitholds Approval in Principle (AiP) from both Lloyd’s Register and DNV. In its ‘deep sea’ version, as specified by Capital Gas, the system uses amine absorption technology based on a proprietary amine solvent to absorb CO2 from flue gases. The regenerated solvent can be re-used, creating a regenerative loop for CCS. A simpler calcium hydroxide system is aimed at shortsea vessels.

Positioning Carbon Fit as a practical answer to meet immediate decarbonisation challenges brings with it a responsibility to offer detailed answers on perceived challenges, the supplier acknowledges.

Absorption of CO2 using alkanolamines is a well-established industrial practice, where the rate of CO2 absorption depends on the type of amine used. The solution separates CO2 from the amine at elevated

temperatures at the other end of the process for further processing. Erma First has selected a proprietary product that is highly resistant to solvent degradation, pretreated to prevent contamination by sulphur oxides, nitrogen dioxide and particulate matter, and functions operates at relatively low temperatures of around 40–60°C.

Marinising the solution has meant verifying that equipment is not affected by the motions, vibrations and environment brought by shipboard use – a process that involved internal work and consultation with Technology Centre Mongstad in Norway.

Unlike land-based systems, for example, shipboard carbon capture involves intermittent flue gas supplies. The Erma First system is designed to treat a constant slipstream of the flue gas emitted from the vessel and not the entire flow, with the removal 90% of the CO2 contained in that stream typically equating to 40-50% of total sea-going emissions.

Erma First’s solution has been designed in a modular way for multiple projects, while components can be installed in separate locations onboard to make best use of available space. However, CO2 capture rates are dependent on vessel characteristics, and especially on available power and steam, the company emphasises.

The thermal energy needed can be provided using steam from the ship’s boilers, which in turn demands use of a thermally resistant amine blend. Electric energy demand of the Erma First system is of the order of 400 –450 KWh/t CO2 and approximately 800 KWh/t CO2 in thermal energy, which is supplied by the vessel’s auxiliary engine(s) and boiler respectively.

“The plant requires electric power to run electrical components such as pumps, blowers, valves, and steam to regenerate the amine and release the captured CO2,” explains Stampedakis. “The technology is especially effective onboard LNG carriers and tankers, which can usually provide the steam required without modification. More tailored solutions are also feasible where vessels have small boilerssuch as bulk carriers.”

The inclusion of carbon capture in the regulatory framework as a means of improving CII and as a tool for EU ETS would go a long way towards overcoming hesitation by some owners on carbon capture, he adds.

But, with regulators now facing up to the scale of the challenge they have set global shipping on decarbonisation, others may conclude that it is clear that the wind is blowing towards an expansion of acceptable solutions.

“It makes competitive, as well as environmental sense to take direct action and invest in a technology which makes emissions targets achievable for ships in service,” Stampedakis concludes.

LOSS PREVENTION

At its recent conference, the International Union of Marine Insurance (IUMI) made the link between loss prevention and the reality of society meeting its decarbonisation goals.

Pascal Dubois, Chairman of the IUMI Loss Prevention Committee, reiterated the enormous challenge faced by society and highlighted three key requirements to effect change: financial investment, innovation and long-term political will. However, he argued that this would not be enough unless backed by a comprehensive programme of loss prevention.

“Climate change continues to impact our daily lives. As a Frenchman living in Paris, I’ve seen floods devastating my homeland making certain areas of France uninhabitable. We are all being impacted by changes to our environment. I believe society has the potential to be overwhelmed by the challenges it faces unless we develop and implement loss prevention as a prerequisite to tackling climate change. Without loss prevention, the capital investment required will simply be too high and political will might wane as a result.

“Shipping has pledged to become carbon-neutral by 2050 and this will require a step change in innovation, technology and global cooperation. Participants will want to de-risk their activities as much as they can and this means their insurers will

need to provide suitable cover. It will only be through fully understanding these new risks and implementing broad loss prevention measures that shipping will be in a position to invest, innovate and make the required changes.”

IUMI’s role is to interact and engage with international bodies such as the IMO to ensure the voice of the marine insurer is heard and to reinforce the role of insurance as an enabler of change. Additionally, IUMI – through its Loss Prevention Committee – is key to sharing knowledge on loss prevention activities and initiatives.

“Loss prevention is fast becoming much more important than ever before”, said Dubois. “If implemented intelligently, it will help us maintain a step ahead as we transition to a manageable low carbon future.”

TRANSITION UNCERTAINTY

A qualitative survey of shipowners conducted by design and engineering consultancy Houlder has highlighted that uncertainty is perceived by shipowners as hindering shipping’s energy transition.

Many shipowners recognised an “uncertainty dilemma” – where decarbonisation choices remain highly uncertain, but that with tightening environmental regulations doing nothing is not an option, so they must try to navigate through the fog of decarbonisation and change course if needed.

From the UK to the US and beyond, 2024 has been a bumper year for elections, with voters heading to the polls in at least 64 countries.

Some shipowners interviewed mentioned keeping a close eye on how the 47th US president influences their sustainability strategy before making new decarbonisation decisions, while others cited a lack of clarity from the transport departments they collaborate with as delaying progress.

“What’s the definition of domestic shipping going to be, what are the exclusions, inclusions, are they going to do a phased in approach like the EU has… they’ve just got no answers to any of it at the moment,” remarked one passenger shipowner.

Despite uncertainty at a governmental level, interviewees did recognise more certainty at a regulatory level. This is a positive development since the Houlder team last conducted this qualitative survey and workshop with the same set of large and small shipowners from across the container, tanker, bulk, cruise and ferry sectors two years ago.

Views on the EU’s ETS (Emissions Trading System) varied from owner to owner. Smaller owners generally saw the ETS becoming increasingly impactful, while larger shipowners tended to feel the EU ETS was already “priced in” to plans, but that it is useful as a referenceable price for carbon that can be put into day-to-day operations and business cases.

While many owners were unable to delve into their strategies for FuelEU Maritime – or more likely unwilling to overshare with their competitive aims in mind – the consensus was that they were taking it much more seriously than some other regulations right now. Non-compliance with FuelEU Maritime will mean fines much higher than those incurred from the EU ETS, with a penalty of €2,400 per tonne VLFSO energy equivalent.

“ETS is not a particularly big deal. It’s small penalties compared with FuelEU. What it [FuelEU] has done is shocked businesses into realising the penalties they are going to have to pay if they don’t act on energy efficiency and then eventually future fuels,” said one respondent. “From an R&D point of view, these have helped secure support and budget,” they continued.

Speaking about the survey, CEO of Houlder Rupert Hare says: “We can’t let uncertainty become an alibi for inaction on decarbonisation, so we undertook this research to understand better how the wider industry can support shipowners in rising to the challenge. Based on recent conversations and developments it’s clear to us that, in shipping and the energy transition, uncertainty is certain and the industry has to find a coping mechanism.

“Hardly headline news, but with incoming regulations such as FuelEU Maritime, owners are running out of time. They need to accurately simulate

scenarios on vessels with information available today to enable informed decision making now – while you can’t be absolutely certain of what’s ahead, you can take useful action to alleviate the anxiety. Surrounded by fog, you’d slow to a crawl without aids to navigation.”

Jonathan Strachan, Chief Technical Officer, adds: “We believe 100% certainty is neither possible nor necessary for shipowners to navigate the decarbonisation maze. In fact, those who wait for a perfect route to reveal itself will be left behind. What the leading shipowners are already doing is starting the journey now with the help of partners, remaining agile to change tack if they need to, and keeping well-informed to understand all the possible technological pathways available to them.”

Slow steam warning

Many shipowners are turning to slow steaming, but Houlder is urging caution. Those owners not informed by data analysis risk a series of unintended financial consequences.The practice could even hinder progress towards InternationalIMO GHG reduction targets.

Slow steaming is a ship operation strategy aimed at reducing fuel consumption and emissions by intentionally reducing engine power from its original rated level. Speed and power are related by a power law, meaning that a reduction in speed results in a disproportionately larger reduction in power consumption. This relationship makes it a viable way to reduce GHG emissions.

It can have a positive, negativeor neutral impact on vesselefficiency, depending on the ship’s original design parameters, hydrodynamic performance andunique operational profile.

Houlder’s research indicates a noticeable trend in the reduction of average service speeds across different vessel types – oil tankers, bulkers, and container ships – from 2012 to 2024. Specifically, container ships experienced the most significant decrease, with a reduction of 1.50 knots (-11%) by 2024, followed by bulkers

and oil tankers, which saw reductions of 1.01 knots (-9%) and 0.74 knots (-6%) respectively.

Lebum Shin, Data Analytics Lead at Houlder, cautions: “Any speed reduction could result in a significant departure from a vessel’s original design parameters, so the benefit of corrective measures should be considered too. For example, a simple hull retrofit or propeller optimisation to align with the vessel’s new operating conditions could be the difference between slow steaming delivering minimal or real benefits.”

The analysed data shows that while subject vessel types have reduced speed, the rate of reduction varies, reflecting differing impacts of slow steaming across vessel categories. The associated speed changes from 2012 underscores the unevenness in speed reduction, emphasising the need for a detailed and tailored approach when considering slow steaming as a strategy for reducing GHG emissions.

Shin adds: “It’s important to carry out a ship-specific analysis to establish what the real saving will be from a range of speed reductions and to consider these against the other, perhaps unintended, or unseen, consequences.”

Slow steaming has largely been popular because it is relatively simple to implement. In theory, it doesn’t require extra capital expenditure (CAPEX) and, as long as the rest of the fleet is doing it to the same degree, then market economics should push the freight rate up to compensate the owner or charterer for the reduced annual cargo carrying capacity.

Houlder highlights that,in reality, slowing down is not necessarily a no-, or even low-cost option. There is often hidden CAPEX for the ship to address the consequences of slow steaming, such as modification to the turbocharger – and if engine derating is considered (as opposed to mechanical/software power limiters), CAPEX should be expected to be more significant.

There can also be unintended consequences of slow steaming on operating expenditure (OPEX) meaning that the expected fuel savings (and

resulting OPEX reductions) may never be realised. Also, consistently operating outside the ship’s design parameters may mean costly engine maintenance is required more often –for example, cold corrosion, and fouling on the exhaust gas boiler, injector and piston rings.

Commenting on the bigger picture, Houlder CEO Rupert Hare says: “There is real potential for significant financial impact in additional days on hire or in reduced cargo revenue if the market doesn’t compensate with increased freight rates. If you can improve the ship’s efficiency without a high cost and without slowing down, this will offer a competitive advantage in terms of earning capacity.

“Ultimately, if the fleet slows down, it will need to expand to maintain the same cargo-carrying capacity. More ships can easily result in more GHG emissions for the same cargo miles, hindering progress towards IMO GHG reduction targets. While slow steaming can lower emissions in some circumstances, it can also deter investments in a more ambitious, longterm, sustainability strategy – including investments in energy efficiency technology, optimised operations and new fuels.”

Checking assumptions on slow steaming and understanding the ship’s sweet spots should be the minimum evaluation. The latest computational fluid dynamics analysis based on digital twin technology, which Houlder’s technical experts used in its study, can help shipowners realise a more ambitious long-term sustainability strategy.

METHANE REDUCTIONS

The Methane Abatement in Maritime Innovation Initiative (MAMII) has opened a new protocol for consultation to encourage methane reductions in shipping.

The Methane Measurement Protocol (MMP) is the first industrywide effort to establish a universal method for measuring methane. This initiative aims to provide a practical system for the global shipping sector to credit, validate, and certify methane performance.

Building on established frameworks, such as those from the International Organization for Standardization (ISO) and the IMO’s NOx code, the protocol has been released for public consultation.

Panos Mitrou, MAMII Chairman and Global Gas Director at Lloyd’s Register, says: “This protocol represents a proposed framework for emissions measurement and performance evaluation. Assessing and crediting performance in a consistent manner is essential to actively reducing methane emissions.

“We believe that the effort to regulate and establish a certification process to credit methane emissions performance will substantially encourage the development and adoption of technology and cleaner practices by rewarding those who take meaningful steps towards sustainability. Methane abatement is critical for the shipping industry’s transition to greener operations.”

The MMP features five testing scenarios that could lead to methane certification, from testing in controlled environments to continuous emissions monitoring (CEM) onboard ships. Currently, it includes the measurement of methane (CH4) emissions from marine diesel engines and could soon include the measurement of nitrous oxide emissions.

Led by Safetytech Accelerator since 2022, MAMII was established to address methane emissions from ships using liquefied natural gas as fuel. The initiative unites industry leaders, tech innovators and maritime stakeholders, to advance technologies that monitor, measure and mitigate methane emissions. Methane, as a greenhouse gas, is the second-largest contributor to climate warming after CO2

EMISSION’S MONITORING

United European Car Carriers (UECC) has chosen Daphne Technology’s PureMetrics emissions monitoring system to enhance its environmental performance. This partnership reflects both UECC and Daphne’s commitment to sustainability within the maritime industry and aligns with their mutual focus on fugitive emissions and monitoring solutions.

PureMetrics will deliver real-time emissions data, enabling UECC to exceed regulatory requirements and advance a greener supply chain. The system is expected to be operational at the beginning of 2025.

Installed on Auto Aspire, a 2022-built vehicle carrier with a three-engine configuration – one main engine and two auxiliary engines – PureMetrics will provide accurate emissionsdata and support UECC in meetingthe automotive industry’ssustainability goals.

This precise data will be utilised by UECC in reporting under the European Union Monitoring, Reporting and Verification (MRV) system while enhancing operational efficiency and reducing emissions in line with regulatory and competitive pressures.

“We are very excited to collaborate with UECC on this project,” says Dr Mario Michan, CEO and Founder of Daphne Technology. “Reducing emissions is essential to minimising the environmental impact of maritime transport, especially under EU ETS regulations. With PureMetrics, UECC gains precise emissions insights, helping them exceed compliance standards, control costs, and support a sustainable automotive supply chain.”

”You cannot manage what you cannot measure,” says Daniel Gent, Energy and Sustainability Manager at UECC. “This project with Daphne Technology will enable us to understand exactly where and when emissions occur within our operation. This allows us to move away from archaic emissions reporting and will drive data-led decisions. It is an exciting landmark in our journey to maintain the most sustainable fleet in the European RoRo sector.”

This partnership positions UECC to better navigate the pressures from automotive manufacturers that are committed to reducing emissions across their supply chain. With PureMetrics, UECC can establish emissions baselines, make datadriven decisions to optimise vessel performance, enhance existing regulatory over compliance and further its competitive advantage in European ports.

Through this collaboration, UECC and Daphne Technology demonstrate how innovation and sustainability can support the maritime sector’s efforts to reduce its environmental footprint and achieve greater efficiency.

NEW CHARTERPARTY

BIMCO has started work to develop a new time charterparty specifically designed for the maritime transportation of CO2 – an industry first that will be particularly relevant for the carbon capture and storage (CCS) market that is emerging as part of global efforts to combat climate change. The target date for adoption of the charterparty – CO2TIME – is late 2025/early 2026, in time for the first commercial projects expected to be launched in 2028-2030.

A specialist drafting team with representatives of owners, charterers, brokers and P&I Clubs as well as technical and legal experts, who are all currently engaged in the CCS supply chain or have plans to become involved in the coming years, has been meeting regularly since April and continued its work on the new form at an online meeting in the summer. The team expects to have a draft ready for wider industry consultation in early 2025.

“Shipping has a key role to play in CCS and we want to develop a standard form that addresses the unique characteristics of the transport of CO2 whilst fairly allocating the rights and responsibilities of the parties,” says Marcus Dodds of Capital Gas, who leads the drafting team.

The form will address technical aspects as well as commercial, insurance and any relevant regulatory considerations associated with CO2 transport.

CO2 project contracts are expected to be established on a long-term basis and the drafting team is therefore keen to develop a standard which is sufficiently broad to enable commercial flexibility for the parties.

“Our aim is to develop a form which also caters for the transport of other gases such as liquefied petroleum gases and petrochemical gases, given that the ship’s specifications will typically permit such transport,” adds Dodds.

COLLABORATIVE VENTURE

In November, e1Marine, pioneers of methanol to hydrogen power for the maritime industry, and mobile emissions capture and control leaders STAX Engineering announced a collaborative partnership to advance emissions capture and control technology for ocean-going vessels.

This collaboration aims to accelerate the maritime industry’s decarbonisation by combining e1Marine’s advanced methanol-tohydrogen power systems (M2PWR) with STAX’s cutting-edge emissions capture and control (C&C) technology. STAX technology reduces the pollution from the ocean-going vessels, and e1Marine’s M2PWR will further enhance the cleanliness of STAX’s power sources.

As part of this initiative, e1Marine will install its M2PWR onto STAX’s barges. The system will supplement their onboard power needs to demonstrate that emissions capture and control for maritime vessels can be safe, effective, and sustainable. STAX already offers CARBcompliant C&C technology for some vessel classes.

“Partnering with STAX Engineering allows e1Marine to showcase how our M2PWR system can provide cleaner power for barge operations while in port,” says David Lee, Executive Director of e1Marine. “By combining our technical expertise, we will ensure the system meets all regulatory requirements and complies with evolving emissions mandates. We hope this initiative demonstrates to the market that proven solutions are available to reduce port emissions and improve air quality in coastal communities.”

e1Marine provides an immediately viable, low- to zeropollution alternative to fossil fuels, supporting the maritime industry’s decarbonisation efforts.The patented STAX’s C&C technology easily attaches to auxiliary andboiler exhausts across all vesselclasses without modification, removing 99% of particulate matter and 95% of nitrogen oxides before releasing purified gas.

“Our partnership with e1Marine

highlights our dedication to providing solutions that are both available now and immediately effective for the maritime industry. We’re committed to going beyond emissions compliance, driving the industry toward a cleaner, more sustainable future,” says Mike Walker, CEO of STAX.

“We’re excited to integratee1Marine’s power generator runningon hydrogen fuel cells into our operations, ensuring STAX operates in the most environmentally friendly way possible.”

FUEL FORECASTS

DeepSea Technologies recently announced it has delivered weekly fuel consumption forecasts accurate to within 1% after a transformative six-month project with Eastern Pacific Shipping (EPS).

Measured against a baselineof standard data inputs, improveddata quality reduced the inaccuracy of weekly fuel consumption forecasts to 0.8%.

Across the business, EPS teams were able to benefit from highly accurate vessel behaviour models, supporting improved vessel operations and maintenance scheduling, enabling chartering teams to provide more reliable speed and consumption warranties to customers.

The transformation was made possible by the provision of realtime sensor data from EPS’s vessels, coupled with DeepSea’s AI-driven Cassandra platform, which provides highly granular, real-time insights to help EPS streamline fuel consumption, ensure regulatory compliance, and reduce

environmental impact.

Working together, EPS and DeepSea have driven technical advancements in the EPS fleet and developed innovative approaches to model validation that support EPS’s strategic roadmap for digitalisation and decarbonisation. The fleet owner has prioritised developing a robust data pipeline and rigorous validation process to improve fleet optimisation approaches.

Over six months in 2024, DeepSea and EPS built and implemented advanced digital twins, offering an accurate, up-to-date understanding of vessel behaviour, validating them through a combination of empirical and statistical observations and methods to confirm model accuracy.

Deploying DeepSea’s Cassandra technology, EPS can now evaluate vessel performance with extraordinary precision, generating predictive insights that inform performance-based decision-making across its 300-ship fleet of tankers, bulk carriers, PCTCs, containerships, and gas carriers. Using the AI technology, EPS expects to enhance vessel and fleet performance monitoring, improve reaction time to inefficiencies and drive forward its decarbonisation efforts.

“This result is testament to thefact that the technology now exists to model vessel behaviour incredibly accurately. We can finally say thatit’s a solved problem. The industry is quickly realising that the availabilityand quality of data is now the limiting factor.” says Dr. Konstantinos Kyriakopoulos, CEO and Co-founder of DeepSea Technologies.

“For EPS, understanding the value of data is embedded in their organisational DNA, and they were uniquely prepared to leverage highfrequency sensor data to achieve next-level efficiency.”

Pavlos Karagiannidis, Fleet Optimisation Manager at EasternPacific Shipping, says: “Performanceis not the work of a single department – it’s about giving the entire organisation the tools to make data-drivendecisions. Good informationenables good business.”

e1Marine’s advanced methanol-to-hydrogen power system (M2PWR)

ME PRODUCTION: CELEBRATING A DECADE OF SUSTAINABLE SOLUTIONS

“The past decade has been an incredible journey for ME Production,” says Head of Sales at ME Production Thomas Andreassen. “Anniversaries offer a moment for thoughtful reflection, highlighting the remarkable path this company has travelled and the promising road that lies ahead.”

Over the years, ME Production has witnessed a significant shift in global markets, from a sole focus on profit to a broader commitment to sustainable solutions. This change is evident in more stringent regulations, such as the International Maritime Organization’s increasingly rigorous guidelines and the expansion of ECA (Emission Control Areas) and SECA (Sulphur Emission Control Areas) zones worldwide, some of which restrict or ban the discharge

of ‘scrubbing water’ into the sea. These evolving policies render traditional open-loop exhaust gas cleaning systems ineffective in many regions, requiring vessels to transition to cleaner, but often costlier, fuel options such as marine gas oil.

Innovation has always been at the heart of ME Production. In response to these growing regulatory demands, its ClearSmart Hybrid Conversion Kit offers a timely solution. The kit provides all the necessary components, backed by the expertise of the company’s engineering team, to help vessels operate efficiently and sustainably in restricted zones. As ME Production looks to the future, it remains totally committed to driving sustainable advancements in the industry.

LONG-TERM COMPLIANCE AND RELIABILITY

In the maritime industry, environmental regulations are tightening and the need for compliance is more critical than ever. If a vessel is still operating with an open-loop exhaust gas cleaning system (EGCS), now is the time to consider converting to a hybrid configuration. By making this upgrade it will ensure the operations are compliant in all waters, giving the flexibility to switch between openand closed-loop modes depending on local regulations.

With careful planning, a scrubber conversion can be completed in under 12 days. While a complete replacement and upgrade is often suggested to ensure optimal performance, this may slightly raise the cost of a planned hybrid upgrade. However, it is sometimes the best choice. This approach guarantees that the customers have a system that remains reliable, efficient and fully compliant for years. Non-compliance with strict environmental regulations can lead to vessels being detained in port, making adherence to these standards essential.

AN ESSENTIAL FOR CLEANER SHIPPING

For the past decade, the exhaust gas cleaning industry has been one of the most valuable tools for securing cleaner shipping. In the ongoing race for zero emission, several new fuels are being hailed as future-fuel candidates. Methanol and ammonia are two of the top contenders in the race to zero-emission shipping.

Unfortunately, the worldwide shoreside infrastructure for these future fuels is not yet in place and will not be on a global scale for some time to come.

Lifting scrubber body for vessel installation

Dual-fuel or multi-fuel engines have gained significant traction in global markets, giving shipowners an option to reduce emissions and offer their customers a greener choice of transport while running on a futurefuel source.

It is critical to remember that ‘dual fuel’ or ‘multi-fuel’ indicates that other fuel sources are available; in most cases, that source is fuel oil that will need a scrubber to comply with regulations in ECA or SECA zones.

Future fuels also come with their own set of interesting environmental challenges. Among these challenges are ammonia and methanol slip. ‘Slip’ refers to unburned portions of fuel that escape into the exhaust without being fully combusted. Slips are problematic because these fuels are not environmentally friendly when released, despite being hailed as future fuels.

Ammonia slip contributes to nitrogen emissions, leading to the formation of particulate matter and acidification, harming marine ecosystems and air quality. Methanol slip can release formaldehyde and other volatile organic compounds, which are toxic and contribute to ozone formation at ground level. So, even for future fuels, exhaust gas cleaning systems will be required, and continuous innovation in the field is necessary.

ME Production is currently working on a solution.

THE ROAD TO CARBON CAPTURE

Another sustainable technology in the future is carbon capture. This technology is only now beginning to take off. A few installations of complete carbon capture and storage plants have been seen on vessels, promising exciting times ahead in this field.

However, worldwide shore-side infrastructure for discharging and storage is still a global challenge.

“Carbon capture is, in essence, like a balloon,” Thomas says. “If you cannot deflate it, at some point it will be full, and you will capture no more carbon.”

It is an evolving technology and market, and ME Production’s solutions are ready to adapt and interface as needed when it becomes available and implemented on a broader commercial scale. The company continuously innovates towards a greener tomorrow.

WASTE HEAT RECOVERY WITH HEATSMART

This continuous innovation has led to the introduction of the HeatSmart waste heat recovery solution. It is a 300kW water-to-water heat pump system designed and approved for marine applications.

This solution firmly targets the in-port use of oil-fired boilers on commercial vessels and aims to

reduce emissions in port. When a vessel is underway or sailing, the heating demands from accommodation heating to high-temperature cooling water are sustainably handled by recovering waste heat from the main engine exhaust system.

When the vessel is inside the port, doing cargo operations or similar activities, the main engine is not in operation to generate heat and will require heat to be ready for operation. So, heat production is shifted to the oil-fired boiler.

“Our HeatSmart solution recovers waste heat energy from the lowtemperature cooling water system at a range of 30-40°C. With an efficiency of up to 300%, or a COP (coefficiency performance) of up to three, when it heats the hightemperature water circuit to 70-90°C, it is far outperforming an oil-fired boiler’s efficiency of around 85%,” says Thomas.

This solution has the potential to reduce boiler usage by close to a metric ton of fuel-oil mix per day and this is in port. This cuts daily in-port CO2 emissions by nearly two tons and spares the environment from a multitude of other pollutants, such as 12 kilos of soot and ash, and more than 35 kilos of sulphur oxides and a lot of other nasty stuff – every single day in port.

Over weeks, months, and years, those days add up. With a lifetime expectancy for the HeatSmart of up to 15 years, it can literally save the environment from thousands of tons of in-port pollutants.

The HeatSmart solution also makes a strong financial case for itself in the medium to long term, especially in an ever-changing world. The main financial benefits of upgrading to a HeatSmart solution include reduced fuel use (for boilers), reduced emissions and subsequent possible emission taxation, and improved Carbon Intensity Indicator and Annual Efficiency Ratio ratings.

“It is worth considering if you expect fuel to become generally cheaper and regulations to become looser,” says Thomas.

“If it goes the other way, our solution is the smarter choice.”

Shipowners and operators need to be aware of new rules for the use of elecdtronic ballast water record books

STRICTLY BY THE BOOK

New international rules are set to come into effect soon which will change the requirements for the use of electronic ballast water record books (BWRBs) as well as the format of the book, classification society Lloyd’s Register (LR) highlighted recently.

These include:

» International Maritime Organization (IMO) – Resolution MEPC.369(80) – Amendments to the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004, Amendments to Appendix II (Form of Ballast Water Record Book). This applies from 1 February 2025.

» IMO – Resolution MEPC.383(81) –Amendments to the International Convention for the Control and Management of Ships’ Ballast Water and Sediments, 2004, Amendments to Regulations A-1 and B-2 (Use of Electronic Record Books). This applies from 1 October 2025.

As LR points out it is a requirement of the BWM Convention (Reg. B-2) to maintain a BWRB on board that at least contains the information specified in Appendix II of the Convention. IMO Resolution MEPC.369(80) includes amendments to Appendix II of the BWM Convention and enters into effect on 1 February 2025.

Model BWRBs, which meet the correct Convention format, can be found as

appended to the Model BWMBs in the resources section of the LR ballast water website.

Useful guidance on completion of BWRB entries can be found in BWM.2/Circ.80 (Guidance on ballast water record-keeping and reporting).

IMO Resolution MEPC.383(81) includes amendments to the BWM Convention, which enter into force on 1 October 2025. The amendments include the following new requirements for the use of electronic BWRBS:

» Approval of the electronic BWRB to the IMO performance standard. (See Guidelines for the use of Electronic Record Book under BMW Convention, IMO Resolution MEPC.372(80)).

» Ship-specific Declaration to be carried on board confirming that the installation of the electronic BWRB meets the requirements of the IMO guidelines. The declaration may be issued by the flag administration, or it may be issued by LR following an installation survey on board, where authorised by flag Administration.

The installation survey will require a demonstration that entries can be made by the authorised officers, and that entries can be countersigned and printed for each of the records included in the Declaration.

During surveys or Port State Control inspections, the absence of such a

Declaration means an electronic record book (and the records it contains) may not be accepted as fulfilling the recordkeeping provisions of the Convention.

Where requested by electronic record book manufacturers, LR can provide type approval services for BWRB software in line with the guidelines of Resolution MEPC.372(80). See LR’s Software Conformity Assessment page for details. Approved software applications can be found in the LR Approvals database.

Shipowners, ship operators, masters and officers of ships should ensure the BWRB complies with the new format, as per Resolution MEPC.369(80), no later than 1 February 2025.

Ships’ that use an electronic BWRB are to be issued with a ship-specific approval, either by the ships flag Administration or by an organisation acceptable to the flag Administration, no later than 1 October 2025.

Shipowners and ship operators are reminded that the Convention requires: “Ballast Water Record Book entries shall be maintained on board the ship for a minimum period of two years after the last entry has been made and thereafter in the Company’s control for a minimum period of three years.”

BALLAST WATER SURGE

The Business Research Company has released its comprehensive report, The Global Ballast Water Treatment Market Size and Trends Analysis with Forecast 2024-2033. This latest market research report offers a wealth of valuable insights and data, including global market size, regional shares, and competitor market share. Additionally, it covers current trends, future opportunities, and essential data for success in the industry.

According to the report, the ballast water treatment market size has grown exponentially in recent years. It will grow from $83.81bn in 2023 to $121.96bn in 2024 at a compound annual growth rate (CAGR) of 45.5%. The growth in the historic period can be attributed to invasive species management, biodiversity conservation, public awareness, industry standardisation, insurance and liability concerns.

The ballast water treatment market size is expected to see exponential growth in the next few years. It will grow to $505.26bn in 2028 at a CAGR of 42.7%. The growth in the forecast period can be attributed to growing global shipping fleet, market competitiveness, government incentives, public pressure and activism, focus on green shipping.

Major trends in the forecast period include advancements in treatment technologies, retrofit installations and newbuilds, increased scrutiny on system performance, research and development for next-generation systems, increased awareness of invasive species impact, focus on cost-effective solutions, monitoring and reporting technologies.

ERMA FIRST ACQUISITION

Erma First Group has successfully completed the acquisition of Ecochlor, in a move that reinforces its position as a trusted provider of ballast water treatment and advanced decarbonisation solutions.

Broadening the range of ultraefficient ballast water treatment systems (BWTS), future-proof decarbonisation solutions and related services under the Erma First Group umbrella, the acquisition consolidates the company’s status as one of the world’s largest BWTS providers.

“Erma First Group is dedicated to protecting and preserving the marine ecosystem by continuously developing and expanding its portfolio of innovative and future-proof environmental protection solutions,” says Eleni Polychronopoulou, President, Erma First Group.

Ecochlor’s BWTS portfolio comprises a filtration- and chlorine dioxide (ClO2)-based system and two versions of the EcoOne solution. The first is a filterless system that uses ClO2 alone and consumes just 10–20kw of power even at veryvhigh flow rates. The second hybrid system deploys either a two-step filtration and ClO2 process or filterless ClO2-based operations only, depending on shipowner requirements.

The Ecochlor BWTS secured its market position by using a low dose of its proprietary ClO2 solution, the EcoBlue, to treat ballast water in

a highly efficient one- or two-step process. EcoBlue is the only chemical globally to be approved for use in Ecochlor systems under IMO and USCG Type Approval Certificates, which means that compliance is guaranteed for every operation, as well as compliance with IMO and USCG discharge standards.

Apart from ensuring compliance, EcoBlue secures safe operation of the BWTS in accordance with the maker’s operational manual and the BWTS warranty remains valid. Erma First Group’s global reach will further strengthen the system’s established chemical resupply and service network, that supports optimal Ecochlor BWTS performance wherever vessels sail.

In addition to that, the use of Erma First Group genuine spare parts safeguards the flawless, efficient and effective operation of every BWTS, prolonging its lifecycle without compromises, while reassures the warranty validity and full compliance with IMO and USCG Type Approvals.

Konstantinos Stampedakis, CoFounder and Managing Director, Erma First Group, emphasised that all installed Ecochlor systems were eligible for continuation of certified service post-acquisition, subject to verification that clients’ prior maintenance used original spare parts and EcoBlue. Failure to use approved components can render certifications null and void.

“We are delighted to announce the acquisition of Ecochlor in a move that consolidates our position as a world-leading provider of BWTS and our continuing growth as a one-stop shop for green ship operations,” says Stampedakis.

“By combining the portfolios and service capabilities of ERMA FIRST GROUP and Ecochlor, the acquisition extends our reach as a future-proof partner equipped to help shipping meet its environmental obligations.”, Ecochlor’s ClO2-based technology offers a simple yet highly effective means of treating ballast water while at the same time helping to further reduce fuel consumption and emissions due to the system’s low power requirements.

As the industry seeks a cleaner propulsion solution, there are many initiatives underway aiming to achieve that goal

FUELLING THE DEBATE

The Nautical Institute recently announced the release of its new training standard for alternative fuels. This standard, available free of charge, underscores the Institute’s commitment to its work as an educational charity dedicated to the safety of seafarers.

As the first milestone in the International Maritime Organization’s (IMO’s) 2023 greenhouse gas (GHG) strategy approaches with the requirement for between 5% and 10% of the world fleet expected to be powered by zero or near-zero GHG emission technologies, many shipowners have had to take a decision on how they will fuel their fleets before all the variables have been fully tested.

The result is that one can expect vessels powered by a number of different fuels such as ammonia, methanol and hydrogen to be launching within the next few years before the IMO will be able to establish Standards of Training, Certification, and Watchkeeping for Seafarers (STCW) competency requirements. Although tanker operators have been transporting these

fuels as cargo for some time, there is a lack of experience of the procedures needed for their safe bunkering.

Recognising that there will inevitably be a gap between the first of these vessels coming into service and the STCW requirements being implemented, The Nautical Institute has taken the lead to develop guidance that provides an interim framework for trainers and training providers globally. This standard is voluntary and offers broad guidelines that will enable training institutions to create training programmes to meet current needs but leave room for future development as alternative fuels become more established and operational practice evolves.

With a 10-part scheme of work, The Nautical Institute’s Training Standard for Handling Alternative Fuels in the Maritime Sector provides guidance to training providers to offer programmes of learning that ensure seafarers will have the knowledge to handle bunkering of alternative fuels safely and confidently.

Captain John Lloyd, CEO of The Nautical Institute, says: “This standard doesn’t replace the STCW requirements that will be established in the coming years. Rather it seeks to offer interim support that bridges the gap until that time and, having been designed as a living document, it will be able to evolve with industry best practice.

“We have always been dedicated to promoting the highest standards of professionalism, competence, and safety in maritime through the provision of training, sharing knowledge and expertise, and prioritising the safety of working seafarers and we believe that by making available this new standard free of charge throughout the industry, we are adhering to these values.”

The Nautical Institute’s Training Standard for Handling Alternative Fuels in the Maritime Sector can be downloaded at: nautinst.org

SAFE BUNKERING

Switching fuels is the most frequently discussed pathway to meeting the requirements of FuelEU Maritime. But the choices shipping companies make about bunkers will significantly impact compliance costs. Companies must navigate a complex fuel market and assess the viability of different options based on commercial, technical, and operational factors, according to maritime data and technology firm OceanScore.

“Fuel selection is the most important lever under FuelEU,” says OceanScore Managing Director Albrecht Grell. “Your choice of fuel can either create a surplus or a deficit in your compliance balance, directly affecting your costs.”

Grell adds: “Choosing the right fuel can help avoid penalties and even create revenue by pooling surpluses. But not all alternative fuels are the same, and their viability often depends on future pooling prices, which are hard to predict.”

FuelEU charts a course for reducing emissions in shipping, with a target near net-zero by 2050. For now, two main options are available to meet the GHG threshold of 89.3gCO2e/MJ until 2029:

» Liquefied natural gas and liquefied petroleum gas: These fuels, when used in dual-fuel engines, will meet the rules and can generate surplus compliance balances. However, their benefits will decline until 2040 as limits tighten.

» Biofuels: These are a good option for most vessels. They are usually used in blends (eg B20-B30) with conventional fuels. These blends will be compliant until 2040; higher blends or pure biofuels will be needed thereafter.

One issue is that EU ETS and FuelEU Maritime treat biofuels differently. Under EU ETS, biofuels are considered zero-emission, meaning companies don’t need to buy carbon credits. But under FuelEU, the rules are stricter.

“FuelEU doesn’t count all biofuels equally,” Grell explains. “Fuels made from food or feed crops are treated like conventional fuels in terms of emissions. Only waste-based biofuels are fully compliant, and even then, their specific greenhouse gas values are above zero.”

This difference matters. Standard biofuels, such as those from rapeseed or sunflower seeds, still benefit from ETS discounts but fall short under FuelEU. For full compliance, wastebased biofuels are needed, such as those from used cooking oil or animal fat. Further complications are added when considering the different rules behind the 50% discounts applied to voyages to and from the EU under the two regulations.

OceanScore, which provides advanced solutions to facilitate efficient regulatory compliance, is assessing the impact of alternative fuels based on their relative carbon intensities, calorific values (LCVs), prices and ETS cost incurred, reflecting these in its FuelEU Planner. The challenge goes beyond selecting fuels with low GHG intensity and factors such as the vessel’s ice class or whether voyages are intra-EU or international also influence compliance balance.

If companies bunker more expensive alternative fuels like biofuels, there is no guarantee it will always pay off. “FuelEU allows for pooling of compliance surpluses and deficits,”

Grell says. “Surpluses generated by using compliant biofuels can be sold in the compliance market to vessels in deficit.”

OceanScore’s analysis indicates that the compliance market will be in surplus by January 1, 2025. “This surplus will put downward pressure on pooling prices, meaning it might be cheaper to buy a compliance surplus in the pool rather than generate it through compliant bunkering on your own vessels,” Grell explains. “Both approaches would be compliant with FuelEU regulation and need to be considered at least from a commercial angle.”

Given this, any sound compliance strategy must look beyond fuel selection alone and consider the broader market dynamics. “Our FuelEU Planner integrates these variables into a comprehensive scenario simulation,” says Grell. “This is crucial because tackling FuelEU successfully requires charterers, managers, and owners to collaborate using a shared, factbased approach.”

Grell outlines several key steps for shipping companies to optimise their compliance strategies. First, they must gain a thorough commercial understanding of the economics of different fuels, considering their prices, calorific values (LCVs), EU ETS costs, and the cost of pooling FuelEU compliance balances.

At the same time, the technical and operational feasibility of using biofuels across different vessels should be assessed. While tests so far indicate that biofuels can be used without significant issues, lingering concerns over engine compatibility and tank systems remain.

“Engine manufacturers need to give the green light, and bunker providers must be identified in key ports,” Grell notes. “For now, many companies focus biofuel usage on a smaller portion of their fleet to simplify operations and reduce risks.”

However, one of the biggest hurdles remains contractual. “How do you protect the DOC holder, who is responsible for penalties, from the fuel decisions of the charterer? How do you fairly share the costs of

biofuels and the value of surpluses? And how do you manage uncertainties tied to deployment patterns and fuel accountability under FuelEU?” Grell asks.

Without clear contractual terms, companies risk major financial and operational pitfalls. “To align incentives across owners, managers, and operators, you need clauses in agreements like Shipman and Charter Parties,” he adds. “The ‘polluter pays’ principle is not embedded in FuelEU, so a robust data-driven understanding of the entire value chain is essential to avoid costly disputes.”

OceanScore’s FuelEU Planner provides a clear path through the complexity. By simulating fuel use, compliance costs, and pooling options, the tool enables companies to budget effectively and negotiate datadriven contracts.

“We make the complex FuelEU regulations easier to manage,” Grell concludes. “With our solutions, companies can understand the commercial impacts of their fuel choices, gain full transparency and confidently manage their compliance strategy.”

HYDROGEN

SAFE BUNKERING

The Maritime Technologies Forum (MTF) has released a new report offering guidelines and key safety considerations for developing liquefied hydrogen bunkering systems and procedures.

The report underlines the potential use of hydrogen as a zero-emission fuel to meet the IMO Strategy on Reduction of GHG Emissions from Ships by 2050.

It acknowledges the challenges associated with bunkering hydrogen as marine fuel and as a maritime cargo, identifying design and functional implications and limitations.

Based on the findings of the publication, MTF has outlined the following key observations:

» The properties of hydrogen, and in particular the very low temperature of liquified hydrogen, mean that

experience gained from bunkering arrangements for liquid natural gas (LNG) cannot be re-used directly.

» The bunkering process will be more complex than it is for LNG, since no nitrogen can be present inside the piping systems when liquified hydrogen is introduced, as this will freeze and clog the systems.

» The material choices and need for more insulated components and piping will also be slightly different.

» The development of vesselspecific procedures for bunkering operations, such as more automated bunkering procedures, will be necessary.

» The added complexities will mean that the need for crew training and certification is of even higher importance than for other bunkering processes.

The Safety Management Systems should be updated to cater for the additional safety aspects with liquified hydrogen bunkering, as outlined in another work carried out by MTF, Guidelines to develop and implement Safety Management System for alternative fuels onboard ships

Commenting on the guidelines and the planned submission to the IMO, Alf Tore Sørheim, Acting Director General of Shipping and Navigation at the Norwegian Maritime Authority, says:“With the current lack of international standards covering bunkering of liquefied hydrogen, these guidelines are especially important to help industry develop and advance safer bunkering operations.

“This is why the flag state members of MTF are jointly submitting this report to the IMO to provide recommendations and offer a framework to consider when developing liquefied hydrogen bunkering requirements.”

Further commenting on the report, Knut Ørbeck-Nilssen, CEO, DNV Maritime, says “Hydrogen is going to continue to play an important role in the energy transition, both as a marine fuel and as a cargo, which is why it is critical to develop standards to support its safe bunkering.

“The introduction of these guidelines and their submission to

IMO are key steps in addressing the challenges around liquefied hydrogen bunkering.”

FUEL CELLS

POWERCELL CONTRACT

PowerCell Group has signed one of the world’s largest orders of marine fuel cell systems to date with a leading Italian marine OEM manufacturer. The order value is approximately SEK 165m and the deliveries will begin in the middle of 2025 and be completed by the end of the year.

The order is in three parts and consists of 56 units of the Marine System 225 in total, where the majority will be installed on commercial cruise ships. The fuel cell systems will provide auxiliary power to a ship’s internal electricity systems, totalling more than 6.3MW. In addition, a 3.2MW marine power solution is being built for the internal testbed and a 3.2MW solution for an additional vessel installation.

This order represents a significant milestone in the decarbonisation of the marine industry and the installation on the ship is one of the world’s largest marine hydrogen fuel cell systems to date.

Richard Berkling, CEO of PowerCell Group says: “We are very proud of being trusted by this important Italian customer, a company with a lot of experience in containerised marine power solutions. We deliver a fuel cell solution that is not only climatefriendly, but also provides the advantage of reduced noise from the ship. This order confirms the importance of hydrogen-electric solutions for the marine industry.”

He continues: “It also marks a transition towards a more commercial and OEM-driven market, a direction that we have been striving for. With significant deliveries to several marine projects this year, this new order reaffirms our position as a leading supplier of hydrogen-electric solutions to this segment.”

AMMONIA

REQUIREMENT WITHDRAWN

In light of the evolving regulatory landscape for ammonia as a maritime fuel, and the recent finalisation of the IMO’s draft interim guidelines on ammonia, the International Association of Classification Societies (IACS) recently announced the withdrawal of Unified Requirement UR H1, “Control of Ammonia Releases in Ammonia Fuelled Vessels”, ahead of its scheduled implementation date of 1 January 2025. This decision ensures alignment with the IMO guidelines and creates a clearer regulatory environment as ammonia use expands within the maritime sector.

The decision to withdraw UR H1 stems from the differences between its safety parameters and those outlined in the IMO Interim Guidelines.

The IMO Sub-Committee on Carriage of Cargoes and Containers, at its 10th session, finalised the draft interim guidelines for the safety of ships using ammonia as fuel, with a view to approval by MSC 109. These guidelines include several differences from IACS’s original UR H1 requirements.

The IMO Interim Guidelines establish a 220ppm threshold for acute exposure, without defining a hazardous concentration, and require preventing direct ammonia release during normal and controllable abnormal scenarios, which may exclude releases from leakages. Toxic areas have been defined, requiring gas dispersion analysis to demonstrate concentrations do not exceed 220ppm in key locations.

An ammonia release mitigation system is required to maintain outlet concentrations below 110ppm, with alarms for exceedances. Additionally, alarms must activate at 110ppm with system shutdown at 220ppm, while a visual indication is required at 25ppm near entrances to affected enclosed spaces. These differences could potentially lead to confusion within the maritime industry.

To ensure consistency and reduce the potential for conflicting interpretations, IACS has decided to withdraw UR H1 with a view to publishing a revised version that aligns with the IMO

guidelines. The revised UR, to be published in 2025, will provide a consistent regulatory framework for the safe adoption of ammonia and will provide the necessary safety framework for ammonia-fuelled vessels while aligning with best practices and international guidelines.

METHANOL

NEXTDF TECHNOLOGY

Technology group Wärtsilä has introduced its NextDF feature for the Wärtsilä 25DF dual-fuel engine. While operating on LNG, the NextDF feature reduces methane emissions to less than 2% of fuel use across all load points, achieving as low as 1.1% in a wide load range. The NOx emissions are lower than on the standard Wärtsilä 25DF engine which already has low emission levels below IMO Tier III.

LNG is considered an important transition marine fuel, bridging the gap between conventional diesel fuels and future carbon-neutral or carbonfree alternatives. However, the main component of LNG is methane and when burned as a fuel, a very small amount may not combust properly, leading to methane escaping into the atmosphere.

Across the shipping industry, the use of LNG and cutting methane emissions is one of the most effective ways to decrease overall GHG emissions from engines over the next 10 years, complementing other efforts to reduce CO2 emissions. From an international shipping perspective, the IMO is considering methane emissions in the upcoming GHG regulations. At a regional level, the EU is implementing a set of methane-related measures in FuelEU Maritime (2025 onwards) and in EU Emission Trading System (EU ETS) (2026 onwards).

The effect of methane emissions will be introduced as a percentage of the mass of the fuel used by the engine. For EU regulation, 4-stroke engines not certified with lower emission values will have to adhere to a default methane emission of

3.1%of fuel use. To provide flexibility in meeting the GHG intensity limits, the FuelEU Maritime regulation will not only impose costs if a vessel does not comply, it will also allow vessels to capture value from overcompliance through banking or pooling compliance surplus between reporting periods.

“Enhancing dual fuel technology to further reduce methane emissions will have a major impact on the long-term viability of LNG as a marine fuel. Our work around reducing methane slip and GHG emissions is part of Wärtsilä’s effort to continuously improve efficiency and reduce emissions of our products. This innovation is one more very important step along the road to decarbonisation,” comments Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine.

Launched in 2022, the Wärtsilä 25 engine platform offers a modular, upgradeable, and flexible design that helps operators to significantly reduce fuel consumption and emissions, improving the efficiency of vessels, and facilitating the adoption of sustainable fuels. With the NextDF technology, engine efficiency is further improved by up to 0.5 percentage points.

Nysjö continues: “The Wärtsilä 25DF engine has already set an industry benchmark for low methane slip, down to as low as 1.4% at certain load points. By making available our NextDF technology for the Wärtsilä 25DF engine enables operators to go even further in reducing methane emissions. This increases overcompliance with EU regulations, therefore offering tangible financial benefits for shipping operators, whilst simultaneously helping them to futureproof their vessels in the longer term.”

This is the second Wärtsilä dualfuel engine to be made available with NextDF technology. In 2023, Wärtsilä introduced the new technology for its Wärtsilä 31DF engine.

Thanks to the modular design of Wärtsilä’s engine platform, the NextDF feature can be retrofitted to existing Wärtsilä 31DF and 25DF engines. The NextDF feature for the 25DF engine will be available for delivery in the second half of 2025.

LEVEL PLAYING FIELD

A new white paper prepared for the Methanol Institute by Dr Jeroen Dierickx, an energy and fuel expert at iDefossilise, concludes that the FuelEU Maritime Regulation and EU Emissions Trading System (ETS) will create a level playing field for bio- and e-methanol, making them economically competitive compared to fossil marine fuels.

Under the EU’s Fit for 55 regulatory package, vessel operators are incentivised to transition to these sustainable fuels through significant penalties levied on continued fossil fuel use. For fuel producers, the regulations offer a stable, long-term framework from 2024 to 2050, paving the way for secure investment opportunities in the maritime sector.

Gregory Dolan, CEO of the Methanol Institute, states: “The study confirms the profound impact of regulations on the demand for methanol as a marine fuel. The findings indicate that the emerging EU regulatory framework is robust enough to enhance the business case for low-carbon and renewable methanol fuels and fuel blends, supporting the transition to a sustainable maritime industry.’’

The key findings of the study are:

» Regulatory penalties and costs – the FuelEU Maritime Regulation sets targets for reducing greenhouse gas emissions from the maritime sector and imposes increasingly severe penalties on fossil fuels such as very low sulphur fuel oil (VLSFO). Noncompliance costs for vessel owners will escalate from €39 per ton in 2025 to €1,997 per ton by 2050.

» EU ETS implementation – regulatory costs under the EU ETS carbon emission trading scheme that also covers the maritime sector, are phased in from 40% in 2024 to 100% in 2026. With a projected market price of €100 for CO2 emission allowances, the additional cost for VLSFO is estimated at €321 per ton.

» Compliance options– to avoid these penalties, vessel owners can use bio- or e-methanol, or blends of fossil and sustainable methanol as viable compliance options and encourage the development of a sustainable methanol supply chain.

» Price estimates– the analysis forecasts the average maximum price for bio-methanol to be €1,193 per ton from 2025-2050. For e-methanol, prices are estimated at €2,238 per ton from 2025-2033, decreasing to €1,325 per ton from 2034-2050 when the reward factor for using renewable fuels of nonbiological origin expires in 2034. Including EU ETS costs, these prices rise by €150 per ton for both fuels.

» Fuel blends – every five years, the FuelEU Maritime greenhouse gas emission targets increase, from 2% in 2025 to 80% by 2050. These targets can be met by blending bioor e-methanol with conventional natural-gas based methanol, increasing from 14% bio-methanol and 7% e-methanol in 2025 to 28% bio-methanol and 25% e-methanol in 2035, and fully 100% bio-methanol and 91% e-methanol by 2050.

» Economic viability – both bioand e-methanol show significant economic potential under the new regulations. The FuelEU Maritime Regulation and EU ETS are expected to effectively promote the adoption of these sustainable fuels in maritime shipping.

BUSAN SHIP-TO-SHIP

In a significant step towards establishing eco-friendly maritime practices, South Korea successfully conducted its first Simultaneous Operations (SIMOPs) of ship-to-ship

methanol bunkering at Busan New Port in October.

The Ministry of Oceans and Fisheries spearheaded this initiative as part of its plan to build an eco-friendly ship fuel supply chain, announced in November 2023. The ministry has been working on securing bunkering vessels, developing port infrastructure, and standardising bunkering procedures.

Busan Port Authority (BPA) supported the methanol bunkering demonstration project, offering exemptions on port facility usage fees and coordinating with relevant agencies to review safety protocols through an inter-agency consultative body.

Korean Register (KR) has played a pivotal role in providing technical support for the development of a methanol bunkering safety system. KR’s contributions include developing standard operating procedures, defining safety management zones, and creating guidance for self-safety management plans.

This accomplishment is expected to significantly enhance the competitiveness of South Korean ports in the growing market for eco-friendly shipping. The successful implementation of SIMOPs, which allows for simultaneous cargo operations and supply of green fuel, is particularly attractive to shipping companies aiming to reduce costs and improve efficiency.

Kang Joonsuk, CEO and President of BPA, states: “This successful

SIMOPs of Methanol Bunkering at Busan New Port (Hyodong Shipping Co)

demonstration marks a monumental achievement, showing that Busan Port is fully capable of supplying methanol. We plan to enhance Busan Port’s global competitiveness by developing infrastructure and advancing technology to expand eco-friendly fuel bunkering, positioning it as a leading green port on the world stage.”

Lee Hyungchul, Chairman and CEO of KR, comments: “As the maritime industry continues to seek greener alternatives, South Korea is trying to position itself at the forefront of sustainable shipping practices. KR will continue to provide full support for technical cooperation to ensure safe and successful green fuel bunkering operations.”

LIQUEFIED NATURAL GAS

SHIPPING FLEET SOARS

Industry coalition SEA-LNG recently reported that active LNG-fuelled vessels now account for more than 2% of the global shipping fleet. Once the order book is taken into account, this number increases to 4% by vessel numbers or 6% by deadweight tonnage (DWT). Almost every day brings new announcements of fleet owner investments in LNG-fuelled vessels.

Numbers have grown from 21 LNGfuelled vessels in operation in 2010, many of them smaller ships operating regionally, to 590 in operation globally today, including the world’s largest container ships twice the size of any operating in 2010.

With a further 564 on order, the total number of LNG-powered vessels in operation by the end of 2028 will be 1,154. Added to these are 772 LNG carriers in operation, with a further 341 on order at the end of 2023. This means that more than 2,000 of the world’s 60,000 largest vessels are LNGpowered.

In addition, according to DNV, LNG dual-fuel vessels make up one third of the newbuild order book. If DWT is used, the LNG-powered fleet in operation and on order of 142.5Mt DWT represents 6% of the world’s total 2,224 Mt DWT.

Peter Keller, Chairman, SEALNG, says: “It is gratifying that LNG

is finally gaining favour among so many shipowners. LNG is the only practical and realistic alternative fuel pathway available today – even for those shipowners that may also be considering other such pathways.

“While we have always said that a basket of fuels will be required for shipping to meet the 2050 emissions reduction targets, the rationale for the LNG pathway remains unchanged. The LNG pathway using liquefied biomethane and eventually hydrogen-based e-methane currently provides the only viable option to making progress towards 2050, starting with immediate carbon reductions, now. LNG also continues to help solve critical local emissions and health related environmental concerns”

LNG has virtually zero sulphur oxide (SOx) and particulate matter emissions, up to 95% reduction of nitrogen oxide (NOx) emissions, and up to a 23% reduction in greenhouse gas (GHG) emissions. The environmental benefits are compelling. With continued collaborative engineering efforts across the value chain, methane slip will be eliminated for all engine technologies within the decade.

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

In support of this expansion in LNG dual fuel vessels, LNG bunkers are currently available in 185 ports, with an additional 50 being added next year. The bunkering vessel fleet has increased from a single vessel in 2010 to 60 in operation today, with a further 13 on order and significant interest in the maritime community to continue to invest in these needed assets.

This expanding infrastructure is immediately ready for liquefied biomethane (bio-LNG) as it scales, and eventually e-methane (renewable synthetic or e-LNG), providing ship owners and operators with the confidence that vessels ordered today are future proofed for 2050 and beyond.

The use of liquefied biomethane as a marine fuel can reduce GHG emissions by up to 80% compared with marine diesel on a full well-to-wake basis. When produced from the anaerobic digestion of waste materials, such as manure, methane that would otherwise be released into the atmosphere is captured, resulting in negative emissions of up to -190% compared with diesel.

SEA-LNG chairman Peter Keller (© SEA-LNG)

BUNKERING BUSINESS

Kawasaki Kisen Kaisha (K Line), along with Jera Co, Nippon Yusen Kabushiki Kaisha (NYK), and other partners, collaboratively operates an LNG bunkering business for LNG-fuelled vessels in the Chubu region through joint venture companies*1.

In November, approximately four years after the launch of business operations in October 2020, the LNG bunkering vessel Kaguya owned by the joint venture achieved its 100th ship-to-ship LNG bunkering operation in Mikawa Bay, Japan.

The joint venture is striving to expand its bunkering service to meet increasing demand of LNG as marine fuel in Japan’s Chubu region, arising from the ever-growing global fleet of LNG-fuelled vessels, including K Line’s Century Highway Green LNG-fuelled car carrier.

In K Line’s Environmental Vision 2050 -Blue Seas for the Future the company has set the 2030 interim target of improving CO2 emissions efficiency by 50% compared with 2008, surpassing the IMO target of a 40% improvement. Furthermore, K Line sets its new target for 2050 as “the challenge of achieving net-zero GHG emissions”.

Sweden faces the irony of having a surplus of renewable fuel options, but limited access to the wider European market. Nils Igelström says greater development and clarity is needed to prevent shipping’s energy transition stalling

Nils Igelström Managing Director, GAC Sweden

THE SUPPLY CHAIN CONUNDRUM

Driven by the national ambition of reaching net-zero emissions by 2045 and the International Maritime Organization’s (IMO’s) goal to eliminate international shipping’s net greenhouse gas emissions five years later, Sweden is making bold strides to develop renewable fuel options for commercial shipping and become a leading European developer of alternative fuels.

To do so, it is investing heavily in infrastructure to support the development of biofuels, liquefied biogas and natural gas, and synthetic fuels like eMethanol. The past two years have seen several new projects launching or coming online to showcase Sweden’s growing prowess in alternative fuel development.

In May 2023, Sweden broke ground on the FlagshipONE facility in Örnsköldsvik to produce up to 50,000 tonnes a year of eMethanol. If that ambition is realised, it will make the carbon-neutral fuel produced by combining carbon dioxide with green

hydrogen a viable option for commercial shipping being produced on a large scale. Meanwhile, in February 2024 Swedish energy company Jämtkraft AB launched NorthStarH2, which aims to produce up to 100,000 tonnes of eMethanol each year to further Sweden’s green electricity credentials. The facility would be able to offer eMethanol for commercial use, particularly within the maritime sector as more vessels that run on methanol come online.

Alternative fuel development goes beyond eMethanol. In August 2024, ScanOcean launched a partnership with Vegoil to launch a new groundbreaking marine fuel derived from hydrotreated vegetable oil produced in Sweden. In its first commercial use, the partnership successfully bunkered the tanker vessel Key Fjord at the Port of Oskarshamn on the southern coast of Sweden, showcasing the commercial opportunities for biofuel within the maritime sector.

But there is a fly in the ointment. While such developments bode well for the production of alternative fuels, the supply chain is not keeping up. Growing issues across Europe are limiting the opportunities for Swedish alternative fuel development projects to access markets beyond the North and Baltic seas.

Chicken and egg

Shipping has long faced a ‘chicken and egg’ conundrum in relation to the adoption of alternative fuels. Low adoption rates by shipping companies mean that the infrastructure and supply chain needed to supply alternative fuel options at ports is minimal.

Meanwhile, shipping companies are waiting for the infrastructure to become more accessible before committing to newbuilds or retrofit

projects to run off green fuels.

This disconnect between production and market adoption represents a major hurdle Sweden must clear for its alternative fuel market is to reach full potential. If they don’t, the country may find itself with a glut of alternative fuels that cannot access the wider European maritime market.

“Sweden is producing some of the most advanced renewable marine fuels in the world, but cargo owners are unwilling to pay higher freight charges,” says Nils Igelström, Managing Director at GAC Sweden, part of the global GAC Group.

“Swedish companies such as Preem are producing a commercially viable biofuel alternative, and they are at the forefront of the development of greener fuels. If companies are willing to try them, then they are readily available

throughout the country.

“However, without customers willing to buy and use them, the environmental benefits remain unrealised. It’s a pressing issue that threatens to stall the maritime sector’s progress towards decarbonisation.

“Because of low adoption rates, Sweden has a big surplus of renewables right now. The industry needs to do more to get these fuels to the customers.

“Sweden has everything that it needs to be a net exporter of such fuels of the future. It has invested heavily in refineries and fuel development. They are going to be produced regardless of the demand. New facilities that have come online or are set to launch aren’t just going to pull back. The mission now is to get the fuel to the market,” Igelström states.

Beating the bottlenecks

Supply chain bottlenecks range from logistical hurdles in ensuring safe and secure transportation and storage, to a lack of infrastructure at or near ports elsewhere in Europe. As a result, exporting surplus alternative fuels is more expensive and faces greater regulatory complexities.

Uneven distribution of alternative fuels presents a challenge for the maritime sector, particularly for vessels not regularly plying the North and Baltic seas.

“If you have a vessel passing by Gothenburg once every third, fourth or fifth day, you have no supply issues whatsoever,” says Igelström. “But if a vessel is plying waters in areas without the necessary infrastructure, then accessing alternative fuel supplies is a lot more challenging. It’s great that you can get it in Sweden or Finland or Germany, but what if you don’t call there?

“These products are available in so few places at the moment. It is very hard for shipping companies to make big investments in their vessels unless they have certainty that the supplies are going to be available.

“As an industry, we need to make sure alternative fuel supply is more easily accessible across Europe to enable ship owners to make the right investments and aid their transition.”

Greater logistical challenges bring higher costs. With bunkering costs accounting up to 50% of a vessel’s daily operating costs, ship owners are conscious of allocating extra funds to greener alternatives that, according to the World Economic Forum, can be up to four times more expensive than traditional heavy fuel oil.

For an industry that runs on tight margins and fluctuating freight rates, the effects of zero-emission shipping can have a major knock-on effect on the cost of goods.

According to a study by Drewry, a switch to green methanol is estimated to increase fuel costs by 350%, equivalent to at least an extra US$1,000 per 40 feet container shipped from Asia to Europe.

“There is a big price gap between renewables and fossil fuels. Exporting Sweden’s alternative fuels down to the continent or even further is going to make them more expensive. But that’s a price we have to pay if shipping is to realise its green potential,” adds Igelström.

The need for certainty

Shipping thrives on clarity. And that is lacking when it comes to regulatory goals, infrastructure development and investments, and environmental targets, presenting a major hinderance in the creation of an effective green fuel supply chain.

“Shipping companies need certainty,” Igelström notes. “They operate on tight margins and cannot afford the risk of fuel not being available, especially in regions where alternative fuels delivery points are scarce. The Swedish alternative fuel industry must to work with partners elsewhere in Europe and beyond to develop a more uniform infrastructure and supply chain. Only then can we ensure that ships powered by renewables can operate efficiently around the globe.

“Policymakers, industry leaders and international organisations need to come together. Only through joint efforts can we create the conditions necessary for renewable fuels to thrive in the marine sector.”

Sweden is working with partners in Finland, Iceland and the Faroe Islands take another leading role in helping to devise a supply chain that can effectively support the maritime sector’s access to green fuels.

In May 2024, the Nordic Maritime Transport and Energy Research Programme launched its STORM project to help scrutinise the impediments to the supply of alternative fuels to wider markets. This includes fuel supply, distribution and fuelling processes to understand the impact of various fuel options.

The project will also look to develop and apply a framework for assessing the suitability of fuels for various shipping segments, identify barriers and opportunities within the shipping industry and formulate tailored solutions, and finally propose policy options to accelerate shipping’s transition to renewable marine fuels.

Sweden stands to be a leader in Europe’s maritime energy transition as it looks to not only develop the greener fuels but make them more easily accessible to the wider market.

“Sweden is doing its part in shipping’s fuel transition. Not just from the development of fuels but to regulatory frameworks. But it cannot do it alone. Europe is making great strides in its decarbonisation efforts, but it needs to work closely together to get surplus renewable fuels across the continent,” Igelström concludes.

Ship design and construction are vital components when ensuring the safety of ships and their crews

DRAWING ON EXPERIENCE

Appalled that deaths in enclosed spaces continue to be all too frequent occurrences in the shipping industry, the Maritime Professional Council of the United Kingdom (MPC) is supporting calls for fundamental changes to ship operation and design. It welcomes the shipping industry’s new roadmap to prevent this needless loss of life.

MPC member InterManager, the global body that represents ship managers, has been at the forefront of raising this issue. It says: “Seemingly innocuous compartments, cargo holds and fuel tanks, vital for storage and operation on board any vessel, have become graveyards for far too many seafarers due to a lack of attention, regulation and understanding.”

A surge in enclosed space-related deaths on ships in late 2023 led InterManager to call on the shipping industry to work together to improve safety in these challenging onboard areas. In December 2023, the deaths of three seafarers and five shore workers in

accidents in enclosed spaces in just seven days brought the total known deaths in these dangerous areas of vessels in 2023 to 31. InterManager records these incidents on behalf of the wider shipping community. Its statistics show that since 1996, 310 people lost their lives in enclosed spaces on ships – 224 seafarers and 86 shore personnel in 197 accidents.

InterManager’s secretary general Captain Kuba Szymanski warns: “It’s a minefield. We’ve created an unsafe environment and then we blame people for not navigating it properly. It’s absurd.” He highlighted the ineffectiveness of International Maritime Organization (IMO) regulations introduced in 2011, intended to prevent enclosed space fatalities. “Since 2011, an increase in fatalities in our data is related to the introduction of new IMO-introduced regulation. This regulation hoped to eradicate all enclosed space accidents. But it was evident that it didn’t because the shipping industry was barking up the

Olympic Notos during sea trials (©Oclin/Martin Giskegjerde).

wrong tree.” Specifically, he argues: “One of the biggest issues is the flawed design of enclosed spaces. This particularly includes cargo hold access arrangements. As an industry, we need to have one voice, one approach to safety. Fragmented standards and practices only put lives at risk.”

The MPC is encouraged by the shipping industry’s response to Capt. Szymanski’s plea for collaboration and unity. The formation this year of a panmaritime industry group and Enclosed Space Entry – Joint Industry Workshop meetings, demonstrates the industry’s commitment to addressing this issue.

The MPC believes the creation of the group to provide a single voice on enclosed space deaths is a major step forward. The new group has undertaken a holistic review of all contributory factors across operational, commercial, technical, and training functions with all parties involved in the decision-making process across the two workshops. The initial workshop helped to build a deeper appreciation of the issue, and during the second one, Intermanager provided data and analytics on enclosed space accidents and fatalities.

The output of these two workshops has not just been a set of actions but, crucially, a roadmap for action to stop enclosed space deaths on ships. The industry group will meet again before the end of the year to review progress and continue to develop specific outputs. Involvement is crucial to the success of these actions, and the MPC looks forward to continued active participation.

Meanwhile the industry group has been gathering information on enclosed space accidents, with InterManager collating the responses.

3D MODEL PROJECT

Bureau Veritas (BV and Mitsubishi Shipbuilding (MSB), part of Mitsubishi Heavy Industries (MHI) Group, have completed a joint development project (JDP) to implement 3D modelbased approvals. This collaboration marks Mitsubishi Shipbuilding’s first application of a 3D classification approach, streamlining its design processes through digital innovation.

The project has significantly enhanced the design approval process by replacing traditional 2D drawings with a detailed 3D digital mock-up from the designers. This new approach reduces the need for multiple 2D conversions, lightening the shipyard workload and accelerating the design process, while improving accuracy. The 3D model also functions as a dynamic database for calculations, helping to minimise errors and inconsistencies across design revisions.

The project is especially noteworthy due to its application to MSB’s complex vessel designs. This presents unique challenges, underscoring the importance of 3D model-based classification technology. The JDP has demonstrated the feasibility and benefits of using 3D models for direct classification reviews, enhancing efficiency and fostering better collaboration among all stakeholders, including shipyards, naval architects, engineers, shipowners, and classification societies.

In the initial phase, MSB transmitted 3D models to BV using the Open Class eXchange (OCX) format. BV reviewed these models and provided feedback through its collaborative platform, Veristar Project Management (VPM), with comments directly linked to the 3D model. This setup streamlines communication and the review processes. The solution includes a web-based platform for real-time exchange of 3D classification packages and comments, with detailed model analysis, and is compatible with various operating systems and is functional offline. VPM enhances this process with secure access, property rights management, and efficient comment handling, ensuring a structured review from submission to final approval.

Matthieu de Tugny, President, Bureau Veritas Marine & Offshore, says: “This successful project is another example of Bureau Veritas’ leadership in 3D classification technology. Our collaboration with Mitsubishi Shipbuilding underscores the effectiveness of 3D model-based approaches in addressing modern vessel design, enhancing efficiency, and advancing the maritime industry.”

HEAVY WEATHER ALERT

Extreme weather incidents are increasing across the globe and the impact on cargo ships is evident. Maritime insurance specialist The Swedish Club reports that it registered claims exceeding US$25m attributable to heavy weather over the past five years.

In response, the Swedish Club has developed a Heavy Weather Alert tool as an addition to its leading loss prevention tool, Trade Enabling Loss Prevention (TELP).

Over the past five years, the Swedish Club has registered claims exceeding $25m attributable to heavy weather

Heavy weather can cause structural damage, shifted cargo, broken mooring lines, wet damage, lost cargo overboard, and more. The Club says it has also seen examples where vessels have failed to suspend cargo operations and depart port in a timely manner when severe weather is approaching, resulting in major losses and claims. This is despite the fact that most vessels today have access to high quality weather reporting and weather routing.

The Swedish Club’s innovative Heavy Weather Alert provides timely loss prevention advice to insured vessels operating in proximity to severe weather patterns. Based on a vessel’s position, in combination with up-to-date weather information and real-time data, the Heavy Weather

Alert system automatically generates a customised loss prevention alert, with hands-on advice, when severe weather conditions are detected near a vessel’s position – thereby helping to mitigate potential risks and ensuring the safety of both crew and cargo.

The service has been fully developed in-house by the Swedish Club’s Loss Prevention and IT departments, reflecting the Club’s commitment to delivering cutting-edge solutions that support its members in navigating the complexities of maritime operations.

Peter Stålberg, Senior Technical Advisor, comments: “Over the past five years, the Swedish Club has registered claims exceeding $25m attributable to heavy weather. Any measures we can take to reduce this figure will contribute positively towards our members’ operations and insurance records.”

The Swedish Club’s TELP service combines the latest technology with its years of claims experience and expertise, including information from external sources, to help vessels safely chart their way through high-risk areas around the globe.

By tracking its insured vessels’ AIS signals, the Club is able to identify vessels bound for an area of particular risk and provide them with timely and tailored loss prevention advice relevant to that destination. TELP sends out the advice a few days prior to the vessel’s arrival, or when severe weather is approaching, enabling the crew to plan.

In addition to navigational risks or weather patterns, TELP can advise shipowners and masters of problems with bunkers, pilots or towage, or known issues with unfounded claims or dubious charges. With many thousands of ports and waterways to navigate, often varying from voyage to voyage, it is not easy for a master to be aware of all potential high-risk areas. TELP can issue a warning if any of these ‘hotspots’ could be encountered during what should be an uneventful journey.

Current TELP subscribers will be automatically enrolled in the Heavy Weather Alert service as it is rolled out, ensuring they benefit from this addition without any additional steps required.

TWIN STERN CONCEPT

Olympic’s latest investment in a pair of new-build construction service operation vessels (CSOVs) based on Ulstein Group’s innovative Twin X-Stern solution has paid off, the company says, with close to 50% reductions in fuel consumption and emissions to boost environmental performance.

The Norwegian offshore vessel operator has now taken delivery of the second of these unique vessels, Olympic Notos, from compatriot shipbuilder Ulstein after realising these significant fuel savings in dynamic positioning with the previously delivered sister vessel Olympic Boreas during operations for BP off the UK, prior to starting work on an offshore wind project in the UK North Sea.

These are the first CSOVs to employ the Twin X-Stern system, with four main thrusters fore and aft in a symmetrical dual-stern hull, allowing flexible operability in dynamic positioning (DP2) mode. This is complemented by diesel-electric propulsion with variable speed, hybrid battery power, energy storage and smart energy management to maximise fuel efficiency.

Based on the Ulstein SX222 design by Ulstein Design and Solutions AS, the vessels are intended for work in the offshore wind and oil and gas segments, with a length of 89.6m and

beam of 19.2m, and accommodation for 126 people in 91 cabins. They are also equipped with a heave motioncompensated gangway system for efficient transfer of personnel and cargo at variable landing heights.

The Olympic Boreas was nicknamed “the four-wheel drive of the sea” in winning the Maritime Innovation of the Year Award with GCE Blue Maritime Cluster following its delivery from Ulstein Verft this summer.

The innovative thruster configuration, combined with variable speed capability, is the key factor behind boosting energy efficiency by allowing precise multi-directional positioning control with optimal use of thruster power to drastically cut fuel usage, explains Olympic’s Chief Technical Officer Runar Stave. “Furthermore, high manoeuvrability with the multi-thruster system enables enhanced seakeeping and stability in variable sea states, which contributes to greater operational efficiency and improved safety with gangway crew transfers. Less noise and vibration from reduced thruster usage also gives a more comfortable onboard experience for the crew in accommodation of hotel standard,” he says.

“The ability to run the engines at variable speed means that power production can be optimised based

Olympic Notos is ready for work after delivery from Ulstein

on the vessel’s energy demand. The implementation of several technical measures onboard the vessel has resulted in a power demand of only 250-300kw under certain conditions.

At such low power demands, operating at variable speed enables a more optimal operation of the engine – as opposed to operating at constant speed – and results in significantly lower energy consumption per kWh. Consequently, the ability to operate the engine at variable speed, combined with the technical measures and the overall ship design, has enabled the Olympic Boreas to consume only 2.7 tonnes of fuel per 24 hours during a week of DP operations, which is approximately 50% less than other sailing CSOVs.

“As well as cutting fuel consumption, reducing engine speed leads to significant reductions in maintenance costs by extending service intervals, contributing to lower operational expenses over the vessel’s lifetime,” he adds.

These vessels have a hybrid battery system that can operate as a spinning reserve, reducing the need for auxiliary generators and further improving fuel efficiency. Additionally, a smart energy

management system uses automated digital algorithms to manage power production and consumption in real-time, providing instant power when needed while reducing overall energy usage.

The CSOVs are also equipped with a shore power connection for emissionfree port operations and battery recharging. They also have space for extra battery capacity, enabling future full-electric operation once the necessary infrastructure becomes available at sea. Greenhouse gas emissions from the vessels have been reduced proportionate to the cut in fuel consumption, and they are also ready to use methanol as fuel, which will further reduce their carbon footprint.

Olympic’s Chief Commercial Officer Glenn Erik Valø points out this is important from both a sustainability and commercial perspective, given the scheduled implementation of the EU Emissions Trading System (EU ETS) for offshore vessels from 2027 will lead to higher fuel-related costs for vessels running on conventional fuels due to the need to compensate for emissions.

“Optimisation of energy efficiency and reduced emissions with these

vessels will therefore represent a cost advantage that will be an important competitive differentiator in contract tenders for the vessels,” he explains.

GREENER TUGS DESIGN

Classification society Indian Register of Shipping (IRS), has recently announced the signing of a memorandum of understanding (MOU) with SeaTech Solutions International, a Singapore-based maritime engineering and design firm.

This MOU highlights a broader international collaboration aimed at advancing sustainable maritime solutions, including the greentech design and classification of nextgeneration green tugs and harbour crafts for global operations.

This partnership is set to drive innovation and enhance environmental stewardship across the maritime industry, with a special focus on compliance with global standards and practices. SeaTech will spearhead the design and engineering of green tugs and harbour crafts, incorporating the latest eco-friendly technologies to meet international benchmarks for sustainability and efficiency. These designs will be reviewed and approved-in-principle by IRS both for local and international shipping demands.

One of the core components of the MOU focuses on the Green Tug Transition Program (GTTP) and the ‘Harit Nauka - Green Transition Guidelines’ for inland vessels as laid out by the Ministry of Ports, Shipping, and Waterways, Government of India.

SeaTech will develop designs that comply with these guidelines, and IRS will class these vessels, ensuring they meet stringent regulatory and environmental standards. This collaboration will also include the retrofitting of inland vessels to align with green transition goals.

As part of the agreement, IRS will conduct an engineering review of the design for compliance with IRS Rules and other applicable international regulatory standards.

Olympic Notos during sea trials (Photo: Oclin/Martin Giskegjerde)

In addition to the design technical collaboration, IRS and SeaTech will launch joint training programmes, aimed at enhancing skill sets and knowledge across the maritime industry. IRS will also provide specialised plan approval training to SeaTech’s engineers, further bolstering their technical competencies.

Furthermore, this MOU outlines a framework for collaborative research and industry projects that will focus on addressing critical global challenges in the maritime sector, including decarbonisation, alternative fuels and vessel efficiency.

PK Mishra, Managing Director of IRS, says: “This MOU is a testament to our ongoing commitment to fostering international cooperation and driving sustainable maritime practices. SeaTech’s expertise in maritime design, combined with IRS’ technical rigour, will play a key role in shaping the future of green shipping worldwide.”

GS Chopra, Managing Director, of SeaTech, says: “We are delighted to join hands with IRS in working towards navigating to a green and sustainable future through Greentech solutions for shipping.”

EMISSION-FREE STEEL

SSAB’s subsidiary Tibnor is to supply SSAB Zero steel made from recycled steel to Salthammer Båtbyggeri AS in Norway. These will be the first batches of SSAB Zero to be delivered to the shipbuilding industry.

SSAB Zero is made from recycled steel and produced with fossil-free electricity and biogas – resulting in steel with virtually no fossil carbon emissions.

The Salthammer shipyard in Vestnes is building two state-ofthe-art approximately 30m electricpowered supply ships commissioned by the Norwegian shipping services company AQS Rederi AS.

Tibnor will deliver a total of around 300 tonnes of SSAB Zero steel to Salthammer Båtbyggeri in two batches.

AQS Rederi has commissioned two Coastern 28eH supply ships from Salthammer Båtbyggeri AS, which will be used for fish farming tasks. Both vessels feature a newly developed design from Tomra Engineering AS. The ships focus on energy efficiency and design flexibility, and will have electric propulsion and be powered by 2,000kWh and 1,600kWh batteries. The large battery pack can be charged with shore power and enables continuous electric use. The ships are due to be delivered in Q4 2025 and Q2 2026.

“It is absolutely fantastic that the focus is on environmentally friendly zero-emission steel and that it is completely in line with our goals in innovation and sustainability. With this, we hope that we can show that there are good and greener solutions in our industry,” says Robert Moen, head of HSE, Quality and Sustainability at Salthammer Båtbyggeri.

“This represents an important step for AQS towards the realization of our ambitions,” says AQS General Manager Pål Anders Lauvsnes.

“In collaboration with Salthammer Båtbyggeri, we have developed two robust vessels that support our goal of having an all-electric fleet by 2033. The aquaculture industry is developing rapidly, and high demands are placed on vessels and crew. The new vessels will make AQS better equipped to meet the customers’ expectations in

terms of quality, efficiency, climate and environment, while at the same time ensuring the working environment, safety and well-being on board for our crew.”

“It’s great to have Salthammer aboard on our journey toward fossilfree value chains. SSAB Zero is a great material for new generation electric-powered supply ships. We will deliver the steel in 6-15 mm thick steel sheets, and the batch for the first ship will leave already in November,” says Svein Johansen, Sales Director at Tibnor.

“The quality and properties of SSAB Zero are equal to those of SSAB’s conventional steels. SSAB Zero can help the entire marine and offshore industry to reduce carbon emissions without compromising quality standards,” says Matts Nilsson, Head of Sales for Sweden and Norway at SSAB Europe.

The Coastern 28eH is a versatile supply ship with large cranes, efficient deck equipment and a bollard pull of over 25 tonnes. The ships are equipped with an anti-tilting system to maximise crane capacity. The ships are adapted for 24-hour use by minimizing noise and providing comfortable cabin spaces for the crew.

SSAB Zero has near zero fossil emissions during steel production, without mass balancing allocation of emission reduction or carbon emission offsetting.

If the maritime industry is to meet the many requirements of the transition to clean shipping, it is going to have to tackle an enormous number of challenges – but help is at hand

KEEPING TO THE RULES

Amendments to the Maritime Labour Convention (MLC) adopted by the Special Tripartite Committee in June 2022 will enter into force on 23 December 2024. These will help to provide further protection to seafarers, clarify obligations of member states, and address lessons learned since previous amendments, West P&I says.

Regulation 1.4 – Recruitment and Placement

To provide further protection to seafarers, it is now a requirement that prior to or in the process of their engagement they are told of their rights under the system of financial protection established by private recruitment and placement agencies to compensate seafarers for monetary losses.

Regulation

2.5 – Repatriation

There have been occasions where Clubs have sought to repatriate stranded crew, but have been prevented by local authorities who refuse to allow crew to leave the vessel as national laws require the presence of

seafarers onboard. The MLC has been amended at 2.5.1 para 9 to include a requirement that Member States facilitate prompt repatriation of seafarers. Seafarers engaged to replace seafarers who had been abandoned shall also be accorded their rights and entitlements under the MLC.

Regulations

3.1 and 4.4 – Accommodation and Recreational Facilities

To improve mental health by ensuring social connectivity, shipowners, so far as is reasonably practicable, must provide seafarers on board their ships with the internet. Charges, if any, must be reasonable. States are to do the same for seafarers on board ships in their ports and anchorages.

Regulation

3.2 – Food and Catering

Good quality drinking water must be available on board, free of charge to seafarers. Meals must also be balanced. Supplies of food and drinking water will be inspected in relation to their quantity, quality, nutritional value, quality and variety.

Regulation 4.1 – Medical care on board and ashore

In response to issues relating to access to medical care that arose both before and during covid-19, wording is now included that requires member states to ensure that seafarers can access prompt medical care ashore in case of serious injury or disease and are not prevented from disembarking for public health reasons.

Member States are also obliged to facilitate the repatriation (by the shipowner) of the body or ashes of seafarers who have died on board.

Regulation 4.3 – Health and Safety Protection and Accident Prevention Seafarers must be provided with appropriately sized personal protective equipment. This amendment was agreed in part due to the increasing number of female seafarers.

Deaths of seafarers must be recorded and reported by Member States annually to the International Labour Organization, for publication in a global register.

Appendix A2-I(g) and A4-I(g) –Financial Security Provisions

Shipowners have reported issues with some Port State Control Officers (PSCO) issuing deficiency notices where the entity named on a vessel’s Declaration of Maritime Labour Compliance (DMLC) was a shipowner and did not match that of the Registered Owner named on MLC financial security Certificates. These alleged deficiencies should not arise due to the existence of an agreement between Member States and the International Group that recognises IG Clubs issue their Certificates to an insured party who is often the Registered Owner rather than the shipowner and naming either entity is valid for the purposes of the MLC.

Currently, in circumstances where a PSCO issues a deficiency notice in error for different entities being named on the DMLC and MLC documents, the International Group and local correspondents are asked to intervene to remind the PSCO that the Certificates are in fact compliant as there is an existing agreement with the member states

saying so, and request that the alleged deficiency is removed.

An Amendment to Appendix A2-I(g) and A4-I(g) will now formally reiterate the position that already exists in the agreement between the International Group and Member States, making it clear within the Convention to PSCOs that financial security certificates are compliant if issued to either the shipowner or the Registered Owner. The above amendments will not impact the MLC application process, entities named on Certificates, or the cover that the Club provides.

MEPC 82 HIGHLIGHTS

The Marine Environment Protection Committee (MEPC), 82nd session, met in person at the International Maritime Organization headquarters in London (with hybrid participation) from 30 September to 4 October.

MEPC 82 discussed a range of environmental matters, including proposed mid-term measures for the reduction of greenhouse gas (GHG) emissions from ships, enhancing energy efficiency of shipping, tackling marine litter, ballast water management and underwater noise reduction.

MEPC 82 highlights:

» Tackling climate change - cutting GHG emissions from ships

» Energy efficiency of ships

» Designation of new Emission Control Areas

» Designation of new Particularly Sensitive Sea Area

» Ballast water management

» Addressing marine litter

» Air pollution prevention

» Underwater radiated noise from commercial shipping

» Pollution prevention and response

» Ship recycling.

AMMONIA REQUIREMENT

In light of the evolving regulatory landscape for ammonia as a maritime fuel, and the recent finalisation of the IMO’s draft interim guidelines on ammonia, the International Association of Classification Societies (IACS) has announced the withdrawal of Unified Requirement UR H1, ‘Control of Ammonia Releases in Ammonia

Fuelled Vessels’, ahead of its scheduled implementation date of 1 January 2025.

This ensures alignment with the IMO guidelines and creates a clearer regulatory environment as ammonia use expands within the maritime sector.

The decision to withdraw UR H1 stems from the differences between its safety parameters and those outlined in the IMO Interim Guidelines. The IMO Sub-Committee on Carriage of Cargoes and Containers, at its 10th session, finalised the draft interim guidelines for the safety of ships using ammonia as fuel, with a view to approval by MSC 109.

These guidelines include several differences from IACS’s original UR H1 requirements.

The IMO Interim Guidelines establish a 220ppm threshold for acute exposure, without defining a hazardous concentration, and require preventing direct ammonia release during normal and controllable abnormal scenarios, which may exclude releases from leakages.

Toxic areas have been defined, requiring gas dispersion analysis to demonstrate concentrations do not exceed 220ppm in key locations. An ammonia release mitigation system is required to maintain outlet concentrations below 11 ppm, with alarms for exceedances.

Additionally, alarms must activate at 110ppm with system shutdown at 220ppm, while a visual indication is required at 25ppm near entrances to affected enclosed spaces. These differences could potentially lead to confusion within the maritime industry.

To ensure consistency and reduce the potential for conflicting interpretations, IACS has decided to withdraw UR H1 with a view to publishing a revised version that aligns with the IMO guidelines.

The revised UR, to be published in 2025, will provide a consistent regulatory framework for the safe adoption of ammonia and will provide the necessary safety framework for ammonia-fuelled vessels while aligning with best practices and international guidelines.

KEEPING COMPLIANT

The regulatory landscape is about to get a whole lot more complicated, with the advent of FuelEU Maritime from 1 January 2025. This ambitious framework, focusing on the ‘well-towake’ greenhouse gas (GHG) intensity of vessels trading within Europe, laughs in the face of traditional methods of calculating and tracking emissions, making Excel sheets strictly yesterday’s news, according to digital solutions company Navtor’s Director of Performance Jacob Clausen. However, he says, there may be a simple way to voyage to compliance.

According to Clausen: “The easy way to achieve FuelEU Maritime compliance for your fleet is simple. You don’t do it.

“I’m not suggesting you forget about this incredibly important, although challengingly complex, regulatory framework. That would be damaging to the environment, your finances (with stringent penalties) and business reputation. No, rather that you allow an automated system to take the strain, collecting and validating the necessary data, at the optimal quality standard.

“This could work to deliver not only compliance, but also far greater insights into energy consumption and performance, unlocking green benefits and powerful bottom-line advantages.”

So, what is FuelEU Maritime? In short, the regulations set strict requirements on the annual average GHG intensity of the energy used by ships trading within the EU and the European Economic Area (EEA). This intensity is measured in grams of CO2 equivalent per megajoule (gCO2e/MJ), considering the full “well-to-wake” emissions pathway – instead of the old EU MRV ‘tank-to-wake’ approach. In this respect, it accounts for emissions across the entire lifecycle of the fuel, from extraction, to production, transportation, and usage onboard.

“In addition, there’s a ‘dynamic’ baseline for compliance. The introductory benchmark has been set at 2020’s average well-to-wake intensity, which is 91.16 gCO2e/MJ. However, vessels will have to target a 2% reduction in 2025 (to 89.34 gCO2e/MJ) and aim for a 6% reduction by 2030. It’s an ever-diminishing

emissions slope that tapers down to an 80% cut over the benchmark by 2050.

Now, what are the actual implications of this for shipowners and operators? “Aside from the core strategies your company has to tailor to comply – these will be as individual as your assets and operations – there are a couple of very obvious points to make,” says Clausen. “First, you need to think about this now. Second, you need a system way beyond an Excel sheet. And finally, you have to get the data right, in terms of both what you collect and its quality. Come up short on any of these points and there will be a stiff price to pay.

“Starting at the beginning: legally, compliance with the regulation comes into force on 30 April 2026, at which point 2025’s figures are digested. That seems like plenty of time,” he explains. “But to understand where your fleet performs in terms of GHG intensity you need insights now. Awareness of today’s operational reality informs the action that you take tomorrow, and the action you take then empowers that allimportant compliance.

“What’s more, FuelEU creates a new strategic impetus with regard to buying energy – with new fuel mixes and shore power, for example, moving up the agenda – so you need to plan a route to compliance. The longer you wait, the less options you have (you cannot buy fuel retrospectively), and that lack of flexibility, as every business knows, can be very, very expensive.

“If you’re lucky enough to have a surplus, it also pays dividends to utilise it – through banking or pooling – and if you’re not you can perhaps borrow to avoid penalties. But, again, to get real business value out of this you have to have a strategy to optimise allowances. And strategic planning, of course, comes back to understanding where you are now – which you can no longer do with an Excel sheet.

“Spreadsheets have had their place in their sun. Sophisticated businesses, facing complex regulations, simply can’t rely on traditional methodology to comprehend and navigate the multi-dimensional requirements set by FuelEU Maritime – not to mention EU ETS, CII… the list goes on.

“The scale of data and calculations required opens up wide panoramas for missteps, omissions and human error, with each wrong move potentially setting off a ripple capable of growing into a wave of regulatory pain.

“To gauge your path forward, and truly understand your starting point, an approach based on manual inputs, outdated systems and half hearted ‘box ticking’ simply will not work,” Clausen explains.

And this brings us to data – the foundation which compliance is built upon. “Most importantly of all, you must ensure you collect all the right data,” he says.

“Calculating GHG intensity across the entire lifecycle of a fuel is truly demanding. There’s a vast array of different criteria that have to be satisfied, with data from a multitude of different sources, that must be fit for purpose. Creating systems, and assigning responsibilities to do that, demands in-depth planning and resource allocation.

“Which is absolutely necessary to get true data quality. Even if you have covered the bases and ticked the boxes, will that data be sufficient when it’s passed over to the verifiers? Or to meet your own detailed planning objectives? And what happens if issues are only discovered when all books are closed, and invoices paid – who foots the bill for compliance then?

“Understanding all the elements of compliance is vital to understanding why you don’t want to get tied up in it.

“But why should you when you can let smart shipping take the strain? Advanced digital solutions can take the myriad threads of data needed for FuelEU Maritime and weave them into one simple, satisfying fabric. One you can easily understand and, with that knowledge in place, control.

“Find the right partner and you’ll find approaches that integrate all data within single smart shipping ecosystems and platforms, with automated data collection and reporting (no more Excel), backed by in-system validation, with further secondary validation from domain experts for optimal quality control.

“Those same experts – available

through the best solutions providers – should also be able to take a ‘consultancy’ approach, helping assess the latest industry and regulatory landscape to provide added value to your strategic decision making.

“I’m not suggesting it’s impossible to comply without a third-party digital solution tailored specifically for this task. If you train expert staff, devote resources, further develop IT, and constantly keep up to speed with targets, data and quality control you can do this without assistance.

“But I come back to the point of why would you when you can choose a trusted partner to navigate the landscape for you? A partner that doesn’t just help enable the compliance you, and all your stakeholders, want to see, but also delivers added value through a greater understanding of your energy use and costs, and how to make more informed fuel and performance decisions fleet-wide.

“FuelEU Maritime is complex, and non-compliance carries strict penalties, but it is possible to automate the process and, with smart insights, make it work to your benefit. That can be easy with the right partner onboard.”

SIRE CHALLENGE

Since the Oil Companies International Marine Forum (OCIMF) upgraded its 1993 Ship Inspection Report Programme (SIRE) in September, MRC Shipping, Mantagas and YMN Tanker have signed up, with a number of other tanker owners now trialling the platform.

SIRE 2.0 continues OCIMF’s original purpose and scope, but includes more in-depth reporting on human factors to ensure crew competency, seafarer safety and well-being. The stronger human element means there are now more questions to be answered by both junior and senior officers to ensure they understand equipment and procedures onboard.

Dr Rafet Emek Kurt, a WiseStella co-founder and Director of the Maritime Human Factors Centre at the University of Strathclyde, says: “It’s important not to under-value or over-simplify human factors. Understanding human factors involves recognition of human limitations. And this starts from understanding the cognitive load of seafarers during normal, day-to-day operation so we can better understand how they will react and be relied upon during safety critical procedures.”

Compared with the previous model, SIRE 2.0 is much more complex. Vessel operators and crews need to be prepared to answer questions sourced from a 1,600-page digest; core, recurring questions as well as a variety of other questions tailored to the vessel or specific focus areas.

Inspectors will also interview officers and crew on aspects of their duties that may not be undertaken during the inspection, such as the use and demonstration of life saving and fire-fighting equipment.

“Tanker operators are in a bit of a flux trying to get to grips with the changes and answer the new questions. We can help crews and officers smoothly navigate the process in preparation for vetting inspections. The operators currently trialling the digital platform are finding the WiseSIRE, WiseBSA and WiseHFSA tools particularly useful,” says Kurt. MRC Shipping Safety and Quality

Manager Captain Melisa Özen Tayar explains: “SIRE 2.0 does impact on the workload of our crews, both ashore and onboard, because a lot of the information required to prepare for site inspections actually needs to come from the seafarer on the ship, and they are already overloaded.

“Since we have been using the WiseStella platform, we are finding the time it takes to prepare selfassessment documents and graphs has reduced. It’s a simple process. There is always a WiseStella specialist on hand if we get stuck.”

WiseStella is not simply a document sharing tool, but rather an AI-based digital learning platform that enables collaboration, records and analyses data and feeds back that data for people to take action on them.

“WiseStella is helping to foster a ship/fleet-wide safety culture amongst a diverse crew,” said Captain Anil Ulgay, Marine & HSEQ Superintendent at Mantagas Marine. “The new format and content of SIRE 2.0 is a challenge. We are finding the WiseStella platform invaluable in preparing selfassessments and readying the crew for inspection. It provides guidance on the specific intent of each potential question they will be asked.”

WiseStella is offering tanker operators the platform on one-month free trial basis with full functionality, affirmed Kurt. “At the end of the month, if they are happy and continue we don’t charge them for the first month. If they are not happy, we stop it. But so far, all of the companies that have trialled the platform have continued the subscription.”

WiseStella is a digital platform with a growing number of functional components that includes specific SIRE and TMSA support along with seafarer well-being monitoring. Combined on a shared database, the different functions allow for a company and fleet-wide approach to safety.

DIGITAL REPORTING

Enhanced digital reporting using the voyage reporting tool will empower seafarers to fulfill growing regulatory compliance requirements with ease, navigating the industry’s energy

Navtor Director of Performance Jacob Clausen

transition safely and efficiently, says gas shipping company Anthony Veder.

The company has strengthened its partnership with NAPA, a global provider of maritime software and data services, to expand the use of electronic logbook solutions and ease regulatory reporting.

The joint project between the two companies introduces the functionality of voyage reporting, helping Anthony Veder streamline onboard data collection and fulfill increasingly complex environmental regulatory requirements, thereby contributing to shipping meeting its net zero target.

With the new voyage reporting functionality, NAPA Logbook reduces the administrative burden of regulatory compliance and covers the monitoring systems EU-MRV (Monitoring, Reporting and Verification), and the IMO-DCS (Data Collection System).

The digital platform enables the integration of logbooks with regulatory reporting; data is automatically shared with shoreside teams, via NAPA Fleet Intelligence, as well as with the verifier, in this case DNV Emission Connect, in near real-time.

With type approval from DNV, the platform goes beyond normal electronic logbook systems and can submit data for verification to DNV, as well as other relevant stakeholders in the supply and emissions chain, in a format that meets all requirements. This provides end-to-end compliance support, removes duplication of work and offers invaluable time savings

for crew which would otherwise not be possible.

Björn van de Weerdhof, Commercial and Sustainability Director at Anthony Veder, says: “Being compliant with regulatory reporting is important, but is becoming more and more complex. Without digitisation and automation this would be increasing time spent by our seafaring colleagues. By partnering with NAPA, integrating their digital logbook and through digital solutions and automated entries, we significantly reduced the administrative burden on board so our seafarers can focus on their core duties: operating our vessels in a safe, sustainable, and efficient way for our customers.”

Tommi Vihavainen, Director, Development, NAPA Safety Solutions, adds: “We recognise that crew are already stretched thin and new regulations only add to this challenge by diverting precious time from primary responsibilities. Digitalisation of paper-based processes, using tools like NAPA Logbook, can streamline onboard data collection and reporting to minimise duplication of work, ensure regulatory compliance, meet sustainability goals, and, ultimately, contribute to creating a more satisfying work environment.”

The global maritime industry, and seafarers in particular, are grappling with new ways of working to support shipping’s decarbonisation transition. A recent survey by the International Seafarers Welfare and Assistance Network revealed that 54%

of seafarers reported an increase in their workloads, 44% said they are feeling higher levels of stress and 33% fear potential criminalisation due to complex reporting requirements.

Digital, integrated solutions such as NAPA Logbook, through NAPA Fleet Intelligence, allow teams to tackle these issues by doubling down on automation, thereby minimising errors and saving time, and offering a holistic approach to operational safety and efficiency. By enabling data to be exchanged between systems, teams can enhance situational awareness and make better-informed decisions on critical operational matters and regulatory compliance, with greater speed and accuracy, as the platform also gives a centralised data overview.

Björn van de Weerdhof, Commercial and Sustainability Director, Anthony Veder

Tommi Vihavainen, Director Development, NAPA Safety Solutions

NAPA Logbook system onboard Anthony Veder’s fleet

MONITORING FUEL USE

Fuel selection will be a critical factor for shipping companies to minimise financial exposure under the FuelEU Maritime regime and compliance will depend on reliable monitoring of fuel use and emissions, says OrbitMI.

The NYC-based software-as-aservice company is now providing data-driven tools to effectively navigate the complex regulation together with partner Bureau Veritas (BV).

The latest EU regulation, coming on the heels of the EU ETS, entails new operational challenges as vessel operators must carefully manage and monitor their fuel mix across voyages to optimize compliance and minimise penalties for non-compliance with GHG intensity reduction targets.

OrbitMI CEO Ali Riaz says FuelEU “represents a significant shift in maritime regulations to drive more sustainable fuel solutions, with a whole new level of complexity for shipping operations”.

He continues: “Companies trading in the EU need to understand the regulation and adapt their operations to FuelEU as the clock ticks to

implementation in 2025. Success in this new regulatory environment also requires enhanced cooperation between shipowners, operators and managers.”

Riaz points out that accurate tracking, reporting and verification of fuel use and emissions will become essential for compliance under FuelEU, as well as sharing of realtime voyage data among the various stakeholders to provide visibility for optimal decision-making.

OrbitMI, with BV Marine & Offshore, has enhanced its Orbit vessel performance platform for FuelEU planning and monitoring to optimize operations, while facilitating data management and collaboration for efficient regulatory compliance.

The collaborative platform allows seamless communication between stakeholders to ensure decisions affecting FuelEU compliance are visible to all parties.

By providing visibility into the vessel’s itinerary, position, daily fuel consumption and weather conditions, both the vessel owner and operator can avoid post-voyage surprises and take decisions that minimise or eliminate penalties.

FuelEU is intended to promote uptake of alternative fuels through a penalty system for compliance deficits calculated according to stipulated levels of GHG intensity, based on well-to-wake emissions covering the full fuel lifecycle from extraction to distribution. GHG intensity reduction targets will be progressively increased from 2% starting next year to 80% by 2050.

The regulation also introduces flexible mechanisms for pooling, banking and borrowing of compliance surpluses or deficits to facilitate compliance and thereby avoid the cost of penalties – as well as potential expulsion from trading in the EU for two consecutive years of non-compliance.

Fuel selection is therefore an allimportant factor and boosting the use of biofuels is seen as the most viable option to ease compliance in the short term. Biofuel usage can both curb exposure to penalties and generate profitable surpluses for pooling with non-compliant vessels.

The Orbit platform allows simulations to predict the impact of bunkering decisions on carbon intensity thresholds in pre-fixture planning, and thereby estimate FuelEU exposure and impact by vessel, voyage or fleet. This makes it possible to optimise routes and bunkering strategies to minimise penalties.

Operational decisions can also be monitored during voyages, with post-voyage tracking and reporting to ensure compliance, as well as generation of insights to inform future bunkering decisions.

The platform, with streamlined collection and transmission of compliance data as well as integration with existing systems such as VeriSTAR Green for efficient reporting, is set for further FuelEU upgrades to be rolled out in the near future that will include new features such as pooling management.

“The complexity of new regulations demands innovative data-driven solutions that streamline compliance, optimise operations and drive sustainable practices,” Riaz concludes.

The maritime industry, like many others, is feeling the strain of the unprecedented surge in copper prices. Nick Cowley offers solutions

Nick Cowley President, Cathelco

COPPER PRICE SURGE CONSEQUENCES

Over the past year, copper prices have risen nearly 50%, driven by increasing global demand across industries including renewable energy, electric vehicles, artificial intelligence, and infrastructure development. This price escalation has far-reaching consequences for industries that rely heavily on copper, particularly maritime operations where copper plays a critical role in maintaining vessel performance and efficiency.

At Cathelco, we have witnessed first hand how this surge is impacting our industry. As a leading supplier of anti-fouling and corrosion prevention systems, our products, such as marine growth prevention systems (MGPS) and impressed current cathodic protection (ICCP), depend on copper to prevent biofouling and corrosion. These systems are critical in safeguarding vessels from the build-up of marine organisms and electrochemical damage, which, if left unchecked, could severely impair vessel efficiency and increase operational

costs. However, with rising copper prices, maintaining the effectiveness of these systems has become increasingly costly for shipowners, adding to their operational challenges.

Copper in maritime operations

Copper is indispensable in maritime systems due to its superior conductivity and resistance to corrosion. In MGPS, copper anodes release ions that create an environment unfavourable for marine organisms like barnacles and mussels, preventing their build-up in critical pipework. Similarly, ICCP systems use copper to prevent electrochemical reactions that lead to hull corrosion. These technologies are essential in extending a vessel’s operational life and enhancing fuel efficiency, as biofouling can increase drag, reduce speed, and cause engines to burn more fuel. However, with copper prices climbing, maintaining these systems is becoming more costly. The price surge has led to higher

expenses for spare parts, particularly the copper-intensive anodes that require replacement every three to five years to ensure continuous protection.

These parts are crucial for ensuring vessel efficiency, but the rising costs are putting pressure on shipowners’ budgets.

Beyond that, supply chain issues linked to mine closures, like the one in Panama, are contributing to potential shortages, causing operational delays and complicating maintenance schedules. Long-term planning has become more complex, and shipowners are facing risks of project delays, reduced profitability, and increased repair costs.

The true cost of non-OEM parts

As prices continue to rise, it’s understandable that some operators may be tempted to cut costs by opting for cheaper, non-OEM (original equipment manufacturer) spare parts. On the surface, this may seem like a smart financial decision, but the risks far outweigh the benefits.

Using non-OEM parts can void warranties and, in some cases, damage vital systems. For example, ineffective products can lead to biofouling accumulation and blockages in seawater intake pipes, which compromises the vessel’s cooling systems and ultimately leads to engine damage.

Furthermore, non-compliance with regulatory requirements, such as Article 95 of the EU Biocidal Products Regulation, can result in severe penalties, including fines and operational restrictions. Article 95 mandates that anti-fouling products must come from approved suppliers, and failing to comply could prevent a vessel from sailing in EU waters.

As an approved Article 95 supplier, Cathelco emphasises the importance of using high-quality parts, not just for regulatory compliance, but to protect the long-term efficiency and safety of the vessel. Short-term savings on non-OEM parts can lead to costly consequences down the line.

Despite the volatility in copper prices, Cathelco is committed to supporting our clients in maintaining

the operational efficiency of their vessels. One of the ways we achieve this is through our robust supply chains. By securing long-term contracts with copper suppliers, we ensure a steady supply, even during periods of market instability. This approach mitigates the risk of supply shortages and price fluctuations, allowing our customers to continue operating without disruptions.

To further alleviate the impact of price increases, we’ve implemented strategies to spread price adjustments over time, rather than introducing sudden, significant hikes. This gradual approach helps our clients manage their budgets more effectively, avoiding the shock of unexpected cost spikes.

Our commitment to regulatory compliance is another cornerstone of our approach. All Cathelco systems are designed to comply with EU regulations, ensuring that our customers remain operationally secure and avoid the penalties associated with non-compliance.

By partnering with an Article 95-approved OEM, operators

can protect themselves from the risks posed by inferior products, supply chain disruptions, and operational inefficiencies.

One particularly illustrative example of the importance of using OEM-approved parts comes from our experience with commercial water makers. A client, initially looking to cut costs, considered switching to a cheaper, non-OEM alternative. However, the vessel’s technical team insisted on using our OEM product, knowing that reliability was critical – especially for a vessel operating in harsh North Atlantic conditions.

The water maker is a life-saving piece of equipment for the crew, and its failure could have had catastrophic consequences.

In this case, the technical team understood that the long-term risks far outweighed any short-term savings from non-OEM parts. The same principle applies to anti-fouling systems: maintaining vessel efficiency and operational safety must be the priority.

Innovative solutions

To help our clients navigate the rising cost of copper, Cathelco has developed innovative solutions that complement traditional copper-based systems. One of our latest innovations, the DragGone ultrasonic antifouling system, offers complementary biofouling protection by preventing marine organisms from attaching to the hull.

By preventing the buildup of biofouling, DragGone reduces drag, which can cut fuel consumption by up to 13%. The fuel savings alone allows operators to recoup the cost of copper within six months, making it a highly effective solution for long-term operational efficiency. Additionally, the DragGone system aligns with the International Maritime Organization’s (IMO) decarbonisation goals by reducing fuel consumption and emissions.

DragGone™ also helps prevent the spread of invasive species, which is a growing concern in regions like Australia and California. This non-toxic solution offers a proactive approach to biofouling management, helping

vessels operate more sustainably and efficiently.

Technological differentiators

What sets the DragGone system apart is its use of two key patented technologies: guided wave and heterodyning. Guided wave technology channels ultrasonic energy along the surface of structures like hull plates, providing enhanced protection over a larger area with fewer transducers – reducing maintenance costs and simplifying installation.

Heterodyning technology, which creates multiple ultrasonic frequencies, ensures more comprehensive biofouling protection by targeting a wider range of marine organisms.

These technological innovations not only enhance the system’s efficiency but also significantly reduce the costs associated with hull cleaning and maintenance. By keeping the hull free from biofouling, DragGone ensures that vessels can maintain their hydrodynamic performance, further enhancing fuel efficiency and reducing emissions.

Securing long-term efficiency

As copper prices continue to rise, maritime operators must adopt long-term strategies to mitigate the risks and challenges presented by this volatility. Partnering with OEMs like Cathelco ensures access to high-quality solutions, robust supply chains, and innovative technologies that enhance operational efficiency and sustainability.

While the temptation to cut corners with non-OEM parts may be strong, the long-term risks far outweigh the short-term savings. Now more than ever, it’s crucial to focus on operational efficiency and regulatory compliance – because cutting corners today could mean significant costs tomorrow.

By investing in quality OEMapproved systems and forwardthinking solutions like DragGone, maritime companies can navigate the challenges of a volatile market, reduce costs, and ensure their fleets remain competitive in the years to come.

Wind power provides one of the oldest methods of propulsion in the shipping industry – but today’s state-of-the-art solutions provide not just sustainability, but also compliance with new regulations

ANSWERS BLOWING IN THE WIND

Bureau Veritas Marine & Offshore (BV), recently announced the publication of the Wind Propulsion Technology Report, which details the technology systems that are available, their viability, as well as the various challenges that inhibit the adoption of wind propulsion systems at scale.

The report underscores the significant growth potential within the sector and the important role that wind propulsion technologies will play in the shipping industry’s decarbonisation transition. With safety measures representing a clear concern for widespread adoption of the technology, BV already leads the space in developing Rules for wind propulsion (NR 206 wind propulsion system) and notations (Wind Propulsion-1 and Wind Propulsion-2). Also, joint industry projects such as WISP3 are working to develop standardisation of performance predictions to provide assurance to shipowners and operators that wind propulsion systems won’t impact vessel’s performance.

As owners and operators seek alternatives to reduce their carbon emissions and comply with current regulations, the report emphasises the need for international regulatory bodies to recognise and support wind propulsion as a credible means of reducing carbon emissions.

However, the International Maritime Organization (IMO) has yet to define specific regulations or guidelines on the use of wind propulsion systems on ships. Installation and operation of wind propulsion systems remains subject to the same rules and regulations as engine-based propulsions systems, which means that there is a lack of clarity surrounding wind propulsion technologies contribution to reducing carbon emissions on ships.

This inconsistency represents a significant barrier to integrating wind propulsion technology at scale, as owners and operators are not provided with the clarity or assurance that investment in

Wind-assisted propulsion from Bound4blue

such systems will contribute to their compliance efforts.

Aude Leblanc, Technology LeaderSustainable Shipping, Bureau Veritas Marine and Offshore, says: “Current international regulations do not cater for propulsion systems that don’t burn fuels. The inclusion of wind propulsion in FuelEU Maritime is an important step in recognising wind propulsion technologies as a form of propulsion.

“However, without international regulation, there is little incentive for industry actors to invest in wind propulsion technology. Collaboration between industry players and regulatory bodies is crucial for the advancement of this technology.

Pierre de Chateau Thierry, Vice President - Commercial and Chief Commercial Officer, at Bureau Veritas Marine and Offshore, adds: “We’re excited to launch this report and spark meaningful discussions that we hope will support the adoption of wind propulsion technologies. The maritime industry has made significant strides in adopting new technologies to reduce emissions, and wind propulsion holds great promise.

“At Bureau Veritas, we’re committed to facilitating this transition as industry continues its decarbonisation journey.”

VESSEL IN PROGRESS

BIMCO’s Windseacon project is making steady progress in developing a time charterparty for supply of a vessel for the purpose of transportation and installation of offshore wind turbine generators, the organisation says.

Pernille Korsager, chair of the Windseacon Subcommittee, talked about the upcoming contract at the Windseacon meeting recently.

Windseacon is a BIMCO initiative to create a comprehensive global standard contract for the transport and installation of wind turbines in offshore wind farms. The project aims to address the unique challenges and needs of the offshore wind industry, which is growing rapidly as a result of the global demand for more renewable sources of energy and the need for decarbonisation.

The project is led by a BIMCO subcommittee comprised of industry experts, representing various sectors including developers, vessel suppliers, turbine manufacturers, lawyers, and P&I clubs. The subcommittee is supported by a large sounding board of key market players, who will provide feedback and input throughout the drafting process.

By providing a balanced and commercially viable standard contractual framework, Windseacon will make legal and commercial negotiations more effective and efficient, and reduce the risks and uncertainties involved in offshore wind projects. Windseacon will also reflect the collaborative spirit and the best practices of the industry stakeholders, and establish a solid foundation for the continuous evolution and growth of the offshore renewables sector.

BOUND4BLUE BOOST

Bound4blue has consolidated its position at the forefront of shipping’s revolution with a landmark contract with Maersk Tankers. The agreement is the largest wind-assisted propulsion system (WAPS) agreement for bound4blue to date, with 20 of the company’s type approved eSAIL® suction sails to be installed on five MR tankers in 2025 and 2026.

Maersk Tankers identified the eSAIL® as a solution of choice in

partnership with green technology catalyst Njord, who assessed and evaluated a broad range wind-assisted propulsion systems to ensure optimal environmental and commercial impact on the target project vessels and their expected future trading.

The autonomous eSAILs® work by dragging air across an aerodynamic surface to generate lift and exceptional propulsive efficiency, reducing fuel consumption, OPEX and emissions.

Four of the turnkey units will be installed on the Maersk Tankers vessels – The Maersk Tacoma, Maersk Tampa, Maersk Tangier, Maersk Teesport, and Maersk Tokyo – and are expected to deliver doubledigit percentage reductions in fuel consumption and CO2 emissions per vessel.

José Miguel Bermúdez, CEO and Co-founder at bound4blue, describes the order as a “key milestone”, adding: “The trust Maersk Tankers has placed in our technology reinforces the proven capabilities of our solution in reducing fuel consumption and emissions, while contributing to CII and FuelEU regulatory compliance.

“Designed to operate safely in challenging conditions, our system is particularly well-suited for safe, high performing and costefficient operation on tankers. We’re excited to work alongside Maersk Tankers as they progress in their decarbonisation efforts.”

Collaboration between industry players and regulatory bodies is crucial for the advancement of this technology

Aude Leblanc, Technology Leader - Sustainable Shipping, Bureau Veritas Marine and Offshore

Pierre de Chateau Thierry, Vice PresidentCommercial and Chief Commercial Officer, at Bureau Veritas Marine and Offshor

EVENTS 2024-25

Managing CII

21-22 January 2025

London

rina.org.uk/events

9th Green Shipping Summit 2025

28-29 January 2025

Rotterdam wisdomevents.net/gss

Breakbulk Middle East 10-11 February 2025

Dubai middleeast.breakbulk.com

Maritime Decarbonisation Conference Asia 2-3 April 2025

Singapore

rivieramm.com/events/events/maritimedecarbonisation-conference-asia-2025

CMA Shipping 1-3 April 2025

Stamford cmashippingevent.com

6th International Conference on Smart and Green Technology for shipping and maritime industries (SMATECH 2025)

24-25 April 2025

Sutton, UK

asranet.co.uk/conference

Argus Europe Carbon 12-14 May 2025

Nice argusmedia.com/en/events/conferences/ europe-carbon-conference

Breakbulk Europe 13-15 May 2025

Rotterdam Ahoy europe.breakbulk.com

Nor Shipping 2025

2-6 June 2025

Oslo maritimeindustries.org/events/ all-events/nor-shipping2025?occurrenceID=285

GreenTech 2025 9-11 June 2025

New Orleans green-marine.org/greentech/

TOC Europe 17-19 June 2025

Rotterdam Ahoy tocevents-europe.com/en/home.html

Breakbulk Americas 15-17 October 2025

Houston americas.breakbulk.com

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