Tag: future

  • Laskaridis Shipping Co. LTD., CARES and Metis to find realistic pathways to shipping’s low carbon future

    Laskaridis Shipping Co. LTD., CARES and Metis to find realistic pathways to shipping’s low carbon future

    A research project which brings together The Cambridge Centre for Advanced Research and Education in Singapore (CARES), Laskaridis Shipping Co. Ltd., and Metis will evaluate the real impacts of the fuels offered to solve shipping’s decarbonization dilemma.

    The International Maritime Organization’s strategy for greenhouse gases aims at ships reaching net-zero GHG emissions by around 2050 and ensuring uptake of near-zero GHG fuels by 2030. However, reliable real-world data regarding the impact of different low-carbon fuels is elusive.

    The three-way collaboration will make high frequency data captured by analytics and performance evaluation specialist Metis from the Laskaridis Shipping Co. LTD. in-service bulk carrier ICARUS available to CARES.

    With funding from Singapore’s National Research Foundation, data scientists at CARES have developed tools to model ship lifecycle pathways towards decarbonization. These include the lowcarbonship.com online calculator, which helps users compare vessel performance across a range of fuel and decarbonisation options, including Heavy Fuel Oil, on-board carbon capture and others.

    Professor Nondas Mastorakos from CARES said: “We are fortunate to collaborate with Metis and Laskaridis Shipping Co. LTD., who have kindly agreed to give us fuel consumption, weather and routing information. This will allow us to apply our modelling tools and provide “what if?” answers based on realistic data. In this way, effective decarbonization strategies can be developed quickly.”

    Integrating individual vessel characteristics such as weight, volume and cargo displacement into the modelling, as well as energy consumption and emissions data, generates realistic inputs to develop an accurate picture of a ship’s future performance across a range of fuel options. The collaboration will create an invaluable database for projecting ship CO2 reductions, based on a granular analysis that goes far beyond estimates based on average fuel consumption and routing.

    The Laskaridis vessel ICARUS

    “The maritime sector is considering many decarbonisation options to reduce its environmental footprint,” said Panos Theodossopoulos, Chief Executive Officer, Metis. “However, no single option is emerging as a clear winner. Consensus suggests that shipping’s carbon neutral future will rely on a range of alternative fuels, supply chains and technologies.

    “This research provides key examples of the way digitalization and advanced analytics will help ship owners develop successful pathways towards decarbonization which balance their commercial and sustainability imperatives.”

    Laskaridis Shipping Co. LTD. has prioritized investing in digitalization and data analytics in order to achieve greater ship efficiency and measurable progress towards decarbonization across its fleet.

    Nikolaos Tsoulakos, Innovation & Technology Manager of Laskaridis Shipping Co. LTD, emphasized: “The high-frequency data collection systems installed on our vessels serve as the foundation for harnessing the potential of AI. Through collaboration with CARES and Metis on this initiative, our aim is to contribute to the scientific community by sharing data and providing valuable insights to the maritime sector through data analysis and performance analytics. Our objective is to achieve operational excellence, reduce the carbon footprint, and advocate for the widespread adoption of digitalization among maritime enterprises.”

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  • Navigating the future in Cruise together: Ship Management Group (SMG), Powered by OSM Thome

    Navigating the future in Cruise together: Ship Management Group (SMG), Powered by OSM Thome


    In a significant move set to redefine the landscape of cruise management, OSM Thome and Ship Management Group (“SMG”) have formally announced their intention to start a strategic cooperation. The signing of a Letter of Intent (LOI) marks the beginning of this exciting venture, focusing on the Cruise and River management sectors.

    Under this LOI, OSM Thome and SMG have agreed to explore collaborative opportunities in the cruise business across various domains, including technical management, crewing, travel, insurance, project management, and procurement services. This partnership aims to leverage the combined expertise and resources of both entities to deliver unparalleled value and innovation.

    Strategic Vision and Commitment

    Our Vision: Redefine maritime service excellence in the cruise, river, and offshore accommodation markets, via our commitment to innovation and quality enabling a value to our customers across the globe.

    OSM Thome and SMG – navigating the future of cruise together

    Our Strategy: Deliver to our customers comprehensive, efficient, and innovative solutions tailored to the unique needs of the cruise markets.

    Our Commitment: Excellence and Innovation

    “This strategic alliance with SMG represents an important step in OSM Thome’s commitment to expanding our service offerings into the Cruise sectors,” said Finn Amund Norbye, CEO, OSM Thome. “Together, we are set to introduce a new paradigm in maritime management, blending our robust capabilities with SMG’s innovative approaches to cater to niche markets effectively.”

    Echoing this sentiment, Jim Barreiro de Leon, Founder and CEO of SMG, stated, “Joining forces with OSM Thome aligns perfectly with our vision to redefine passenger ship management. Our collaboration will not only enhance our service spectrum but also foster a culture of innovation and excellence in the maritime industry.”
    Source: OSM Thome



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  • Future fuels A to Z – 19 best picks on future marine fuel technology

    Future fuels A to Z – 19 best picks on future marine fuel technology


    From ammonia to zero-emission energy distribution, here is a rundown of the 19 best picks on marine future fuel technology. It’s your quick guide to information to help you comply with regulations, save money and hit your decarbonisation targets. All the alternative fuels knowledge you need in one place.

    A – Ammonia

    Ammonia, a compound of nitrogen and hydrogen, is produced by bacteria in soil and through the decomposition of organic matter. A common sight across a variety of industries, ammonia as a fuel emits no CO2 when combusted and can be carbon free when it’s made using renewable energy. Though precautions must be taken when storing and handling it onboard ships, engines that use ammonia for fuel are at a very advanced stage of development.

    Get answers to your top questions about this promising future marine fuel in Ammonia as marine fuel? It is easier if you do it smart. The article explores the many sides of using ammonia as a marine fuel and provides insights on how to do it smart.

    B – Biofuels

    Produced from renewable biomass like vegetable oils, animal waste and crop residues, marine biofuels come in both liquid and gaseous forms, and offer an interesting alternative to fossil fuels for the maritime industry.

    What is biofuel, where does it come from, how is it made and what do you need to think about before starting to use it? Find out by reading No more mysteries about marine biofuels – your top six questions answered.

    C – Conversion

    Fuel conversion refers to the process of adapting vessel engines and their associated fuel storage and supply systems to use a fuel other than the one they were originally designed for. With CII now in force, conversion is one way to avoid stranded assets and gain the flexibility to adopt future fuels quickly and easily.

    Fuel conversions for ship engines offer immediate benefits in terms of carbon, SOx and NOx reductions.

    Did you know that vessels powered by 2-stroke engines account for 80% of the global maritime fleet’s total emissions? Help is at hand in the form of The Wärtsilä 2-Stroke Future Fuels Conversion Platform – A fuel-proof way to gear up for decarbonisation. With this platform you can ensure regulatory compliance and get your vessel ready for fuel blends and eventually future fuels such as green ammonia and green hydrogen.

    D – Decarbonisation

    In maritime decarbonisation the biggest challenge and opportunity is fuel – the future sustainable fuels to power global shipping and the global actions that need to be taken to scale their production and infrastructure. Sustainable maritime fuel is one of the topics covered in the blockbuster eBook: 50 great ways the maritime industry could reduce its greenhouse gas emissions. The eBook is your go-to guide when looking for inspiration on how to cut the greenhouse gas emissions of your vessels.

    A great first step to determining where you stand from the perspective of CII is to download the white paper: Discover the real CII status of your vessels – and how to improve it. And if it turns out that you own a vessel that is, or soon will be, in CII category C, D or E, Decarbonisation Services from Wärtsilä can help you find the optimal pathway to decarbonise your operations.

    To kick-start your thinking about what might be the right decarbonisation solutions for your operational profile and business case, check out these 3 simple steps to a low-carb vessel diet. The good news is that Wärtsilä Decarbonisation Services can help with them all.

    E – Environment

    Are future fuels better for the environment? All future marine fuels – LNG, ammonia, biofuels, methanol and hydrogen, to name the main contenders – reduce carbon emissions from shipping. How environmentally friendly they are depends on how they are produced. A lifecycle approach to ship-generated emissions takes the entire value chain of the energy source “from well to wake” into account. This includes the energy related to production and logistics of the fuel in addition to the emissions created by combustion onboard.

    Colours are used to denote the sustainability of different production routes. For example:

    • Hydrogen can be grey, blue, green or even pink

    • Ammonia can be grey, blue or green

    • Methanol can be green, grey, brown or blue

    F – Future fuels development

    New future fuels in shipping are being developed all the time. They include bio and synthetic liquefied natural gas (LNG) as well as ammonia, methanol, hydrogen and biofuels. There is also a wide range of engine and fuel gas supply systems under development to help you navigate the route to reduced greenhouse gas emissions – whatever fuel you choose.

    You’ll find a comprehensive overview of the current state of future fuels in the marine industry and the three key elements to success in this wide-ranging, research-backed report: Sustainable fuels for shipping by 2050 – the 3 key elements of success. The report reveals the key actions that need to be taken now to make sustainable shipping a reality by 2050.

    G – Green corridors

    Green shipping corridors link ports that support zero-emission fuels and they are showing great potential as a way to accelerate maritime decarbonisation. They are routes where the economic, logistical and political conditions are favourable to zero-emission shipping.

    Five important facts you might not know about green shipping corridors explains how these routes are a key solution to securing clean fuel for your vessels.

    H – Hydrogen as a marine fuel

    Hydrogen, the simplest element, sits at the beginning of the periodic table and is commonly utilised in its gaseous form H2. It has sent crews and cargo into space and today is used to power cars and other land-based vehicles. But could hydrogen be the fuel for the future of shipping? Liquefied hydrogen has already been transported by ship, but not used as a fuel onboard. What are its pros and cons, and what is the status of marine hydrogen engine technology?

    If you’re curious about the current state of play and future outlook, Hydrogen – Fuel for thought in our Q&A has everything you need to know.

    Find alternative fuels knowledge here:

    • Methanex, the world’s largest producer and supplier of methanol, has published a great guide to how methanol is made and used.

    • This article – Methanol as marine fuel – is it the solution you are looking for? – answers many important questions about methanol.

    • If you’re curious about ammonia, the European Maritime Safety Agency has published a report on the potential of ammonia as fuel in shipping.

    • Hungry for even more knowledge on ammonia? Then check out Ammonia as marine fuel? It is easier if you do it smart.

    L – LNG

    Liquefied natural gas (LNG) is natural gas that has been cooled down to -162ºC (-260ºF). Cooling the gas reduces its volume significantly, making it easier and safer to transport and store. Today LNG is a well-established maritime fuel that has been adopted across a variety of vessel segments. No surprise given that it can help you reduce greenhouse gas emissions significantly and provides an excellent platform for other future fuel options too. Why is it such an attractive prospect, and how is the critical issue of methane slip being addressed?

    For answers, look no further than LNG – Fuel for thought in our deep-dive Q&A, which will help you to weigh up what LNG has to offer and what you need to take into account when considering it as an option.
    One of the challenges with LNG is methane slip – the small amount of the fuel that doesn’t burn in the engine and escapes with the exhaust gases instead. How to be smarter about methane slip – right now will help you discover simple solutions that can bring results quickly.

    M – Methanol as marine fuel

    Methanol is the simplest alcohol and a chemical building block for everything from plastics and paints to building materials. So what makes this biodegradable alcohol one of the top alternative fuels that vessels could use in future? And how might its role as a fuel of the future develop?

    Head on over to Methanol as marine fuel – is it the solution you are looking for? to learn the answers to these questions – and many more.

    The white paper 4 clear examples – proof that methanol could really work for your vessel reveals four real-life examples of how operators are already using methanol to solve their challenges, and how you can start using it to reduce emissions immediately.

    N – NOx

    NOx is short for the nitrogen oxides N2O, NO, N2O3, NO2 and NO3. These are chemical compounds of oxygen and nitrogen that are formed when fuel and organic matter are combusted at high temperature. You can find out more about NOx and their harmful effects from the NOx Fund website.

    Some interesting facts on NOx and future fuels:

    • According to DNV, using LNG can reduce NOx emissions by 20–80% depending on the engine technology.

    • When burning ammonia as a marine fuel, technology like Wärtsilä’s NOx reducer (NOR) can be used to capture NOx emissions.

    • Biofuels like fatty acid methyl ester (FAME), also known as biodiesel, can generate around 10–12% higher NOx emissions than fossil distillate fuels.

    P – Poseidon Principles

    The Poseidon Principles is an initiative that aims to establish a framework for assessing and sharing the carbon footprint of ship finance portfolios. There are currently around 30 leading banks signed up, with many more expected to follow. If you’re looking to invest in new shipping assets, getting the finance to build them could be easier if they’re designed to be more environmentally friendly.

    Maritime regulations and opportunities in 2023 – your keys to success tells you why fortune favours the brave when it comes to decarbonisation.

    R – Renewable

    Which future fuels are renewable?

    Renewable fuels are produced from renewable resources. For example, biofuels produced from vegetable oil, methanol produced using clean energy, hydrogen produced using renewable processes and synthetic fuels (electrofuels, or eFuels for short) produced from captured carbon dioxide and water. Wikipedia has a useful roundup on the subject.

    S – Synthetic fuels (eFuels)

    eFuels are part of a wide range of new future fuels in shipping that are being developed all the time. You can learn more about them on the eFuel Alliance website.

    V – Volumetric efficiency

    When you’re weighing up your future fuel options, volumetric efficiency is an important consideration. It’s defined as the ratio of the mass density of the air-fuel mixture drawn into the cylinder at atmospheric pressure to the mass density of the same volume of air in the intake manifold.

    Essentially, the lower the volumetric efficiency, the more fuel you’re going to need to store and use onboard to do the same amount of work. Ammonia, for example, has a lower volumetric efficiency than LNG.

    W – Wärtsilä methanol engines

    Are you considering methanol as a future fuel for your new or existing vessels? An engine that’s been built from the ground up to run on methanol is a sure-fire way to get the most from this increasingly popular option on the future transport fuels menu. Learn how methanol engines give you the power to achieve carbon neutrality.

    You can also watch the webinar Wärtsilä 32 methanol – The power to reach carbon-neutral for an overview of methanol as a maritime fuel and a deep dive into the nuts and bolts of the new engine.

    Z – ZEEDS

    The Zero Emission Energy Distribution at Sea (ZEEDS) initiative is leading the way towards a cleaner and more sustainable future for the shipping industry. The initiative includes companies such as Wärtsilä, Aker Solutions, DFDS, Grieg Star and Kvaerner.
    The ZEEDS partners imagine that the infrastructure of the future is composed of fuel hubs where wind turbines would be used to produce hydrogen from water, and ammonia would be made from hydrogen and nitrogen extracted from the air. The ZEEDS concept was initially modelled for the North Sea and Baltics, where some of the busiest shipping corridors are located and where the development of renewables is already highly advanced.
    Source: Wartsila



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  • Navigating the EU ETS, its extension to shipping and the future of ETS 2


    Global law firm Reed Smith hosted a Carbon Markets event on the European Union Emissions Trading System, in which a panel of regulatory, environmental, and shipping lawyers delved into compliance, emission allowances, the extension to maritime, and the next phase – ETS 2.

    A packed audience joined to hear the views of transportation partner Nick Austin, environment health and safety counsel Julie Vaughan, and energy partner Brett Hillis. Panel moderator and Reed Smith partner Simone Goligorsky introduced the first topic of the EU ETS and how it works.

    EU ETS and how it works

    Vaughan explained: “The EU ETS operates as a cap-and-trade mechanism. A finite number of emission allowances are issued each year, and the total made available reduces year on year. There is a list of specific industry sectors whose members are required to participate in the scheme. They must obtain enough EU ETS allowances each year to cover the tonnes of carbon dioxide emitted from facilities that they operate in the EU. Allowances may be obtained at Member State government auctions or can be purchased on the carbon markets, since EU ETS allowances are tradeable assets, and they are also subject to financial regulation.

    “EU ETS operators must each have an operator account at the EU ETS Registry. On the annual surrender date, there must be sufficient allowances in the account for the operator to meet its compliance obligations. Operators must also have a greenhouse gas permit for each facility within scope of the scheme. Stringent regulations govern the reporting of emissions data and require those reports to be independently verified. The system employs checks and balances to secure the Registry against fraudulent transfers and regulate government auctions.

    “There are sanctions for operators who fail to comply. Each Member State can impose an excess emissions penalty and will have its own national set of enforcement provisions. The stringent rules surrounding compliance set it apart from more lenient rules found in voluntary markets.”

    Emission Allowances bought and sold in secondary markets

    The panel moved on to address the use of auctions for obtaining Emission Allowances (EUAs) and how they are bought and sold in the secondary markets.

    Hillis explained: “The EU ETS utilises auctions as the primary means of obtaining EUAs, complemented by a secondary market for buying and selling. The auctions, conducted by the European Energy Exchange (EEX) on behalf of member states, are distinct for various sectors such as traditional facilities, aviation, and maritime. Specific eligibility rules govern participation, restricting it to entities with a compliance obligation covered by the auction as well as EU credit institutions and investment firms. Notably, third-country investment firms and banks are typically excluded from direct participation in these auctions.”

    Hillis discussed trends in the EU towards limiting the ability of third country entities to open trading accounts in the EU registry: “There are now far fewer countries in which third country entities without a compliance obligation can open a trading account in the EU registry,” he said.

    Introduction of EU ETS to the maritime sector

    The conversation turned to the maritime industry and the introduction of the trading scheme to this sector.

    Austin, who acts for shipowners, operators, and charterers, said: “It’s a brave new world for the maritime sector. Obviously, the EU ETS has been around for many years in other industries but it’s new to shipping from this year, with the recent inclusion of shipping in the EU ETS since January 1st. This is bringing with it significant implications as the EU continues to unveil new details, rules, and regulations on a regular basis.

    “Presently, the EU ETS covers ships of over 5000 tons, placing obligations on entities known as ‘shipping companies’ – In the coming weeks, these companies will need to set up a “maritime operator holding account” to comply with the evolving framework. The key responsibility lies in surrendering allowances corresponding to carbon emissions by September 30 each year, with verification required in the preceding March.

    “There are no free allowances being made available but instead a phase-in has been offered on the allowances that need to be surrendered. For 2024, it is 40% only of those emissions from intra EU voyages, and 20% from an EU port to a non-EU port or vice versa. Over time, these percentages will increase to 100% of emissions.

    “The scheme will also start tightening in terms of the vessels covered, including to offshore vessels. And the commercial consequences are significant – there are various estimates flying around of the additional cost to the industry of ETS – some have said it could be up to $100,000 for a US Gulf Coast to EU round trip in the tanker sector. Cruise ships will be hit particularly hard because their energy consumptions needs tend to mean higher emissions.

    “There are significant implications for the chartering market – how does it all work in the complex contractual structures and who is going to pay?”

    “EU ETS 2 is going to dwarf the size of the current system”

    In addition to expanding the scope of regulations to take in the maritime sector, last year legislation was passed introducing the next phase of the EU ETS extension.

    Vaughan who specialises in environmental law, explained: “The upcoming bolt-on “EU ETS 2” is going to dwarf the size of the current system due to its broader spread of activities. EU ETS 2 will start out as a parallel but separate system in order to avoid disrupting the stability of the existing EU ETS market. EU ETS 2 is however not scheduled to go live until 2027 and could be delayed to 2028.

    “The primary distinction lies in the sectors it encompasses. EU ETS 2 addresses emissions from combustion of fuel supplied for road transport and for heating buildings, including commercial facilities, manufacturing, and other business operations not previously covered. Given the impracticality of enforcing this against individual vehicle operators and building owners, the onus is being placed instead on businesses which dispense the fuel to buy and surrender the allowances – i.e., suppliers of gas for heating in housing, terminal operators and refineries. The categories are aligned with the entities who are required to pay fuel duty. Those entities are then entitled to pass the cost of the allowances on to their customers who purchase the fuel.”
    Source: Reed Smith



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  • New Research Reveals Financiers’ Beliefs And Behaviours On Shipping’s Transition To A Low Carbon Future

    New Research Reveals Financiers’ Beliefs And Behaviours On Shipping’s Transition To A Low Carbon Future


    A new research paper published in Journal of Environmental Innovation and Societal Transitions by researchers from the UCL Energy Institute explores the role ship financiers can play in shipping’s transition to zero emission fuels. Using a novel theoretical framework which categorises financiers into five enabling or disabling categories, it finds that most expressed an ambition to support incumbent shipowners (as Loyal Enablers) in the transition, but this is mainly due to the importance of their existing corporate relationships. With this financing approach, they place the responsibility of the energy transition with the shipowner. This could lead to further technology lock-in and risks of stranded assets as exemplified by some of the banks support of LNG fuelled ships, which has been previously shown to lead to a significant risk of asset stranding.

    Marie Fricaudet, PhD at UCL Energy Institute said “Our analysis showed that banks’ beliefs and behaviour are not all black or white: on the one hand, the overwhelming majority of our interviewees showed some awareness of the upcoming transition to low-carbon shipping and are keen to play a supportive role in it. On the other hand, they are showing limited awareness of the need for future reduction in fossil fuel cargo transportation, a crucial element for meeting the goals of the Paris Agreement. Furthermore, many of them are showing strong trust in the opinions of their existing client shipowners. Whether this is a winning bet obviously depends on whether those will make the right decisions as the transitions unfold.”

    While the majority of financiers expressed an ambition to play a ‘Loyal Enabler’ role, a second type of financier – the ‘Redirecting Enabler’ also emerged from the interviews with niche shipowners receiving funding from institutional investors. Given that the majority of shipping is financed through traditional bank debt and institutional investors form a tiny share of financing, it implies that niche shipowners will not represent a large proportion of the fleet, but as first movers, they can put pressure on incumbent shipowners and de-risk technologies that conservative shipowners are unwilling to be exposed to.

    Dr Sophia Parker, co-author of the paper said: “This work characterises the wide range of financing behaviours observed in other sectors which are more mature in their transition to low/zero-carbon assets like the utility sector. Our work finds that currently, most ship financiers are loyal to their customer base but are placing pressure on them to have an energy transition plan. While this is a positive step, it still places the responsibility for investing in low/zero-carbon assets with the shipowner. This makes ship financiers vulnerable to shipowners’ fuel decisions and could lock financiers into assets which become stranded later on if they can’t competitively transition their ships from running on fossil fuels. As there is more clarity on which low/zero carbon fuels will dominate and financiers/owners need to meet more stringent climate commitments and regulations, we may see a reshuffle of capital towards those clients that have credible transition plans.”

    The financiers mostly believe shipping of fossil fuel cargo (coal, oil and gas) will not decrease significantly in the near future, and therefore don’t expect demand-side stranded asset risks to materialise. They also believe the risk that the ships they have financed will be stranded is limited. With this mindset, the shipping sector could find itself in a similar situation to the German utility sector where the risks and opportunities of renewable technologies were ignored, and consequently the sector faced significant premature devaluations/write-downs.

    Dr Nishatabbas Rehmatulla, Principal Research Fellow at UCL Energy Institute said “To align with the recently agreed UN IMO GHG strategy and 1.5oC temperature goals, the shipping sector needs to transition to zero emission fuels as soon as possible. The drivers of the transition in the emergence phase include financiers, demand side actors and national action. Whilst financiers in the sector have taken early steps e.g. through Poseidon Principles – aligning portfolios to downward CO2 trajectories (though only in line with IMO targets and not 1.5oC trajectories) this is at times at odds with their beliefs and behaviours in what they are financing.”

    While financiers and shipowners should assess the climate risk of their portfolio and ensure that the ships in their portfolio are climate resilient and financiers’ clients have a credible transition plan, there are limitations on how much the industry can drive the transition without more stringent climate policy. Several European banks highlighted that regulation of financial reporting and capital requirements were needed for banks to fully play their Loyal Enabler role, as the market competition between banks was preventing them from fully incentivising greener technologies. This highlights the potential, but also the limits, of voluntary initiatives from financiers to promote green investments. Furthermore, pilot projects undertaken by commercial banks were in collaboration with the public funding, underlining the importance of the role of the state or international finance institutions in sharing financing risk through loan guarantees or other financing support.
    Source: UCL Energy Institute



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  • Training seafarers for a decarbonized future

    Training seafarers for a decarbonized future


    A new training project will prepare seafarers for zero or near-zero emission ships, helping the global shipping industry decarbonize and ensure a just transition for seafarers.

    Research commissioned by the Maritime Just Transition Task Force identified that 800,000 seafarers may require additional training by the mid-2030s in order to operate vessels run on zero or near zero emission fuels.

    With seafarers at the core of the shipping industry, this training is vital to ensure a successful and just transition to a new shipping landscape. The training framework, funded through the International Maritime Organization (IMO) and Lloyd’s Register Foundation, will equip seafarers with skills in decarbonization, and provide guidance for trainers and the industry.

    The project is being announced at the 2023 UN Climate Change Conference (COP 28), meeting in Dubai, United Arab Emirates, from 30 November to 12 December 2023.

    Stephen Cotton, General Secretary of the International Transport Workers’ Federation, explains: “Seafarers are at the heart of the just transition needed in the shipping industry, and training the current and future workforce is crucial to ensure that workers’ expertise is front and centre as the industry transitions and decarbonizes. We have heard the message loud and clear from seafarers around the world, they are ready to lead, they are ready to shape the training frameworks for the zero carbon fuels of the future.”

    Preparing the entire shipping industry for the green transition is essential. The 2023 IMO Strategy on Reduction of GHG Emissions from Ships sets a common ambition to reach net-zero GHG emissions from international shipping by or around 2050 (taking into account different national circumstances); and a commitment to ensure an uptake of zero or near-zero GHG emission technologies, fuels and/or energy sources to represent at least 5%, striving for 10%, of the energy used by international shipping, by 2030.

    Kitack Lim, Secretary General of the International Maritime Organization, said: “The milestone adoption by IMO of the 2023 Strategy on the Reduction of Greenhouse Gas Emissions from Shipping shows the member States’ clear commitment to transitioning the shipping industry to a decarbonized future. To do this, we need to ensure no one is left behind and we need to commit to training the workforce so that they are ready. This collaborative project will help ensure a successful and equitable transition, harnessing the collective strength of the global maritime community.”

    ‘Dream bigger’ by Kendall Bernardo
    Part of the ‘Still at Sea’ photographic archive
    Credit: ITF Seafarers Trust

    Ensuring a safe working environment for seafarers, as well as the effective management and operation of future technologies is at the heart of this project. The need for dedicated training has been identified by IMO and social partners. IMO is comprehensively reviewing and revising its key treaty for seafarer training, the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), with input from industry, and seafarers’ unions.

    Ruth Boumphrey, CEO of Lloyd’s Register Foundation, comments: “Moving towards a low-emission future will require new green jobs and reskilling, and the global maritime industry is no different. Future alternative fuel technologies, such as hydrogen, ammonia and methanol, means there is a vital need to up-skill all seafarers. That’s why the work of the Maritime Just Transition Taskforce and its latest training framework is essential to ensuring seafarers have the right training and skills to work in a safe environment. It puts seafarers and communities at the heart of the solution as the industry works towards achieving its target for net zero emissions for shipping by 2050.”

    The project will be run by IMO and the Maritime Just Transition Task Force Secretariat. Lloyd’s Register will develop the training framework for seafarers and officers, as well as an instructor handbook for maritime training institutions. The World Maritime University (WMU), an IMO global research, education and training institute based in Malmö, Sweden, will provide academic expertise. A large number of organisations are involved through a global industry peer learning group, which will provide important knowledge-sharing.

    Once developed, the Baseline Training Framework for Seafarers in Decarbonization will be first tested out in Asia through a programme led by WMU, with support from the IMO Maritime Technology Cooperation Centre (MTCC) Asia and other partners. Training materials will be developed for all seafarers and for officers. The aim is to then expand testing of the package globally with all the established MTCCs and other appropriate organisations.

    Guy Platten, Secretary General of the International Chamber of Shipping, said: “2030 is just around the corner and we cannot be complacent about the needs of our seafarers and the appropriate training being in place to support them during our transitioning sector. Without our people we have no industry so seafarers should always be at the forefront of every decision. As we move forward into Phase II of the Maritime Just Transition programme, we must now all continue to work together and further build on the strong relationships formed in Phase I to ensure that our seafarers have the training they need.”

    This package will be available to IMO Member States, for potential use by maritime education and training (MET) institutes to develop their programmes, as appropriate. A ‘train the trainer’ programme will also be developed to assist METs further.

    Sturla Henriksen, Special Advisor Ocean of the United Nations Global Compact, adds: “Decarbonizing shipping is essential to combat the climate crisis. The global nature of this transition means that no one is alone in tackling this issue and the Maritime Just Transition Task Force is committed to providing resources to support stakeholders making this journey.”

    The Maritime Just Transition Task Force was formed at COP 26 in 2021 by the International Chamber of Shipping (ICS), the International Transport Workers’ Federation (ITF), the United Nations Global Compact, IMO and the International Labour Organization (ILO). Primarily supported by funding from Lloyd’s Register Foundation, the taskforce has worked to ensure seafarers are put at the heart of shipping’s response to the climate emergency. The timeline is to develop the training materials by mid-2025.
    Source: ICS



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  • ABS Advisory Council Gains Insight into Future of Maritime at Annual Meeting

    ABS Advisory Council Gains Insight into Future of Maritime at Annual Meeting





    ABS Continues to Lead as Industry’s Trusted Advisor

    (NEW YORK) The maritime industry continues to be shaped by extensive uncertainty, influenced by a changing regulatory framework and evolving boundary conditions of safety, fuel availability and scalability and ship-to-port infrastructure.

    That was the message for members at the annual ABS Advisory Council Meeting on November 14, which included presentations from the Commandant of the U.S. Coast Guard (USCG) and the Administrator of the U.S. Maritime Administration (MARAD).

    Council members also heard how ABS has secured the number one position in global orderbook share and grown the fleet to 285 million gross tons, with more than 11,400 assets. ABS continues to be a leading voice in the industry with trusted insights into a range of emerging technologies while recording industry-leading port state and fleet safety performance.

    Highlighting the key takeaways from ABS’ recently released Outlook, Christopher J. Wiernicki, ABS Chairman and CEO, commented: “Our findings show there is a significant amount of work to be done between now and 2050 if we hope to hit net zero, but crucially, our research shows it can be done, and maps out a pathway for the industry to get there.”

    As part of a comprehensive global marine and offshore outlook, Wiernicki shared insights into the current energy security challenge vs. the longer-term energy transition, the global race to drive down the cost of alternative fuels, the role of retrofitted carbon capture and energy efficiency technologies, ABS’ activities in support of the U.S. government’s clean energy initiatives and green shipping corridors, and the importance of new relationships between government to government, government to industry, owners to charterers and ships to ports in meeting net-zero ambitions.

    Admiral Linda Fagan gave a USCG address emphasizing: “The Coast Guard and ABS have a history of collaboration and partnership that has served us well in ensuring maritime governance, safety and security will continue to be front and center going forward.”

    Maritime Administrator Ann Phillips said: “MARAD is modernizing our Nation’s maritime transportation network with a particular focus on recruiting, training and retaining mariners along with key investment plans for our ports, waterways and infrastructure. We thank ABS for its safety leadership as the industry navigates the challenges and opportunities of decarbonizing and introducing new technologies and future fuels.”

    Council Members also were given a global shipbuilding overview and heard the latest on the International Maritime Organization’s revised Greenhouse Gas (GHG) Reduction Strategy and associated regulatory framework along with the importance of developing a playbook for short-, mid- and long-term compliance strategies.

    Photo Caption (L to R): Admiral Linda Fagan, Commandant, U.S. Coast Guard; Christopher J. Wiernicki, ABS Chairman and CEO; Rear Admiral Ann Phillips, U.S. Navy (Ret.), Administrator of the U.S. Maritime Administrator




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  • Singapore Maritime Institute sparks R&D stakeholders to accelerate maritime decarbonisation towards a net zero future

    Singapore Maritime Institute sparks R&D stakeholders to accelerate maritime decarbonisation towards a net zero future


    More than 200 participants from the maritime industry, academia, students and government agencies took part in the annual Singapore Maritime Institute (SMI) Forum today to share and discuss the latest research and development (R&D) advancements in maritime decarbonisation technologies. Themed “Towards Maritime Net Zero: R&D Pathways to 2030 and Beyond”, the 13th edition of the flagship SMI Forum discussed challenges and opportunities in the net zero transition, and R&D’s contributions to accelerate Maritime Singapore and global maritime decarbonisation efforts.

    In his welcome address, Professor Low Teck Seng, Chairman of SMI, highlighted the important role of R&D in providing new insights, knowledge and developing industry-ready, novel and practical solutions to address the industry challenges and accelerate the decarbonisation journey. Prof Low further shared that S$23 million worth of SMI funding has been awarded to more than 10 maritime R&D projects in 2023.

    Deepening Research in Maritime Decarbonisation
    To support the net zero goals for Maritime Singapore, SMI awarded funding to research projects which are aimed at decarbonising maritime operations.

    Ammonia has been identified by the shipping community as a leading low carbon fuel option to meet the International Maritime Organization’s international shipping decarbonisation targets. SMI has awarded a research project to the Maritime Energy and Sustainable Development Centre of Excellence (MESD) at Nanyang Technological University (NTU) on “Mitigation technology and environmental impact from ammonia bunkering release”. This project, which is in collaboration with the Tropical Marine Science Institute (TMSI) and A*STAR’s Institute of High Performance Computing (IHPC), aims to deepen understanding of ammonia leakage modelling which affects bunkering safety, mitigation technology, environmental impact and emergency responses. Researchers from the three institutes will consider different potential ammonia leakage scenarios and develop technical solutions to address such ammonia leaks.

    SMI also awarded funding to A*STAR’s IHPC for the project “Advanced Modelling and Simulation of Future Harbour Craft Electrification Standards for Singapore”. The project supports the Maritime and Port Authority of Singapore’s (MPA) policy and planning considerations for Singapore’s domestic harbour craft sector to achieve net zero emissions target by 2030. It seeks to examine various
    planning scenarios of large-scale harbour craft electrification and aims to help policymakers understand the characteristics and power requirements of electric harbour craft fleet, as well as the charging infrastructure requirements based on the industry’s operational needs.

    Phase Two funding for the Centre of Excellence in Maritime Safety
    Professor Low further announced that SMI will be awarding S$10 million to the Centre of Excellence in Maritime Safety (CEMS) at Singapore Polytechnic (SP) for a second funding period of five years. CEMS was established by SMI and SP in 2018 to raise maritime safety and safety standards by developing new technological solutions and training systems to help reduce the occurrences of maritime incidents.

    In Phase 2, CEMS aims to establish the first dedicated research platform for mixed environment operations for manned and remote/autonomous ships in Southeast Asia. The Centre also seeks to be the first in the world to deploy artificial intelligence into navigational training and assessment to enhance the competencies of future-ready seafarers. CEMS will develop new training methodologies by infusing multisensory elements into Mixed Reality (MR) and Extend Reality (XR). This will ensure a smooth skill transition to handle new and emerging fuels such as methanol, ammonia, and electric vessels.

    Executive Director of SMI, Mr Tan Cheng Peng, said, “CEMS has demonstrated its ability to innovate and advance the maritime industry’s safety training methodologies in its Phase 1. Building on the strong foundations, we are excited about the prospects of the Centre’s plans in the next phase, as they push the boundaries of emerging training methodologies in AI and XR to prepare and upskill the future maritime workforce.”

    New SMI Fellows Award
    SMI also launched a new SMI Fellows Award to recognise, retain and reenergise experienced senior research talents in strategic maritime areas. The objective is to sustain Maritime Singapore’s competitiveness and anchor the future development of skilled talents in our local Centres of Excellence, Research Institutes and Institutes of Higher Learning The SMI Fellows Award seeks to recognise the senior researchers’ valuable achievements and their role in fostering the growth of the broader maritime R&D community through mentoring junior and aspiring researchers. The Award expands opportunities for the researchers by providing research seed funding, and exposure
    as technical experts at international and local meetings and conferences. The SMI Fellows scheme will run for a period of three years, with total funding of S$2 million.

    Four senior researchers received the inaugural SMI Fellows Award from SMI Chairman at the event. They are:
    • Associate Professor Ng Szu Hui, Head of the Department of Industrial System Engineering and Management, College of Design and Engineering; and Research Track Leader at Centre for Maritime Studies, National University of Singapore
    • Dr Fu Xiuju, Senior Principal Scientist, IHPC, A*STAR; and Director of the Maritime AI Research Programme
    • Dr Liu Ming, Senior Research Fellow and Research Lead for Alternative Energy, MESD, NTU

    Dr Pavel Tkalich, Principal Research Fellow, TMSI, NUS; and Senior Scientist at the Technology Centre for Offshore and Marine, Singapore.

    Said Prof Low, “The SMI Fellows scheme will help to anchor our key research talents and build a pipeline of maritime researchers that Maritime Singapore needs to support its future growth. The four researchers have demonstrated outstanding contributions through their proven R&D track record and expertise in maritime R&D. My heartiest congratulations to each of them for receiving the SMI Fellows award.”
    Source: Singapore Maritime Institute



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  • U.S. and Canadian Industry Leaders Gather to Discuss Future of Maritime at ABS North America Regional Committee Meeting

    U.S. and Canadian Industry Leaders Gather to Discuss Future of Maritime at ABS North America Regional Committee Meeting





    Efficiency the Best Fuel Available Today Says ABS Chairman and CEO

    (HOUSTON) Maritime industry leaders from across the U.S. and Canada traveled to ABS’ World Headquarters to discuss developments in offshore, government and marine market trends along with the latest in technology, sustainability and regulatory initiatives at the ABS North America Regional Committee.

    “Conversations around which alternative fuel will lead the market will continue, and we expect dominant contenders to emerge over the next decade, but the best alternative fuel today is efficiency,” said Christopher J. Wiernicki, ABS Chairman and CEO.

    “The maritime industry continues to be shaped by extensive uncertainty, influenced by a changing regulatory framework and evolving boundary conditions of safety, fuel availability and scalability and ship-to-port infrastructure.”

    Wiernicki continued: “As we look ahead to 2050, we must see these mounting challenges as opportunities for the industry, both to improve operational efficiencies and drive down costs. The scale and magnitude of the hurdles ahead are formidable, but platforms like this and other collaborative efforts with industry and government will help shape future solutions.”

    Committee members heard how ABS has secured the number one position in global orderbook share and grown the fleet to 285 million gross tons, with more than 11,400 assets.

    Christopher Bulera, incoming ABS North America Regional Committee Chairman and Manager of ConocoPhillips Global Marine, provided closing remarks.

    He said: “I am honored to be appointed as the incoming ABS North America Regional Committee Chairman and look forward to continuing collaborating with ABS and other industry leaders to support safety and sustainability in the maritime industry. It is critical to understand the impact that regulations, technologies and alternative fuels will have on the overall maritime landscape. Questions remain and the challenges ahead are complex, but I’m confident we will find safe and environmentally-sound solutions by working together.”

    The committee meetings are a forum for ABS members, including owners, operators, charterers, and industry representatives from flag Administrations, owner associations, and the shipbuilding and insurance sectors, to come together with ABS leaders and discuss safety and other industry issues and developments. These forums are an important part of an ongoing dialogue with the industry to address technical, operational and regulatory challenges.

    Photo Caption 1: Christopher J. Wiernicki, ABS Chairman and CEO, presented a Crystal Eagle Award in honor of Andre Kostelnik’s, SeaRiver Maritime President, service as the ABS North America Regional Committee Chairman from 2022-2023.

    Photo Caption 2: Christopher J. Wiernicki, ABS Chairman and CEO, and Christopher Bulera, incoming ABS North America Regional Committee Chairman and Manager of ConocoPhillips Global Marine




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  • Fuelling the future: Stena Oil sets sail with Biofuel

    Fuelling the future: Stena Oil sets sail with Biofuel


    On October 26, we carried out a biofuel bunkering to Dalaro Shipping’s vessel Oslo Wave 3, a cargo vessel of 17,485 DWT.

    Founded in 1981 in Stockholm, Sweden, Dalaro Shipping AB is a top logistics choice for Swedish and Finnish forest industries, specializing in sawn timber transport to Northern Africa.

    The bunkered B25 fuel is composed of 25 percent RME and 75 percent Marine Gasoil. We recognize the growing significance of sustainability within the shipping industry, particularly considering tightening emission regulations. Providing a wide variety of alternative fuels is therefore a significant aspect for us and our customers.

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    Sustainability – an important part of the business
    “Dalaro is, together with our head owner Oslo Bulk, very focused on reducing our GHG emissions. The usage of biofuel and other types of alternatives to conventional bunker fuels heralds a crucial step toward a sustainable maritime future where vessels can navigate with a much lower carbon footprint. Conducting this Biofuel trial is one of several important steps Dalaro is taking to prepare our vessels for the future,” says Nils Östman, Head of Operations at Dalaro Shipping.

    Anticipated growth of Biofuels
    “As sustainability concerns gain momentum within the shipping sector and emissions regulations become more stringent, the necessity of diversifying fuel alternatives beyond traditional selections takes on added significance. Consequently, we anticipate a steady growth in the biofuels market,” says Jenny Eriksson, Bunker Trader at Stena Oil.

    Biofuel is just one aspect of our diverse alternative fuel solutions, as we aim to provide our customers with a comprehensive range to meet both their fuel and sustainability needs.
    Source: Stena Oil



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